C-17 appendix.pdf

INCH-POUND

MIL-HDBK-1791

C-17 Appendix

MILITARY STANDARD

DESIGNING FOR INTERNAL AERIAL DELIVERY

IN FIXED WING AIRCRAFT

THIS HANDBOOK IS FOR GUIDANCE ONLY.

DO NOT CITE THIS DOCUMENT AS A REQUIREMENT.

AMSC: N/A AREA: SESS

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

MIL-HNBK-1791

29 May. 2007

GENERAL DESCRIPTION OF C-17 AIRCRAFT FEATURES.

The aircraft is designed for on/offloading through the cargo door/ramp. On/offloading is facilitated by the full width, load bearing floor, cargo door/ramp toes and the stabilizer struts. On/offloading can be accomplished directly from material handling equipment such as: K-loaders, forklifts, truckbed, flatbed or from the ground. Pallet on/offloading can be accomplished using the Logistic Rail Systems for logistics cargo and Airdrop Delivery System (ADS) for airdrop delivery and/or logistics cargo.

General and palletized cargo, vehicles, and outsized cargo can be secured and transported in the cargo compartment. The cargo compartment can be configured for airdrop of paratroops, cargo or a combination of both. Transport of passengers or troops is accomplished by installing onboard equipment. The aircraft has provisions for carrying (102) passengers/troops/paratroops and (36) aeromedical litter patients, a combination of litter patients and passengers, or a combination of passenger/cargo configurations.

CARGO COMPARTMENT

CARGO COMPARTMENT LOADING ENVELOPE. (Figure 1) The cargo compartment extends from FS 347 to FS 1424. The usable compartment, including the cargo ramp is a constant, cross-sectional shape extending from FS 347 to FS 1403. The cargo compartment height is reduced to 148 inches between FS 347 and FS 827 and to 158 inches between FS 827 and FS 937 due to the center wing structure protruding into the cargo compartment. The cargo compartment is 213 inches wide at floor level and increases to a loadable width of 216 inches at approximately 2 inches above the floor.

An electrical wiring installation located at FS 884 and 911 on the right side of the aircraft interferes with the cargo envelope. The interference protrudes into the loading envelope approximately 5 inches (see figure 2).

Full length interior catwalks are permanently provided along each side of the cargo compartment from FS 365 to FS 1088. The catwalks continue aft of the troop doors and extend to FS 1208. The catwalks are 5-inches wide, 14-inches above the cargo floor, and provide a safety aisle for personnel movement inflight and on the ground. Sidewall seats may be stowed to provide access to catwalks. Removable catwalk panels are located at FS 884 and FS 981 left and right. These panels provide access to the land gear viewing doors during an emergency (see Figure 3).

29 May. 2007

Figure 1 Cargo Compartment Loading Envelope

Figure 2 Electrical Bracket

Figure 3 Catwalk or Safety Aisle

29 May. 2007

CARGO COMPARTMENT ELECTRICAL RECEPTACLES AND POWER SUPPLY. (Figure 4 and Figure 5) The twelve 28V DC service receptacles, six 115/200V AC, service receptacles, and six 115V AC, duplex receptacles are provided in the cargo compartment for operation of equipment which may be needed in the aircraft. The cargo compartment is also equipped with twelve 115 V AC receptacles used to power the litter utility panels. Ten 28V DC GRM power receptacles are also provided. In addition, two 115/200V AC receptacles are located at the forward right side of the cargo compartment to supply power for the comfort pallet. One 115V AC, receptacle is located in the lavatory for use of personnel items. The following receptacles are located at the forward loadmaster station: two 28V DC receptacles for chemical warfare ensemble power, a 115V AC 60Hz duplex for the Aircrew Laptop Computer (ALC) and a receptacle for the ALC printer.

Figure 4 Cargo Compartment Electrical Receptacles

Figure 5 Electrical Receptacles

29 May. 2007

OVERBOARD VENTS. (Figure 6) Four overboard vents are provided in the cargo compartment for venting fumes, vapors, or exhaust. A fifth vent is provided for venting the comfort pallet. The two vents on the left side of the cargo compartment located at FS 604 and FS 924 are for venting the cryogenic low-temperature oxygen and nitrogen. The forward vent on the right side at FS 372 is used for venting the comfort pallet. Right side vents at FS 604 and FS 924 are for venting of exhaust from vehicles or other internal combustion engines which may be operated in the cargo compartment. Do not connect the vents or the exhaust from operating engines to the left side vents.

The left side vents consist of a tube extending through the aircraft sidewall, a sealing plug, an uni the right side at FS 372 is used for venting the ATGL. Right side vents at FS 604 and FS 924 are used for venting of exhaust from vehicles or other internal combustion engines, which may be operated in the cargo compartment. (Figure 7) Do not connect the vent line from low-temperature materials to the right side vents or the exhaust from operating engines to the left side vents.

The left side vents consist of a tube extending through the aircraft sidewall, a sealing plug, a universal vent fitting and a coupling. When in use, the sealing plug is removed from the vent tube. The universal vent fitting is connected to the cargo items flexible vent line, and the coupling is used to secure the universal vent fitting to the Vent tube. When not in use, the vents have the sealing plug installed to prevent loss of pressurization. The universal vent fitting is stowed adjacent to the vent tube.

The right side vents consist of a tube extending through the aircraft sidewall, a sealing plug, a coupling and a nozzle. When in use, the sealing plug is removed from the vent tube. The nozzle is connected to the cargo items’ flexible exhaust pipe. The nozzle is inserted in the vent tube, and secured in place with the coupling. Ensure the 45 degree angle on the outboard end of the nozzle faces aft. When not in use, the sealing plug is installed, and secured in place by the coupling to prevent loss of pressurization. The nozzle is stowed adjacent to the vent tube.

Figure 6 Cargo Compartment Vents

Figure 7 Cargo Compartment Vents

29 May. 2007

CARGO COMPARTMENT FLOOR. The cargo compartment floor consists of a series of flush-fitting, interlocking, stiffened aluminum extrusions extending from FS 347 to FS 1424. When the ramp toes are installed, the area aft of FS 1403 cannot be used for loading.

Recessed channels for the support and stowage of the roller conveyors and the inboard/outboard logistics system restraint rails run the entire length of the floor and ramp. Individual 25,000 pound capacity tiedown receptacles are recessed into the floor panels at a spacing of 26 to 41 inches laterally and 19 to 26 inches longitudinally. A series of fittings is recessed into the cargo floor for installation of the aeromedical stanchions and centerline seats. The aeromedical stanchions are located at X=48, 75, and 102, plus and minus. The centerline seat fittings are located at X=22, plus and minus.

CARGO RAMP. The ramp is an integral part of the aircraft. In the open position it forms part of the cargo loading platform and in the closed position it is a part of the fuselage pressure structure. The ramp provides both cargo loading and cargo carrying capability. Restraint rails and roller conveyor assemblies incorporated on the ramp provide for easy loading and restraint of palletized cargo. A ground support pad is provided to support the aft end of the ramp during drive-in loading operations. The ramp is hydraulically actuated and is controlled with a toggle switch from the aft loadmaster station, left side, or with a pushbutton switch from the forward loadmaster station.

To position for truckbed loading, with toes connected, the cargo door opens to is overhead position and locks in place and the ramp moves down until it is level with the cargo compartment floor. The ramp loading height can be adjusted to compensate for the different truckbed heights by operating the RAMP ADJ switch.

To position for drive-in loading, the cargo door opens to its overhead position and locks in place and the ramp unlocks from the fuselage and moves down (with the ramp toes connected) until its ground support pad contacts the ground or the ramp actuators bottom out. The toes lower as the ramp is moving down.

The closing operation is the reverse of the opening.

To position for loading airdrop platforms without toes and ADS links connected, the cargo door unlocks and opens approximately 12 inches, then the ramp unlocks and ramp and door move simultaneously to the ADS position. The closing operation is the reverse of the opening operation.

RAMP TOES. (Figure 8). The ramp is equipped with a set of four hydraulically actuated toes. The toes form a bridge between the ground and the ramp when loading wheeled items and between the ramp and K-loader/Flatbed for straight-in loading of palletized or wheeled cargo. The toes connect to the aft portion of the ramp and interface with the hydraulic system of the ramp and door. Each inboard toe is 58 inches wide, 89 inches long and weighs 407 pounds with rollers installed. Each outboard toe is 41 inches wide, 89 inches long and weighs 332 pounds with rollers installed. When rollers are removed the weight of the inboard toe is reduced to 344 pounds and the outboard toe weight is 269 pounds. Receptacles are incorporated on the outer edges of the toes for installing guide rails. The inboard toes have receptacles on both sides of each toe and the outboard toes have receptacles only on the outer edges of each toe. The toes are stowed side by side on the five stowage racks located on the forward edge of the cargo door.

When the toes are required they are individually positioned by unlocking the stowage pins and sliding the toe out of the rack. The toe is then inserted in either the high or low position. When the toes are in the high position, the surface of each toe is even with the ramp. With the ramp in the full down position, the toes are at a 15-degree incline. The high position is used primarily for on/offloading of wheeled items either from the ground of K-loader/flatbed type vehicle. The aft end of the toes must be supported when in the high position. When the toes are in the low position, the surface of each toe is four inches below the ramp floor. When the toe conveyors are installed, the top of the rollers are level with the ramp conveyors. This configuration is used for loading palletized cargo. The low position may be used for on/offloading of wheeled items from a flatbed type vehicle. Bridge plates and approach steps should be used when using this configuration. The aft end of the toes shall not be supported when in the low position. During normal operations the toes are hydraulically sequenced with the ramp and door. The left inboard and right

29 May. 2007 outboard ramp toes are equipped with proximity sensors. To ensure proper sequencing, the ramp toes shall normally be installed in pairs, i.e., the right pair, the left pair, the center pair, both pairs together, or both outboard toes. For ease of on/offloading it is permissible to install any combination of toes provided at least one ramp toe equipped with a proximity sensor id used, i.e., left inboard or right outboard.

In flight, the ramp toes will be stowed on the cargo door or installed and raised to the up (vertical overcenter) position. The ramp toes will be removed and stowed for all ramp exit airdrop operations.

Figure 8 Ramp Toes

LOGISTIC RAILS (Figures 9 and 10)

All locks in a pallet position operate simultaneously. Pallet alignment with the detent is verified visually through a viewport in the upper surface of the restraint rail. In the event of electrical malfunction of the lock actuators, a retract tool may be used to manually unlock the logistic restraint rail locks. The tool is inserted in a pallet indent forward of one of the locks engaged in the pallet. The tool engages the lock slide, pressure is exerted aft to unlock the locks engaged in the pallet. Exerting pressure aft on one lock slide will unlock all logistic locks in that pallet position. The tool is 38 inches long and is stowed on the left ramp jamb at station 1373 when not in use. All logistic restraint rail locks are positive acting in both forward and aft direction, with a forward restraint capacity of 20,000 pounds and an aft restraint capacity of 10,000 pounds.

Figure 9 Logistics Rail System

LOGISTIC RAIL VERTICAL RESTRAINT LIPS. There are twenty vertical restraint lips in the Logistic Rail System. They are electrically operated in pairs, one outboard/on inboard, on both left and right restraint rail systems from the aft logistic control panels. The vertical restraint lips are also engaged/disengaged with the gang lock release controls at the loadmaster forward control panel. The restraint lips are located at FS 1151, 1200, 1250, 1300, and 1361. The restraint lips provide vertical restraint for pallets loaded on the aft cargo floor and ramp areas where no vertical restraint is provided by the logistic restraint rails.

LOGISTIC PALLET END STOPS. (Figure 11) There are four pallet end stops located at the forward end of the cargo pallets during loading in the Logistic Restraint Rail System

Figure 10 Logistic Rails

Figure 11 Logistics Pallet End Stop

29 May. 2007

ROLLER CONVEYORS.

GENERAL DESCRIPTION.

(Figure 12) The roller conveyors for both the ADS and Logistic Systems consist of bi-directional rollers, omni-directional rollers, and single and quad teeter (cresting) rollers. The purpose of the roller conveyors is to facilitate movement of palletized cargo. The cargo floor and ramp contain eight rows of roller conveyors spanning from the forward most part of the floor to the end of the ramp for a total of 104 roller conveyors. All rollers are contained in removable trays which are positioned with the rollers facing up to accommodate pallets/platforms. The roller conveyors may be unlatched and turned over to configure a flat floor for the on/offloading of floor-loaded cargo and vehicles except on the ramp toes. Roller conveyors on the ramp toes are removed and stowed for vehicle loading. Roller conveyors are located on the cargo floor at X=15, 41, 68, and 87 plus and minus. For the cargo ramp, the conveyors are located at X=16, 41, 71, and 86 plus and minus. To obtain the most efficient utilization of floor space when carrying combination loads of pallets and vehicles, the roller conveyor sections terminate in line with ADS restraint rail sections.

BI-DIRECTIONAL ROLLER CONVEYORS. There are eighty-eight bi-directional roller conveyor assemblies provided on the cargo compartment floor and part of the ramp. Eighty-four conveyors are 78 inches long and interchangeable. The remaining four conveyors (located at the forward end of the cargo floor in the two outboard rows) are 38 inches long and are only interchangeable with each other. Each of the roller conveyor assemblies consists of a series of aluminum rollers housed in an aluminum channel.

The rollers run on bearings installed in each end of the rollers. Latches in the channel members provide access for unlatching and lifting the conveyor out of its channel. The rollers are 1 7/8 inches in diameter and 3 3/4 inches wide. When the conveyor is turned upright, the rollers project one inch above the floor level. The rollers are spaced on 10-inch centers. The end rollers in each conveyor length are spaced 5 inches from the center of the latch used to hold the conveyor down. This allows consistent 10-inch center spacing throughout the cargo floor and ramp.

OMNI-DIRECTIONAL ROLLER CONVEYORS. The omni-directional roller conveyor assemblies provide the capability to rotate and move pallets laterally. There are sixteen omni-directional roller conveyors. These rollers permit pallets to align for entry into the Logistics System. The roller shaft assemblies are mounted on 5 inch spacing to decrease roller friction. This 5 inch spacing decreases the load per roller and reduces the possibility of a pallet impacting the individual small rollers. The rollers are housed in a channel that has the same exterior size as the 78 inch bi-directional conveyors allowing them to be interchanged.

RAMP TOE ROLLER CONVEYORS. The ramp toe roller conveyors use the same bi-directional roller as in the main floor and ramp conveyors. The majority of these rollers are spaced on 5 inch centers too lessen the chance of pallet impact during on/offloading. The ramp toe conveyors attach to the toes by quick release latches. With the toe conveyors attached and the toes in the low position, the toe rollers are level with the floor rollers. There are two types of ramp toe roller conveyors, forward and aft. They are identical except the forward conveyor has slightly different roller spacing and the aft conveyor includes a teeter roller in the last roller position for combat offloading. The aft end of the aft conveyor also includes a skid plate to prevent impact during loading operations.

ROLLER CONVEYOR SYSTEM LATCHES. There are two types of latches used to hold down the roller conveyors, the release latch and the fixed latch. The release latch is used for all bi-directional and omni-directional roller conveyors. It is placed at every other conveyor end location except on the ramp.

The ramp has a fixed latch at the forward and aft end with three release latches in the center. The release latch allows the roller conveyor to be lifted and rotated or moved to an alternate location. The latch at the other end of each conveyor is a fixed latch. There are three types of fixed latches to meet different aircraft structural requirements.

SINGLE TEETER ROLLERS. There are twenty single teeter (cresting) rollerassemblies installed on the aircraft. Eight are on the forward end of the ramp and eight on aft end of the cargo floor. Four additional rollers are installed at the aft end of the ramp in line with the two outboard roller conveyors left and right.

They are 1 7/8 inches in diameter and 3 ¾ inches wide. The rollers can be unlatched and turned over, 29 May. 2007 creating a flush surface. If the ramp and cargo floor are not level for on/offloading across the ramp hinge, the load will begin to teeter to meet the new floor angle. This same condition will occur at the end of the ramp.

QUAD TEETER ROLLERS. The quad teeter (cresting) rollers are designed to sustain teeter loads at airdrop speeds. Four quad units, each of which contains four heavy-duty rollers, are located at the aft end of the ramp. The heavy duty rollers are 2 3/8 inches in diameter and are 1 13/16 inches wide. The quad teeter rollers can be unlatched and turned over to create a flush surface.

Figure 12 C-17 Roller Conveyors

29 May. 2007

CARGO TIEDOWN RINGS.

(Figure 13). A total of 295 tiedown rings are installed in the cargo compartment floor and ramp. The rings are arranged in seven lettered columns (A thru G) in a grid pattern providing maximum flexibility for cargo restraint and tiedown for a large variety of cargo loads. Each tiedown ring is mounted in a pan recessed in cargo floor. Each of the tiedowns consists of a forked fitting, bolted directly to the underfloor bulkhead structure, and a ring which is attached to the fitting by pins. The tiedown rings are capable of withstanding a 25,000 pound rated strength within the hemisphere above the cargo floor. Refer to Section IVB for vertical restrictions

Figure 13 C-17 Tiedown Locations on Cargo and Ramp

29 May. 2007

CARGO TIEDOWN EQUIPMENT.

MB-1 (10,000 pounds), MB-2 (25,000 pounds) chains and devices and CGU1/B (5,000 pounds) tiedown straps are carried as loose equipment in the aircraft.

10,000 AND 25,000 POUND CAPACITY TIEDOWN DEVICES. These devices consist of an adjustable hook, tension grip, chain lock, quick release lever and chain pocket. A total of eighteen stowage containers are distributed along the cargo compartment sidewalls. There are nine containers on the left side and nine on the right side. Each container can be used to stow 10,000 pound or 25,000 pound devices.

10,000 AND 25,000 POUND CAPACITY TIEDOWN CHAINS.

The 10,000 and 25,000 pound chains are used with their respective tiedown devices. A total of eight chain assembly stowage containers are distributed along the cargo compartment side walls. Four each are on the left and right sides. Each stowage container provides three separate pockets. Each pocket can be used to stow 10,000 pound chains or 25,000 pound chains.

5,000 POUND CAPACITY TIEDOWN STRAP. This type of ratchet tiedown strap can be used to tie down light weight cargo loads. It consists of a ratchet/hook, nylon webbing, and a flat tiedown hook assembled together to form one unit. The extended length of the strap is 20 feet. A total of 10 stowage containers and distributed along the cargo compartment sidewalls. There are six containers on the left side and four on the right side. Each container will stow a maximum of five 5,000 pound straps.

SNATCH BLOCKS.

Four snatch blocks are provided as loose equipment on the aircraft. The rated capacity of the snatch blocks is 20,000 pounds. The maximum cable size that can be used with the snatch blocks is 3/8 inch diameter.

These snatch blocks may be attached into any tiedown ring to redirect the cable pull as necessary to accommodate the various modes of winch operation. The snatch blocks are stowed on the right side of the forward cargo compartment at FS 377.

CARGO WINCH.

(Figure 14). A hydraulic cargo winch is located in a cargo floor cavity on the aircraft centerline at FS 335, in the front of the cargo compartment. The winch is controlled through panels at the forward and aft loadmaster stations, or through a hand held controller transmitter. The winch has 250 feet of 3/8-inch diameter cable and a variable-speed electrically controlled hydraulic motor, with an allowable winch cable load capacity of 7,500 pounds. A detachable hook allows the winch cable to be routed under palletized or low-profile cargo. A top-mounted guide sheave directs the movement of the cable in and out of the winch, allowing the winch cable to exit approximately one inch above the cargo floor surface. Snatch blocks are used to increase the cargo winch pulling capacity or to route the winch cable around obstructions on the cargo floor. Figure 15 shows the maximum item weight that can be winched using a single line pull.

Figure 14 Cargo Winch

Figure 15 Calculation of Maximum Cargo Weight versus Ramp Angle and Coefficient of Friction

C-17 AIRCRAFT AND CARGO DESIGN LIMITS

Cargo loading and aircraft systems strength limits are presented in the next series of tables and figures.

Adherence to these limits will minimize the effort and complexity needed to air transport the desired system on the C-17.

The data are organized in the following manner.

Vehicle loading hazards are identified in Figure 16.

Load/Vehicle dimensional limits listed in Figures 17-25

Aircraft loading limits shown in Figures 26-37 and Tables 1-3.

Cargo Winch limits are identified in Figure 38

Figure 16 Loading Hazards

Figure 17 Vehicle Dimensional Limits (Sheet 1 of 2)

Figure 17 Vehicle Dimensional Limits (Sheet 2 of 2)

Figure 18 Vehicle Projection Limits (Sheet 1 of 13)

Figure 18 Vehicle Projection Limits (Sheet 2 of 13)

Figure 18 Vehicle Projection Limits (Sheet 3 of 13)

Figure 18 Vehicle Projection Limits (Sheet 4 of 13)

Figure 18 Vehicle Projection Limits (Sheet 5 of 13)

Figure 18 Vehicle Projection Limits (Sheet 6 of 13)

Figure 18 Vehicle Projection Limits (Sheet 7 of 13)

Figure 18 Vehicle Projection Limits (Sheet 8 of 13)

Figure 18 Vehicle Projection Limits (Sheet 9 of 13)

Figure 18 Vehicle Projection Limits (Sheet 10 of 13)

Figure 18 Vehicle Projection Limits (Sheet 11 of 13)

Figure 18 Vehicle Projection Limits (Sheet 12 of 13)

Figure 18 Vehicle Projection Limits (Sheet 13 of 13)

Figure 19 Ramp Toe Contact Limits

Figure 20 Ramp Toes Approach Shoring

Figure 21 Vehicle Ground Contact Limits (Sheet 1 of 2)

Figure 21 Vehicle Ground Contact Limits (Sheet 2 of 2)

Figure 23 Vehicle Ramp Crest Limits (Sheet 1 of 2)

Figure 23 Vehicle Ramp Crest Limits (Sheet 2 of 2)

Figure 24 Vehicle Ramp Crest Shoring Clearance Limits

Figure 25 Parking Overhang Limits

Figure 26 Floor Limitations (Sheet 1 of 7)

Figure 26 Floor Limitations (Sheet 2 of 7)

Figure 26 Floor Limitations (Sheet 3 of 7)

Figure 26 Floor Limitations (Sheet 4 of 7)

Figure 26 Floor Limitations (Sheet 5 of 7)

Figure 26 Floor Limitations (Sheet 6 of 7)

Figure 26 Floor Limitations (Sheet 7 of 7)

Figure 27 Allowable In-Flight Ramp Load

Figure 28 Allowable In-flight Ramp Loadable Heights

Figure 29 Concentrated Floor Loads - Calculations (Sheet 1 of 4)

Figure 29 Floor Limitations (Sheet 2 of 4)

Figure 29 Floor Limitations (Sheet 3 of 4)

Figure 29 Floor Limitations (Sheet 4 of 4)

Figure 30 Steel and Hard Rubber Wheel – Floor Load Limitations

Figure 31 Calculation Procedures – Pad Area (Sheet 1 of 3)

Figure 31 Calculation Procedures – Pad Area (Sheet 2 of 3)

Figure 31 Calculation Procedures – Pad Area (Sheet 3 of 3)

Figure 32 Ramp Teeter Cresting Limits – Tracked Vehicle Non-Articulated (Rigid)

Suspension (Sheet 1 of 2)

Figure 32 Ramp Teeter Cresting Limits – Tracked Vehicle Non-Articulated (Rigid)

Suspension (Sheet 2 of 2)

Figure 33 Tracked Vehicle Articulated Suspension (Shoring) (Sheet 1 of 2)

Figure 33 Tracked Vehicle Articulated Suspension (Shoring) (Sheet 2 of 2)

Figure 34 Cargo Weight Loading Envelope (Non-E/R)

Figure 35 Cargo Weight Loading Envelope (E/R)

Toe Configuration

Strut Configuration (1)

ADS Link Configuration (3)

Maximum Weight (LB)

Low (6) Stowed Stowed/Connected 8,400 Low (6) Deployed Stowed 9,100 Low (6) Deployed Connected (2) 10,355 (5) High Stowed Stowed/Connected 10,355 High Deployed Stowed 16,000 Axle

20,000 Bogie High Deployed Connected (2) 72,000 (4) None Stowed Stowed/Connected 10,355 None Deployed Stowed 16,000 None Deployed Connected (2) 72,000 (4) Low (Ramp on Ground) Stowed/Deployed Stowed 10,355 High (Ramp on Ground) Stowed Stowed 65,000 (7) High (Ramp on Ground) Deployed Stowed 135,000 (4) (7)

CAUTION

• In the low position the aft end of toes must not be supported. Upper tang of ramp toe beam will be fractured.

• In the high position the aft end of toes must be supported. Lower tang of ramp toe beam will be fractured.

• In the high position the required overlap between ramp toe contact pads and floor of loader is 11 inches.

• In the high position the bottom of toes must not come in contact with the ramp step edge or floor on loader.

• In the high position the toe must not be at an angle which causes the aft end of the toe to be above a coplanar position with the ramp floor.

(1) When using the ramp as a lifting aid the stab struts should be deployed for weights above 10,355 lbs.

(2) Ramp shall be supported by the ADS links when connected.

(3) Short or long links do not increase or decrease the weight limitations.

(4) Wheeled and tracked vehicles over 65,000 lbs must be on/offloaded within 8 inches of aircraft centerline.

(5) For two axles on the toes, total axle weights shall not exceed 10,355 lbs. For 16 -foot type VI platforms, this may be increased to 14,500 pounds.

(6) When loading rolling stock, bridge plates shall be used to bridge the gap between the ramp toes and the K-loader or flatbed truck. Shoring may be required to transition the 4 3/4-inch step-up from the ramp toes to the ramp during on/offloading.

(7) The same capability exists when ramp pedestal shoring is used.

Figure 36 Ramp Toe Loading Limitation Chart

Figure 37 Ramp Actuator Lifting Capability

APPENDIX B

28 Nov. 2001

Rolling On

Sliding On

Ramp

Angle Sine/

Cosine

Pneumat ic Tires

Tracks Steel/Ha rd Rubber- Wheels

Roller Convey ors

Greased Shoring

Dry Shoring

Skids on Non-skid Surface

Non- Skid Surface

Level Ramp (Short ADS Links)

0° 250,000 93,750 416,667 375,000 28,846 15,306 9,202 7,500

Long ADS Links With ADS Plugs

3.8° 0.066/0.

(1)51,07

51,426 (1)58,35

87,250 23,043 13,513 8,529 7,049

Long ADS Links Only 5° 0.087/0.

(1)41,92

44,996 (1)46,69

70,146 21,679 13,043 8,345 6,925

Normal Ramp Down/Toes 15° 0.259/0.

(1)17,01 (3)6,945

(2)22,30 (3)5,947

(1)17,72 (3)7,236

26,947 (3)7,186

14,701 (3)3,920

10,241 (3)2,731

7,168 (3)1,912

6,122 (3)1,632

Coefficient of Friction

0.030 0.080 0.018 0.020 0.260 0.490 0.815 1.000

WARNING

This table represents the maximum weight for single line cable pull. To prevent winch cable failure, cable loads for loading or offloading items with pneumatic tires or steel/hard rubber wheels shall not exceed the above limits.

CAUTION

Calculation of maximum cargo weight is based on winch cable capability only. Other aircraft and floor limitations still apply.

NOTE

This table is based on winch cable pull of 7,500 pounds, Low Mode. To compute the values for multiple cable configurations, multiply the values shown by two through five, respectively.

(1) Single line cable pull limitations for rolling stock with pneumatic or solid/hard rubber wheels is 4,900pounds. Use this number to determine the required number of snatch blocks.

(2) When using four snatch blocks, the increased 9,000 lb. cable pull capability equates to 26,765 lbs, single line pull.

(3) Values are for high mode. When cable pull value, low mode shall be used.

Figure 38 Calculation of Maximum Cargo Weight Versus Ramp Angle Coefficient of Friction

28 Nov. 2001

Number of Rings Used per Fus.

Sta (Loaded Simultaneously)

Allowable Vertical Restraint Available Installation Condition Per Fitting (Pounds)

1 Symmetrical or Unsymmetrical 25,000

2 Symmetrical or Unsymmetrical 25,000

3 Symmetrical or Unsymmetrical 20,000

4 Symmetrical 20,000

4 Unsymmetrical 15,000

5 Symmetrical or Unsymmetrical 15,000

6 Symmetrical or Unsymmetrical 15,000

7 Symmetrical or Unsymmetrical 15,000

Table 1. Tiedown Ring Ratings

Center of Pallet

(FUS STA)

Maximum Pallet Weight (Pounds)

1236 8000 1246 8900 1296 8900 1306 7000 1346 8000

Table 2. Logistic Pallet Weight Limitations

This table identifies maximum pallet weights when pallets are loaded out of pallet positions 8 and 9.

For all other possible pallet ramp locations, no limitations apply.

CTR of PLT

PLT Length

(FEET)

MAX PLT WT

(POUNDS)

1294 20 24541 1269 16 23126 1279 16 21774 1289 16 20422 1299 16 19069 1244 12 15029 1254 12 14248 1264 12 12975 1274 12 11703 1284 12 10431 1294 12 15520 1304 12 14248 1314 12 12975 1324 12 11703 1334 12 10431 1219 8 8766 1229 8 7565 1239 8 6364 1249 8 5163 1259 8 3963 1269 8 5230 1279 8 7565 1289 8 5230 1299 8 5163 1309 8 3963 1319 8 8766 1329 8 7565 1339 8 6364 1349 8 5163 1359 8 3963 1369 8 2762

Table 3. ADS Ramp Platform Weight Limitations Do not exceed maximum roller loads of 2,630 pounds per roller. This limitation applies only to this table.

Do not load on omni-directional rollers.

Center of platform locations include the following longitudinal center of gravity (CG) tolerances.

20 FT = ± 22.5 inches 16 FT = ± 21.0 inches 12 FT = ± 19.5 inches 8 FT = ± 18.0 inches

Use the platform actual CG to compute aircraft weight and balance.

The CG of the platform must fall within the above ± tolerances.

28 Nov. 2001

CTR of PALLET

MAX PALLET WEIGHT

(POUNDS)

1101 *9500 1111 *7000 1209 5434 1219 10355 1239 8678 1249 7056 1259 5434 1269 5230 1279 5230 1289 5230 1299 5230 1309 5434 1329 10355 1339 8678 1349 7056 1359 5434

Table 4. ADS Pallet Weight Limitations

This table identifies maximum pallet weights when pallets are loaded out of pallet positions 9, 10 and 11.

If the pallet can be restrained for 2G’s vertical using aircraft tiedown equipment, no limitations apply.

For pallet position 9 all other fuselage stations are IAW Section IVB.

28 Nov. 2001

Rolling On

Sliding On

Ramp

Angle Sine/

Cosine

Pneumat ic Tires

Tracks Steel/Ha rd Rubber- Wheels

Roller Convey ors

Greased Shoring

Dry Shoring

Skids on Non-skid Surface

Non- Skid Surface

Level Ramp (Short ADS Links)

0° 250,000 93,750 416,667 375,000 28,846 15,306 9,202 7,500

Long ADS Links With ADS Plugs

3.8° 0.066/0.

(1)51,07

51,426 (1)58,35

87,250 23,043 13,513 8,529 7,049

Long ADS Links Only 5° 0.087/0.

(1)41,92

44,996 (1)46,69

70,146 21,679 13,043 8,345 6,925

Normal Ramp Down/Toes 15° 0.259/0.

(1)17,01 (3)6,945

(2)22,30 (3)5,947

(1)17,72 (3)7,236

26,947 (3)7,186

14,701 (3)3,920

10,241 (3)2,731

7,168 (3)1,912

6,122 (3)1,632

Coefficient of Friction

0.030 0.080 0.018 0.020 0.260 0.490 0.815 1.000

WARNING

This table represents the maximum weight for single line cable pull. To prevent winch cable failure, cable loads for loading or offloading items with pneumatic tires or steel/hard rubber wheels shall not exceed the above limits.

CAUTION

Calculation of maximum cargo weight is based on winch cable capability only. Other aircraft and floor limitations still apply.

NOTE

This table is based on winch cable pull of 7,500 pounds, Low Mode. To compute the values for multiple cable configurations, multiply the values shown by two through five, respectively.

(1) Single line cable pull limitations for rolling stock with pneumatic or solid/hard rubber wheels is 4,900pounds. Use this number to determine the required number of snatch blocks.

(2) When using four snatch blocks, the increased 9,000 lb. cable pull capability equates to 26,765 lbs, single line pull.

(3) Values are for high mode. When cable pull value, low mode shall be used.

Figure 38 Calculation of Maximum Cargo Weight Versus Ramp Angle Coefficient of Friction

MIL-HNBK-

APPENDIX B

AIRDROP DELIVERY SYSTEM (ADS)

The C-17 has the capability to perform precision airdrop of cargo and personnel with the systems described below. Cargo are airdropped using the equipment that can be configured for Container Delivery System (CDS), Low Velocity Airdrop (LVAD), Dual Row Airdrop System (DRAS) and Bundle Delivery System (BDS). Static line personnel airdrop is performed from the troop door and free fall personnel airdrop from both the troop door and the ramp. The aircraft can automatically airdrop the load and personnel within 100-meters of the air release point and the target by linking the aircraft navigation system and parachute characteristics to the airdrop system. The rail locks and releases are controlled from side wall panels, aft backup panels and from the control panels at the forward loadmaster station. The loadmaster has the capability to activate and control the airdrop operation from the loadmaster station.

The Cargo Airdrop Delivery System (ADS) can also be configured to carry cargo.

ADS RAIL SYSTEM.

The Airdrop Delivery System (ADS) rail system consists of guide/restraint rails built into the cargo floor and pallet locks built into the rails. These, along with roller conveyors recessed into the floor, provide the capacity to load, offload, transport, and restrain palletized and containerized cargo utilizing airdrop platforms, 463L pallets, or containers that fly within the 108 inch lateral dimension. The airdrop delivery system can accept nine 463L pallets on the floor and two on the ramp. The two restraint rails provide guidance for pallet and airdrop platform movement and provide restraint against side and vertical forces on the cargo floor. Pallet locks are built into each of the rails to provide forward and aft restraint. The locks are electrically powered. The right side has variable restraint locks that can be preset for airdrop operations. Each side rails includes two pallet locks which can be placed in either a LOCK or REL position. All left side restraints rail locks are positive acting in both forward and aft directions. The ADS rails are also used for combat offload.

The ADS provides the capability to airdrop up to a 60,000-lb (60K) single platform and up to 110,000-lb total weight.

APPENDIX B

28 Nov. 2001

ADS RESTRAINT RAILS. (Figure 39) The ADS restraint rails consist of two rows of rail assemblies.

There are twenty rail sections on the cargo floor and six on the ramp. Eighteen are 80 inches long and two are 90 inches long on the cargo floor. There are four 100 inch long rails plus two 29 inch long rails on the cargo ramp floor. The 100-inch ramp rails are identical and contain two retractable lips and two fixed logistic locks each. The fixed logistic locks are the same as those used in the left side ADS restraint rails on the cargo floor. Electric lock actuation is similar to the method used in the left side ADS restraint rails on the cargo floor. The 29 inch rail sections contain no mechanism and act as a lateral guide. The aft end is tapered outboard to permit 1 1/2 inches of pallet misalignment during loading. Each rail is hinged at its outboard edge and can be either flush with the floor for vehicle loading or elevated 20 degrees to restrain airdrop platforms, pallets, or containers.

Figure 39 ADS Rails

APPENDIX B

ADS RESTRAINT RAIL LOCKS. (figure 40) The variable restraint locks in each of the 10 right hand ADS restraint rails are identical. They are positioned 40 inches on center down the length of the ten rails, so that a pallet or platform with edge indents, ten inches on center, will always engage two or more locks.

The lock is mechanical in sensing pawl force and releases automatically at a preset force level. The lock is equipped with an electrical proximity sensor to indicate a locked condition. A bank of indicator lights is mounted on the forward loadmaster control panel to indicate each lock position. The lock is also equipped with an electric motor drive to set the mechanism, which varies the release force level. The lock may be released by applying s sufficient pawl force, running the force motor to zero, or placing the lock condition control to REL. If the lock is to be released by running the force motor to zero, the lock must be in the armed position.

The ADS variable restraint locks can be set to the LOCK, ARM, or REL positions. The LOCK position is where the pawl is extended and locked. The right hand ADS restraint rail locks are positive acting in both forward and aft directions when in the LOCK position. The right ADS locks have a capacity of 14,800 pounds for forward restraint and 7,500 pounds for aft. The ARM position is where the pawl is extended but will retract if a force is applied in an aft direction. The variable restraint locks are capable of being set at 00-pounds for the purpose of retracting a lock engaged in a platform but not being used for aft restraint.

The REL position is where the pawl will retract.

Each left side rail includes two pallet locks. In the LOCK position, both locks engage the pallet, and in the REL position they disengage the pallet. The left ADS locks have a capacity of 14,800 pounds for forward restraint, and 15,533 pounds for aft. Each pair of locks is locked and released using a single actuator. The actuator is capable of retracting both locks under an aft force of 5,300 pounds.

Figure 40 ADS Locks

APPENDIX B

28 Nov. 2001

ADS RETRACTABLE VERTICAL RESTRAINT LIPS. (Figure 41) The vertical restraint feature has been removed from the aft 60 inches of the ADS restraint rails on the cargo floor. The last 10 inches of the ADS restraint rails on the cargo floor. The last 10 inches of these two rails contain a retractable vertical restraint assembly. This lip is engaged for vertical restraint of pallets/platforms. On the right side ADS restraint rails, the lip is engaged at the same time the variable restraint locks in this pallet position are locked. Arming or releasing the variable restraint locks causes the lip to retract. On the left side ADS restrain rails, the lip is engaged when the pallet locks are locked and retracted when the pallet locks are released. The ADS restraint rails on the cargo ramp are equipped with eight vertical restraint lips, four per pallet position. They are electrically operated in pairs (one outboard/one inboard) from the aft loadmaster control panel, right side.

Figure 41 Ramp Toe Loading Limitation Chart

APPENDIX B

ADS VARIABLE RESTRAINT LOCK LOAD EQUALIZATION SYSTEM. (Figure 42) The load equalization system provides a means to ensure that the extraction force exerted on an airdrop platform is simultaneously applied to the selected right ADS locks. The load equalization valves are used to equalize the ADS right lock aft restraint feature during airdrop. During the AIRCRAFT PREPARATION FOR HEAVY EQUIPMENT AIRDROP checklist, all valves are opened. This allows the flow of hydraulic fluid to all lock equalization cylinders. After the load equalization reservoir is checked for proper servicing all valves are closed. This isolates the system and prevents fluid from flowing back into the reservoir during loading. After the platform(s) are loaded valves selected for a particular platform are opened, thus trapping the fluid between the selected lock valves. As the platform shifts aft, the indent will contact a lock forcing hydraulic fluid to travel within the trapped system to all selected locks which have not made contact with their respective indent. This fluid flow forces all locks to make contact with the indents, thus equalizing the load value on the selected locks. Once locks have equalized, fluid flow ceases. This procedure applies to each individual airdrop platform.

Figure 42 ADS Sidewall Control Panel/Load Equalization Valves

APPENDIX B

28 Nov. 2001

ADS PALLET END STOPS. (Figure 23) There are two retractable pallet end stops located at the forward end of the Airdrop Delivery Systems at FS 337. The end stops prevent overrun of pallets/platforms loaded into the ADS rails.

PARACHUTE DEPLOYMENT MECHANISM. (Figure 44) The Parachute Deployment Mechanisms (PDM) are located on the sidewall at FS 1520, left and right side. The PDM’s provide a method of ejecting a drogue parachute into the slipstream during an airdrop. The mechanisms are hydraulically operated and can accept a 15 ft., 22 ft., or 28 ft. diameter drogue parachute.

TOW RELEASE MECHANISM (Figure 45) The Tow Release Mechanism (TRM) is located on the aft end of the ramp on centerline with the floor at FS 1384. The TRM is used during the extraction phase of a Heavy Equipment airdrop mission. Its function is retention of the drogue parachute being towed, provide connection between the extraction chutes and the drogue, and the drogue, and to release both, allowing the drogue to pull the extraction chutes from the aircraft. In an emergency it can jettison the drogue chute without releasing the extraction chutes. A pyrotechnic severance device is provided as a redundant backup to the hydraulic drogue jettison release. The cover plate assembly doubles as a preflight item tool and provides a flush floor during cargo on/offloading. When the TRM is in use, the cover plate is stowed on the right sidewall at FS 1197.

LOW VELOCITY AIRDROP (Figure 46) This illustration shows the typical setup for the low velocity airdrop of ADS platforms.

Figure 23 ADS Pallet End Stops

APPENDIX B

Figure 44 Parachute Deployment Mechanism

APPENDIX B

Figure 45 Towed Release Mechanism

APPENDIX B

Figure 46 Low Velocity Airdrop System

APPENDIX B

28 Nov. 2001

CONTAINER DELIVERY SYSTEM (CDS).

The aircraft is capable of airdropping 40 CDS containers fully rigged at 2,250-lbs, each. The containers are placed between the centerline logistic rails and the outboard ADS rails. The CDS system consists of a forward barrier or Buffer Stop located at the front end of the cargo floor. Forward and aft restraint straps or gates attached to Gate Release Mechanisms (GRM) prevent movement of the load prior to airdrop. At greenlight, the straps are released from the loadmaster control panel that opens the GRM. The CDS static line is attached to the anchor cable to deploy the recovery system. Any load exiting through the ramp requires use of release away static line.

CONTAINER DELIVERY SYSTEM EQUIPMENT

GATE RELEASE MECHANISM (GRM). (Figure 47). The Gate Release Mechanism (GRM) is an electromechanical mechanism designed to provide final aft restraint and release capability for the Container Delivery System (CDS) and the Bundle Delivery System (BDS). One GRM, type XXVI nylon webbing and two Van Zelm ratchet devices provide the aft restraint for each group of containers on the cargo floor.

Forward restraint for the CDS containers on the cargo floor is provided by the CDS containers on the ramp is provided by two wishbone fittings, four Van Zelm ratchet devices and type XXVI nylon webbing. The type XXVI nylon webbing is not part of aircraft equipment. Two GRM’s two shackles and two 163 inch type XXVI nylon slings provide the aft restraint for the containers on the aircraft ramp. Each GRM is electrically actuated for release. Power is provided through ten electrical outlets, five on each side of the cargo compartment sidewalls. This provides location for five CDS gate installations. Six 15 foot GRM electrical extensions and two Y electrical connectors are provided for connecting the GRM’s to the sidewall receptacles and allow flexible gate location. Each side is powered by a different power source. Controls for the GRM system are located at the forward loadmaster station and aft loadmaster station, left side. The controls provide capability to release the restraint gates, sequentially or simultaneously. The GRM releases the aft restraint either by the pilot/co-pilot depressing the JUMP/RELEASE switch on the ADS panel, or automatically by the mission computer, if the auto drop mode was selected. The GRM’s may also be released by using the CDS BACKUP switches at the Loadmaster Forward Control Panel (LFCP) or the Loadmaster Aft Control Panel (LACP) left side.

The six GRM’s are stowed at the following locations: 2 each on the right and left during paratroop airdrops.

Air deflectors are perforated and integrated into the fuselage just forward of each troop door. The hinged deflectors and hinged pod fairings are hydraulically deployed by manual control valve handles inside the cargo compartment just forward of each troop door. The pod fairings retract simultaneously when the air deflectors are extended.

APPENDIX B

Figure 47 CDS Airdrop

PERSONNEL AIRDROP SYSTEM.

The aircraft has the capability to airdrop up to static line 102 paratroopers weighing as much as 400-lbs rigged.

Static line personnel exit at the troop door with their static line attached to the anchor cable. Free fall jumpers exit can exit from the troop door and the ramp. The system described below are used for static line jumpers. Door bundles can also be dropped from the troop door before jumpers exit.

STATIC LINE ANCHOR CABLE ASSEMBLIES. The aircraft has four static line anchor cable assemblies for airdrop of static line paratroopers. When installed they are located a minimum of 81 inches above the cargo floor starting at FS 346. They are stowed on reels on each side of the cargo compartment at FS 1267. The inboard and center cable on each side of the aircraft is used for paratroop drops through the troop doors. The inboard cable on each side of the aircraft can be used for cargo drops off the ramp. Each cable assembly is 3/8 inch in diameter, with a barrel type fitting on the aft end, and a turnbuckle and hook on the forward end. The turnbuckle, along with the assistance of the cable support system ratchet, provides a tension adjustment to maintain correct cable height. The intermediate anchor cable supports are located aft of each troop door at FS 1138. The aft anchor cable supports are located at FS 1374. Each assembly is unlatched from its stowed position and rotated inboard along with the anchor cable adjustment ratchet and secured by a quick release pin.

The anchor cables are equipped with towed paratrooper retrieval system which attaches to the retrieval winch for retrieving static lines and hung jumper weighing up to 400-lbs.

STATIC LINE RETRIEVER WINCHES. (Figure 48) The aircraft has two electrically powered retriever winches. Each winch is mounted between the forward attachment locations of the inboard and center anchor cables at FS 346. The retriever winches are designed to retrieve parachute static lines and pull a hung paratrooper back into the aircraft. Each winch has a 7/32 inch diameter cable. Two limit switches in each winch unit control the in and out spooling of cable travel.

TROOP DOOR (Figure 49) The troop doors are located at FS 1092 on each side of the aircraft. It is 80-inches high and 43-inches wide. A jump platform is built into the fuselage/land gear pod area at the foot of the door. An air deflector is integrated into the door system to reduce air blast on the jumpers. The gear pod fairing can be retracted for open a clear passage for the jumper and bundle.

AIR DEFLECTORS AND RETRACTABLE POD FAIRINGS (Figure 50) The air deflectors are used for deflecting the airstream away from the fuselage during paratroop airdrops. Air deflectors are perforated and integrated into the fuselage just forward of each troop door. The pod fairing retracts simultaneously when the air deflectors are extended.

Figure 48 Retrieval Winch and Anchor Cables

Figure 49 Troop Door

Figure 50 Troop Door Air Deflector