FOR TRAINING

USE ONLY

C-5 HANDBOOK

FOR TRAINING USE ONLY

 INTRODUCTION

This book is designed to be used as a T.O. title. Example: page 3-1 comes from
q uick- ref er en ce p oc k et h an db ook T.O. 1C-5A-2-3/Pneudraulics.
describing the systems and subsystems
of the C-5 Galaxy aircraft. Basically, the handbook consists of
descriptive text relating to pictures or
As a training aid, this book gives you the drawings of the airplanes structural and
distinct advantage of having the general system components.
information of twelve aircraft T.O.s
condensed into one handbook. For the most part, pictures and text within
the book reflect that of the C-5B model
The book is formatted in accordance with aircraft. However, in some cases,
the aircraft T.O.s, 1C-5A-2-1 through references to "A-model not modified" and
2-13, with the exception of the 2-11 wiring A F6 8 - 2 1 3 a nd AF6 8 -2 1 6 " Sp ac e
diagrams, which, due to the size and Container Module (SCM) airplanes " have
content could not be included. Each been included.
chapter in the handbook represents an
aircraft T.O. starting with the 2-1. ALTHOUGH THIS HANDBOOK IS
A d d it io n ally, fo r q uic k re f er e nce DERIVED FROM TECH DATA, IT IS
purposes, the first digit of the page NOT INTENDED TO REPLACE THE
numbers represents the last number of T.O.s. NOR, WILL IT BE USED AS
the T.O. from which the information was SUCH.
obtained and the page header reflects the

i
 PRESSURES, READINGS, AND LIMITATIONS ARE
SUBJECT TO CHANGE AND ARE ONLY USED IN
THIS BOOK TO PROVIDE GENERAL PARAMETERS

ii
 TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
SERIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi
C-5 TECHNICAL ORDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vii
SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xvi
1C-5A-2-1 / Ground Handling and Servicing . . . . . . . . . . . . . . . . . . . .
General Airplane Information . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-123
1C-5A-2-2 / Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Airframe Description and Equipment . . . . . . . . . . . . . . . . . . . . . . 2-1
1C-5A-2-3 / Pneudraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneudraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
1C-5A-2-4 / Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Engine Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Engine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Engine Emergency Shutdown System . . . . . . . . . . . . . . . . . . . . . 4-5
Auxiliary Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
1C-5A-2-5 / Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
1C-5A-2-6 / Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Malfunction Detection, Analysis, and Recording System (MADARS) . . . . 6-25

iii
1C-5A-2-7 / Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .
AC Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
DC Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Emergency AC/DC Power System . . . . . . . . . . . . . . . . . . . . . . . 7-9
Exterior Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Interior Lighting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Master Caution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
1C-5A-2-8 / Radio, Communications, and Navigation Systems . . . . . . . . .
Public Address (PA) and Interphone Systems . . . . . . . . . . . . . . . . . . 8-1
HF/SSB-High Frequency Single Side Band Radio . . . . . . . . . . . . . . . 8-3
UHF-Ultra High Frequency / VHF-Very High Frequency Radio . . . . . . . . . 8-6
CDPIR and Emergency Locator Systems . . . . . . . . . . . . . . . . . . . . 8-9
Radio Navigation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Identification Friend/Foe (IFF) Sysyem . . . . . . . . . . . . . . . . . . . . 8-18
Color Weather Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Triple (INS) Inertial Navigation System . . . . . . . . . . . . . . . . . . . . 8-23
Fuel Savings Advisory System (FSAS) . . . . . . . . . . . . . . . . . . . . 8-29
1C-5A-2-9 / Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Primary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Secondary Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Automatic Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Flight Station Controls and Instruments . . . . . . . . . . . . . . . . . . . . 9-43
1C-5A-2-10 / Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing Gear Extension and Retraction . . . . . . . . . . . . . . . . . . . . 10-1
Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27

iv
1C-5A-2-12 / Forward and Aft Loading Systems . . . . . . . . . . . . . . . . . .
Visor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
Forward Ramp System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Aft Ramp System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
Aft Center and Side Doors . . . . . . . . . . . . . . . . . . . . . . . . . . 12-28
Crew Entry Door and Stair/Ladder . . . . . . . . . . . . . . . . . . . . . . 12-33
1C-5A-2-13 / Environmental Control and Oxygen System . . . . . . . . . . . .
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
Bleed Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-16
Cargo Floor Heat System . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-26
Avionics Equipment Cooling System . . . . . . . . . . . . . . . . . . . . . 13-30
Cabin Pressurization Control System . . . . . . . . . . . . . . . . . . . . . 13-32
Engine and APU Fire Extinguishing Systems . . . . . . . . . . . . . . . . . 13-35
Ice Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-38
Nitrogen Fire Fighting System . . . . . . . . . . . . . . . . . . . . . . . . 13-40
Fuel Tank Inerting and Fire Suppression System (FSS) . . . . . . . . . . . 13-43
CRITIQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

v
 SERIALIZATION

C-5A Serialization

AF TAIL NUMBER CONTRACT END ITEM

AF66-8303 - AF66-8307 . . . . . . . . . . . . . . . . . . . . . . . . 001 - 005
AF67-167 - AF67-174 . . . . . . . . . . . . . . . . . . . . . . . . . . 006 - 013
AF68-211 - AF68-228 . . . . . . . . . . . . . . . . . . . . . . . . . . 014 - 031
AF69-001 - AF69-027 . . . . . . . . . . . . . . . . . . . . . . . . . . 032 - 058
AF70-445 - AF70-467 . . . . . . . . . . . . . . . . . . . . . . . . . . 059 - 081

C-5B Serialization

AF TAIL NUMBER CONTRACT END ITEM

AF83-1285 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0082
AF84-0059 - AF84-0062 . . . . . . . . . . . . . . . . . . . . . . . . 0083 - 0086
AF85-0001 - AF85-0010 . . . . . . . . . . . . . . . . . . . . . . . . 0087 - 0096
AF86-0011 - AF86-0026 . . . . . . . . . . . . . . . . . . . . . . . . 0097 - 0112
AF87-0027 - AF87-0045 . . . . . . . . . . . . . . . . . . . . . . . . 0113 - 0131

vi
 C-5 TECHNICAL ORDERS

The following is the list of organizational maintenance technical manuals

applicable to the C-5 airplane:

T.O. NUMBER T.O. TITLE

1C-5A-2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Handling and Servicing
1C-5A-2-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . Cross Servicing Guide
1C-5A-2-2. . . . . . . . . . . . . . . . . . . . . . . . . . . Airframe
1C-5A-2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . Pneudraulics
1C-5A-2-3FI-1 . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Power Generation
Systems-Fault Codes 45000-45511
1C-5A-2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . Power Plant
1C-5A-2-4FI-1-1 . . . . . . . . . . . . . . . . . . . . . . Propulsion System-Fault Codes
22000-22999 and 23000-23139
1C-5A-2-4FI-1-2 . . . . . . . . . . . . . . . . . . . . . . Propulsion System-Fault Codes
23140-23739
1C-5A-2-4FI-1-3 . . . . . . . . . . . . . . . . . . . . . . Propulsion System-Fault Codes
23740-23999, 24000-24099 and
49400-49499
1C-5A-2-4JG-1-1 . . . . . . . . . . . . . . . . . . . . . Throttles Component Rigging
1C-5A-2-4JG-1-2 . . . . . . . . . . . . . . . . . . . . . Throttles Complete Rigging
1C-5A-2-4JG-2 . . . . . . . . . . . . . . . . . . . . . . . Power Plant Removal and
Installation
1C-5A-2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System
1C-5A-2-5FI-1-1 . . . . . . . . . . . . . . . . . . . . . . Fuel System-Fault Codes
46000-46749
1C-5A-2-5FI-1-2 . . . . . . . . . . . . . . . . . . . . . . Fuel System-Fault Codes
46750-46999
1C-5A-2-5JG-l . . . . . . . . . . . . . . . . . . . . . . . Emergency Fuel Shutoff Valve
Rigging
1C-5A-2-6. . . . . . . . . . . . . . . . . . . . . . . . . . . Instruments
1C-5A-2-6FI-1-1 . . . . . . . . . . . . . . . . . . . . . . Flight Director System No. 1-Fault
Codes 51130-51309
1C-5A-2-6FI-1-2 . . . . . . . . . . . . . . . . . . . . . . Flight Director System No. 2-Fault
Codes 51310-51489
1C-5A-2-6FI-1-3 . . . . . . . . . . . . . . . . . . . . . . Central Air Data Computer (CADC)
Subsystem-Fault Codes
51000-51129, C-5A

vii
1C-5A-2-6FI-1-3-1 . . . . . . . . . . . . . . . . . . . . Central Air Data Computer (CADC)
Subsystem-Fault Codes
51600-51795, C-5B
1C-5A-2-6FI-1-4 . . . . . . . . . . . . . . . . . . . . . . Malfunction Detection, Analysis, and
Recording System (MADARS)-Fault
Codes 55250-55499
1C-5A-2-6FI-1-4-1 . . . . . . . . . . . . . . . . . . . . Malfunction Detection, Analysis and
Recording System (MADARS)-Fault
Codes 55000-55449, C-5B
1C-5A-2-6FI-1-5 . . . . . . . . . . . . . . . . . . . . . Malfunction Detection, Analysis, and
Recording System (MADARS)-Fault
Codes 55000-55249,55510-55999,
C-5A
1C-5A-2-6FI-1-5-1 . . . . . . . . . . . . . . . . . . . . Malfunction Detection, Analysis, and
Recording System (MADARS)-Fault
Codes 55450-55999, C-5B
1C-5A-2-7. . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Systems
1C-5A-2-7FI-1. . . . . . . . . . . . . . . . . . . . . . . . Electrical Systems-Fault Codes
42000-42514
1C-5A-2-8-1 . . . . . . . . . . . . . . . . . . . . . . . . . Radio, Communications, and
Navigation Systems-Vol. 1
1C-5A-2-8-2 . . . . . . . . . . . . . . . . . . . . . . . . . Radio Communications and
Navigation Systems-Vol. 2
1C-5A-2-8FI-1-1 . . . . . . . . . . . . . . . . . . . . . . Interphone System-Fault Codes
64000-64194;
Public Address System-Fault Codes
64201-64232;
Crash Data Position Indicator
Recorder System (CDPIR)-Fault
Codes 66000-66127, C-5A
1C-5A-2-8FI-1-1-1 . . . . . . . . . . . . . . . . . . . . Interphone System-Fault Codes
64000-64232;
Public Address System-Fault Codes
64250-64278;
Emergency Locator
Transmitter-Fault Codes
66032-66036;
Cockpit Voice Recorder-Fault
Codes 66011-66029;
Digital Flight Data Recorder-Fault
Codes 66000-66009, C-5B

viii
1C-5A-2-8FI-1-2 . . . . . . . . . . . . . . . . . . . . . . Ground Proximity Warning System
(GPWS)-Fault Codes 50000-50099
and Radar Altimeter System-Fault
Codes 72000-72099
1C-5A-2-8FI-2-1 . . . . . . . . . . . . . . . . . . . . . . Inertial Navigation System-Fault
Codes 72000-72999
1C-5A-2-8FI-2-2 . . . . . . . . . . . . . . . . . . . . . . Inertial Navigation System-Fault
Codes 72000-72999
1C-5A-2-8FI-3 . . . . . . . . . . . . . . . . . . . . . . . Color Weather Radar-Fault Codes
72800-72999
1C-5A-2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Controls
1C-5A-2-9FI-1-1 . . . . . . . . . . . . . . . . . . . . . . Primary Mechanical Flight Controls,
Ailerons, Flight Spoilers, Elevators
and Rudder-Fault Codes
14000-14299
1C-5A-2-9FI-1-2 . . . . . . . . . . . . . . . . . . . . . . Secondary Flight Controls, Flaps
and Slats, Ground Spoilers and
Pitch Trim-Fault Codes 14300-14511
1C-5A-2-9FI-1-3 . . . . . . . . . . . . . . . . . . . . . AFCS Active Lift Distribution
Subsystem (ALDCS), Go-Around
Attitude Subsystem, and Stallimiter
Subsystem-Fault Codes
52725-52999
1C-5A-2-9FI-1-4 . . . . . . . . . . . . . . . . . . . . . . Autopilot Subsystem Pitch Autopilot
and Pitch PACS Fault Codes
52000-52239
1C-5A-2-9FI-1-5 . . . . . . . . . . . . . . . . . . . . . . Autopilot Subsystem Roll Autopilot
and Roll PACS-Fault Codes
52240-52389
1C-5A-2-9FI-1-6 . . . . . . . . . . . . . . . . . . . . . . Autopilot Subsystem AFCS Control
Panel Autoland and Autothrottle-
Fault Codes 52390-52529
1C-5A-2-9FI-1-7 . . . . . . . . . . . . . . . . . . . . . Pitch Augmentation subsystem and
Yaw/Lateral Augmentation
Subsystem-Fault Codes
52530-52724
1C-5A-2-9JG-1-1 . . . . . . . . . . . . . . . . . . . . . Aileron System Rigging
1C-5A-2-9JG-1-2 . . . . . . . . . . . . . . . . . . . . . Flight Spoiler Rigging
1C-5A-2-9JG-1-3 . . . . . . . . . . . . . . . . . . . . . Aileron/Flight Spoilers Complete
Rigging
1C-5A-2-9JG-1-4 . . . . . . . . . . . . . . . . . . . . . Ground Spoiler Rigging
1C-5A-2-9JG-1-5 . . . . . . . . . . . . . . . . . . . . . Ground Spoilers Complete Rigging

ix
1C-5A-2-9JG-2-1 . . . . . . . . . . . . . . . . . . . . . Flap System-Less Power Package
Assembly (PPA) Rigging
1C-5A-2-9JG-2-2 . . . . . . . . . . . . . . . . . . . . . Flap System Power Package
Assembly (PPA) Rigging
1C-5A-2-9JG-2-3 . . . . . . . . . . . . . . . . . . . . . Flap System Complete Rigging
1C-5A-2-9JG-2-4 . . . . . . . . . . . . . . . . . . . . . Slats Systems Rigging
1C-5A-2-9JG-2-5 . . . . . . . . . . . . . . . . . . . . . Slats Systems Complete Rigging
1C-5A-2-10. . . . . . . . . . . . . . . . . . . . . . . . . . Landing Gear
1C-5A-2-10FI-1-1 . . . . . . . . . . . . . . . . . . . . . Landing Gear MLG/NLG
Retraction/Extension Failures-Fault
Codes 13000-13499
1C-5A-2-10FI-1-2 . . . . . . . . . . . . . . . . . . . . . Landing Gear, Brakes &
SkidControl/Crosswind, Caster
Powerback & Steering/Kneeling
Failures-Fault Codes 13500-13999
1C-5A-2-10JG-1-1 . . . . . . . . . . . . . . . . . . . . Main Landing Gear Rigging (Part I)
1C-5A-2-10JG-1-2 . . . . . . . . . . . . . . . . . . . . Main Landing Gear Rigging (Part II)
1C-5A-2-10JG-1-3 . . . . . . . . . . . . . . . . . . . . Main Landing Gear Rigging (Part III)
1C-5A-2-10JG-2-1 . . . . . . . . . . . . . . . . . . . . Nose Landing Gear Rigging
1C-5A-2-10JG-2-2 . . . . . . . . . . . . . . . . . . . . Nose Landing Gear Rigging
1C-5A-2-10JG-3 . . . . . . . . . . . . . . . . . . . . . . Kneeling CrossWind Positon Caster
Powerback and Steerlng System
Rigging
1C-5A-2-10JG-4-1 . . . . . . . . . . . . . . . . . . . . Removal and Installation of Main
Landing Gear Shock Strut
Components and Assemblies
1C-5A-2-10JG-4-2 . . . . . . . . . . . . . . . . . . . . Removal and Installation of Main
Landing Gear Shock Strut
Components and Assemblies
1C-5A-2-10JG-5 . . . . . . . . . . . . . . . . . . . . . . Removal and Installation of Nose
Landing Gear Shock Strut
Components and Assemblies
1C-5A-2-11-1 . . . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5A
1C-5A-2-11-1-1. . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5B
1C-5A-2-11-2 . . . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5A
1C-5A-2-11-2-1. . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5B
1C-5A-2-11-3 . . . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5A
1C-5A-2-11-3-1. . . . . . . . . . . . . . . . . . . . . . . Airplane Wiring Diagrams, C-5B

x
1C-5A-2-12 . . . . . . . . . . . . . . . . . . . . . . . . . Forward and Aft Loading Systems
1C-5A-2-12FI-1-1 . . . . . . . . . . . . . . . . . . . . . Forward Loading System-Fault
Codes 11001-11251
1C-5A-2-12FI-1-2 . . . . . . . . . . . . . . . . . . . . . Aft Loading System-Fault
Powerback & Steering/Kneel-
Codes 11271-11556
1C-5A-2-12FI-1-3 . . . . . . . . . . . . . . . . . . . . . Aerial Delivery System-Fault Codes
11576-11758
1C-5A-2-12JG-1-1 . . . . . . . . . . . . . . . . . . . . Forward Loading System Rigging
Verification
1C-5A-2-12JG-2-1 . . . . . . . . . . . . . . . . . . . . Visor Rigging
1C-5A-2-12JG-3-1 . . . . . . . . . . . . . . . . . . . . Forward Ramp Rigging
1C-5A-2-12JG-3-2 . . . . . . . . . . . . . . . . . . . . Forward Ramp Extension Rigging
1C-5A-2-12JG-4-1 . . . . . . . . . . . . . . . . . . . . Forward Ramp Complete Rigging
1C-5A-2-12JG-4-2 . . . . . . . . . . . . . . . . . . . . Forward Ramp Extension Complete
Rigging
1C-5A-2-12JG-4-3 . . . . . . . . . . . . . . . . . . . . Visor Complete Rigging
1C-5A-2-12JG-5-1 . . . . . . . . . . . . . . . . . . . . Aft Loading System Rigging
Verification
1C-5A-2-12JG-6-1 . . . . . . . . . . . . . . . . . . . . Aft Ramp Mechanical Rigging
1C-5A-2-12JG-6-2 . . . . . . . . . . . . . . . . . . . . Aft Ramp Electrical Rigging
1C-5A-2-12JG-7-1 . . . . . . . . . . . . . . . . . . . . Pressure Door Upper Hinges, Lower
Hinges, and Upper Rollers, Rigging
1C-5A-2-12JG-7-2 . . . . . . . . . . . . . . . . . . . . Pressure Door Interlock System
Rigging
1C-5A-2-12JG-7-3 . . . . . . . . . . . . . . . . . . . . Pressure Door Seals, Uplock
System, and Wedge Toes Rigging
1C-5A-2-12JG-7-4 . . . . . . . . . . . . . . . . . . . . Pressure Door Electrical Rigging
1C-5A-2-12JG-7-5 . . . . . . . . . . . . . . . . . . . . Movable Pressure Bulkhead
Rigging, C-5A (AF68-213 and
AF68-216)
1C-5A-2-12JG-8-1 . . . . . . . . . . . . . . . . . . . . Side Cargo Doors Rigging
1C-5A-2-12JG-8-2 . . . . . . . . . . . . . . . . . . . . Center Cargo Doors Rigging
1C-5A-2-12JG-8-3 . . . . . . . . . . . . . . . . . . . . Aft Cargo Doors Electrical Rigging
1C-5A-2-12JG-8-4 . . . . . . . . . . . . . . . . . . . . Aft Cargo Doors Rigging, C-5A
(AF68-213 and AF68-216)
1C-5A-2-12JG-8-5 . . . . . . . . . . . . . . . . . . . . Aft Cargo Doors Electrical Rigging,
C-5A (AF68-213 and AF68-216)
1C-5A-2-12JG-9-1 . . . . . . . . . . . . . . . . . . . . Aft Ramp Complete Rigging
1C-5A-2-12JG-9-2 . . . . . . . . . . . . . . . . . . . . Pressure Door Complete Rigging
1C-5A-2-12JG-9-3 . . . . . . . . . . . . . . . . . . . . Aft Cargo Doors Complete Rigging

xi
 1C-5A-2-12JG-9-4 . . . . . . . . . . . . . . . . . . . . Aft Cargo Doors Complete Rigging
C-5A (AF68-213 and AF68-216)
1C-5A-2-13. . . . . . . . . . . . . . . . . . . . . . . . . . Environmental Control and
Oxygen System
1C-5A-2-13FI-1-1 . . . . . . . . . . . . . . . . . . . . . Environmental Control System-Fault
Codes 40000-41194
1C-5A-2-13FI-1-2 . . . . . . . . . . . . . . . . . . . . . Environmental Control System-Fault
Codes 40000-41194
1C-5A-2-13FI-1-3 . . . . . . . . . . . . . . . . . . . . . Environmental Control System-Fault
Codes 41195-41729
1C-5A-2-13FI-1-4 . . . . . . . . . . . . . . . . . . . . . Environmental Control System-Fault
Codes 41730-41999
1C-5A-2-13FI-1-5 . . . . . . . . . . . . . . . . . . . . . Fire Extinguishing and Fire
Suppression System-Fault Codes
49000-49511
1C-5A-2-14. . . . . . . . . . . . . . . . . . . . . . . . . . Interior Trim
1C-5A-2-15. . . . . . . . . . . . . . . . . . . . . . . . . . Seal Repair and Replacement

Additional information on operation, repair, parts listing, inspection, storage,

weight and balance, cargo loading, power package buildup, airplane
inventory, and critical alloys and precious metals may be found in the
following publications:

1C-5A-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Manual

1C-5A-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Data
1C-5A-1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Partial Flight Manual, C-5A (SCM)
1C-5A-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Structural Repair Instructions
1C-5A-3-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhaul Instructions with
Illustrated Parts Breakdown-Pylon
Assembly
1C-5A-3-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Overhaul Instructions with
Illustrated Parts Breakdown-Cowl
Door Assemblies and Pylon Aprons
1C-5A-4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts
Breakdown- Airframe Group
1C-5A-4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts
Breakdown-Hydraulic System
1C-5A-4-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown-Fuel
System
1C-5A-4-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown-
Utilities, Pneumatic System
1C-5A-4-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown-Flight
Control and Instrument System

xii
1C-5A-4-6. . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts
Breakdown- Electrical System
1C-5A-4-7. . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts
Breakdown-Electronic System
1C-5A-4-8. . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown-
Alternate Mission Kits
1C-5A-4-9. . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown, Special
Support Equipment
1C-5A-4-10. . . . . . . . . . . . . . . . . . . . . . . . . . Illustrated Parts Breakdown,
Numerical Index and Reference
Designation Index
1C-5A-5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Weight Checklist
1C-5A-5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . ‘Loading Data
1C-5A-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scheduled Inspection and
Maintenance Requirements
1C-5A-6CF-1 . . . . . . . . . . . . . . . . . . . . . . . . Acceptance and/or Functional
Check Flight Procedures Manual
1C-5A-6WC-1. . . . . . . . . . . . . . . . . . . . . . . . Preflight, Thru-Flight Inspection
WorkCards
1C-5A-6WC-2. . . . . . . . . . . . . . . . . . . . . . . . Basic Post-Flight Inspection
Workcards
1C-5A-6WC-3. . . . . . . . . . . . . . . . . . . . . . . . Home Station Inspection WorkCards
1C-5A-6WC-5. . . . . . . . . . . . . . . . . . . . . . . . Major/Minor Inspection WorkCards
1C-5A-6WC-8 Palletized Troop Compartment Kit
WorkCards
1C-5A-6WC-10. . . . . . . . . . . . . . . . . . . . . . . Refurbish Inspection Work Cards
Nondestructive Inspection
1C-5A-6WC-13. . . . . . . . . . . . . . . . . . . . . . . Lubrication Requirements After
Washing Aircraft
1C-5A-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . General Tape Manual
1C-5A-9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cargo Loading
1C-5A-9-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Partial Loading Instructions, C-5A
(SCM)
1C-5A-10 . . . . . . . . . . . . . . . . . . . . . . . . . . . Buildup Instructions Aircraft Power
Package
1C-5A-10-1. . . . . . . . . . . . . . . . . . . . . . . . . . Test Instructions Engine Build-up
Unit
1C-5A-10FI-1 . . . . . . . . . . . . . . . . . . . . . . . . Field Maintenance, Power Power
Package

xiii
1C-5A-10JG-1-1 . . . . . . . . . . . . . . . . . . . . . . Buildup Instructions, Aircraft Power
Package
1C-5A-10JG-1-2 . . . . . . . . . . . . . . . . . . . . . . Buildup Instructions, Aircraft Power
Package
1C-5A-10JG-1-3 . . . . . . . . . . . . . . . . . . . . . . Buildup Instructions, Aircraft Power
Package
1C-5A-10JG-1-4 . . . . . . . . . . . . . . . . . . . . . . Buildup Instructions, Aircraft Power
Package
1C-5A-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . Aircraft Storage
1C-5A-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Guide Aircraft Inventory
Record
1C-5A-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . System Pecullar Corroslon Control
Manual
1C-5A-36-1 . . . . . . . . . . . . . . . . . . . . . . . . . . Nondestructive Inspection
1C-5A-36-2 . . . . . . . . . . . . . . . . . . . . . . . . . . Nondestructive Inspection Manual
1C-5A-36-3 . . . . . . . . . . . . . . . . . . . . . . . . . . Nondestructive Inspection Manual
1C-5A-102 . . . . . . . . . . . . . . . . . . . . . . . . . . Operating Instructions, Air
crew/Ground Crew, Malfunction
Detection, Analysis, Recording
System (MADARS), C-5A
1C-5A-102-1 . . . . . . . . . . . . . . . . . . . . . . . . . Operating Instructions, Air
crew/Ground Crew, Malfunction
Detection, Analysis, Recording
System (MADARS), C-5B
1C-5A-103 . . . . . . . . . . . . . . . . . . . . . . . . . . Digital Computer Program,
Malfunction Detection, Analysis, and
Recording System (MADARS),
C-5A
1C-5A-01 . . . . . . . . . . . . . . . . . . . . . . . . . . . List of Applicable Publications
1C-5A-06 . . . . . . . . . . . . . . . . . . . . . . . . . . . Work Unit Code Manual
2J-TF39-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . Field Maintenance Instruction
Turbofan Engine Model TF39- GE-1
00-25-113-C5 . . . . . . . . . . . . . . . . . . . . . . . . Critical Alloys and Precious Metals
Parts List
00-25-06-2-4 . . . . . . . . . . . . . . . . . . . . . . . . C-5 Aerospace Ground Equipment
Work Unit Code Manual

xiv
CHECKLIST NO. SUBJECT
1C-5A-1CL-1 . . . . . . . . . . . . . . . . . . . . . . . . Pilots’ Flight Crew Checklist
1C-5A-1CL-1-1 . . . . . . . . . . . . . . . . . . . . . . . Pilots’ Scroll Checklist
1C-5A-1CL-2 . . . . . . . . . . . . . . . . . . . . . . . . Flight Engineer’s Flight Crew
Checklist
1C-5A-1CL-2-1 . . . . . . . . . . . . . . . . . . . . . . . Flight Engineer’s Scroll Checklist
1C-5A-1CL-3 . . . . . . . . . . . . . . . . . . . . . . . . Navigator’s Flight Crew Checklist
1C-5A-1CL-4 . . . . . . . . . . . . . . . . . . . . . . . . Loadmaster’s Abbreviated
Checklist
1C-5A-1CL-4-1 . . . . . . . . . . . . . . . . . . . . . . . Loadmaster (Fwd) Scroll
Checklist
1C-5A-1CL-4-2 . . . . . . . . . . . . . . . . . . . . . . . Loadmaster (Aft) Scroll
Checklist
1C-5A-1CL-5 . . . . . . . . . . . . . . . . . . . . . . . . Scanner’s Flight Crew Checklist
1C-5A-1-2CL-1 . . . . . . . . . . . . . . . . . . . . . . . Pilots’ Flight Crew Checklist
C-5A (SCM)
1C-5A-1-2CL-2 . . . . . . . . . . . . . . . . . . . . . . . Flight Engineer’s Flight Crew
Checklist, C-5A (SCM)
1C-5A-1-2CL-4 . . . . . . . . . . . . . . . . . . . . . . . Loadmaster’s Abbreviated
Checklist, C-5A (SCM)
1C-5A-1-2CL-5 . . . . . . . . . . . . . . . . . . . . . . . Scanner’s Flight Crew Checklist,
C-5A (SCM)
1C-5A-2-1CL-1 . . . . . . . . . . . . . . . . . . . . . . . Towing/Mooring
1C-5A-2-1CL-2 . . . . . . . . . . . . . . . . . . . . . . . Jacking
1C-5A-2-1CL-3 . . . . . . . . . . . . . . . . . . . . . . . Liquid Oxygen Servicing
1C-5A-2-1CL-4 . . . . . . . . . . . . . . . . . . . . . . . Nitrogen Servicing
1C-5A-2-1CL-6 . . . . . . . . . . . . . . . . . . . . . . . Refueling/Defueling
1C-5A-2-4CL-1 . . . . . . . . . . . . . . . . . . . . . . . Engine Ground Operation
1C-5A-2-5CL-1 . . . . . . . . . . . . . . . . . . . . . . . Fuel Tank Preparation, Entry
and Closing
1C-5A-2-10CL-1. . . . . . . . . . . . . . . . . . . . . . Airplane Kneeling System
1C-5A-2-12CL-1. . . . . . . . . . . . . . . . . . . . . . Cargo Doors and Ramps
1C-5A-6CL-1 . . . . . . . . . . . . . . . . . . . . . . . . Acceptance and/or Functional
Check Flight Procedures Checklist
1C-5A-9CL-1 . . . . . . . . . . . . . . . . . . . . . . . . Loadmaster On/Off Loading
Procedures

xv
SYMBOLS

xvi
xvii
xviii
xix
xx
xxi
xxii
xxiii
BLANK

xxiv
 Ground Handling and Servicing

GENERAL AIRPLANE INFORMATION

The C-5 Galaxy airplane is a high-speed, Airplane Stations

long-range, high sweptwing, T-tailed
monoplane. The airplane is designed for See pages 1-7 thru 1-16 for airplane
transportation of general cargo, wheeled stations, water lines (WL), buttock lines
vehicles, or palletized cargo for aerial (BL), and stringer numbers.
delivery. It is adaptable to personnel
transportation and can accommodate 75 Danger Areas
troops in the troop compartment, 270
troops in the cargo compartment when The turbofan engines emit exhaust gases
the palletized seat kit is installed, eight which are capable of reaching very high
persons in t h e t r o op / c o ur ie r t e m p e r a t u re s a nd v elo c it ie s . All
compartment, seven persons in the relief personnel should study the danger areas
crew compartment, and a maximum of shown on pages 1-17 thru 1-21 in order
seven flight crew personnel in the flight to avoid these areas during system
deck . The airplane is powered by four operation.
GE-TF-39 turbofan engines. The airplane
landing gear is of the fully retractable Airplane Exterior Walkways and
modified tricycle type, with four steerable No-step Areas
wheels on the nose landing gear (NLG)
and six bogie-mounted wheels on each of Certain areas on the upper surface of the
the four main landing gear (MLG) wings, fuselage, and horizontal stabilizer
assemblies. have been designated as walkways and
no-step areas. The walkway areas are
Airplane Dimensions clearly marked on the airplane. Do not
walk or step in an area that is not
The major dimensions of the airplane are designated as a walkway (page 1-22).
illustrated on page 1-3. The dimensions
are based on the airplane in a level Airplane Maintenance and Ground
attitude at maximum gross weight. Handling Markings

Major Component Weights Certain symbols are placed on the

e x t e r ior o f t h e air p lan e t o h elp
The weights of all major components of maintenance personnel locate points of
the airplane are listed on page 1-4. This importance concerning maintenance and
in f o r m a t io n c a n b e use d to h elp ground handling. These symbols are
determine the manpower or crane illustrated in pages 1-23 and 1-24.
capacity required to remove or install a
particular component.

1-1
 Ground Handling and Servicing

Airplane Grounding Interphone External Connections

There are 14 ground receptacles on the Interphone external connections are

airplane. Five are on the forward section provided for the use of the airplane
of the left MLG pod, five are on the forward interphone system by maintenance
section of the right MLG pod, two are at personnel during maintenance or ground
the left overwing fuel caps, and two are at operations (page 1-61).
the right overwing fuel caps (page 1-60).

Dimensions
Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 ft 10 in
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 ft 1 in
Wing Span . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 ft 9 in
Wing Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,200 sq ft
Weights
Normal Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . 769,000 lbs
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . 665,000 lbs
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . . . 769,000 lbs
Cargo Compartment
Length Including Ramps . . . . . . . . . . . . . . . . . . . . . . . . . 144 ft 6 in
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 ft 6 in
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 ft
Forward Loading Height . . . . . . . . . . . . . . . . . . . . . . . . . . 13 ft 6 in
Aft Loading Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ft 6 in
Total Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,734 cu ft
Fuel System
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 51,150 gal / 332,500 lbs
Single Point Refueling Rate . . . . . . . . . . . . . . . . . . . . . . . 2,400 gpm
Jettison Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,380 gpm

1-2
Ground Handling and Servicing

Aircraft dimensions

1-3
 Ground Handling and Servicing

Major component weights (1 of 3)

1-4
 Ground Handling and Servicing

Major component weights (2 of 3)

1-5
 Ground Handling and Servicing

Major component weights (3 of 3)

1-6
Ground Handling and Servicing

Aircraft stations (1 of 10)

1-7
Ground Handling and Servicing

Aircraft stations (2 of 10)

1-8
Ground Handling and Servicing

Aircraft stations (3 of 10)

1-9
Ground Handling and Servicing

Aircraft stations (4 of 10)

1-10
Ground Handling and Servicing

Aircraft stations (5 of 10)

1-11
Ground Handling and Servicing

Aircraft stations (6 of 10)

1-12
Ground Handling and Servicing

Aircraft stations (7 of 10)

1-13
Ground Handling and Servicing

Aircraft stations (8 of 10)

1-14
Ground Handling and Servicing

Aircraft stations (9 of 10)

1-15
Ground Handling and Servicing

Aircraft stations (10 of 10)

1-16
Ground Handling and Servicing

Danger areas (1 of 5)

1-17
Ground Handling and Servicing

Danger areas (2 of 5)

1-18
Ground Handling and Servicing

Danger areas (3 of 5)

1-19
Ground Handling and Servicing

Danger areas (4 of 5)

1-20
Ground Handling and Servicing

Danger areas (5 of 5)

1-21
 Ground Handling and Servicing

Exterior walkways and no step areas

1-22
 Ground Handling and Servicing

Aircraft maintenance and ground handling markings (1 of 2)

1-23
 Ground Handling and Servicing

Aircraft maintenance and ground handling markings (2 of 2)

1-24
Ground Handling and Servicing

BLANK

1-25
 Ground Handling and Servicing

Wing external access provisions (1 of 12)

1-26
 Ground Handling and Servicing

Wing external access provisions (2 of 12)

1-27
 Ground Handling and Servicing

Wing external access provisions (3 of 12)

1-28
 Ground Handling and Servicing

Wing external access provisions (4 of 12)

1-29
 Ground Handling and Servicing

Wing external access provisions (5 of 12)

1-30
 Ground Handling and Servicing

Wing external access provisions (6 of 12)

1-31
 Ground Handling and Servicing

Wing external access provisions (7 of 12)

1-32
 Ground Handling and Servicing

Wing external access provisions (8 of 12)

1-33
 Ground Handling and Servicing

Wing external access provisions (9 of 12)

1-34
 Ground Handling and Servicing

Wing external access provisions (10 of 12)

1-35
 Ground Handling and Servicing

Wing external access provisions (11 of 12)

1-36
 Ground Handling and Servicing

Wing external access provisions (12 of 12)

1-37
 Ground Handling and Servicing

Fuselage external access provisions (1 of 10)

1-38
 Ground Handling and Servicing

Fuselage external access provisions (2 of 10)

1-39
 Ground Handling and Servicing

Fuselage external access provisions (3 of 10)

1-40
 Ground Handling and Servicing

Fuselage external access provisions (4 of 10)

1-41
 Ground Handling and Servicing

Fuselage external access provisions (5 of 10)

1-42
 Ground Handling and Servicing

Fuselage external access provisions (6 of 10)

1-43
 Ground Handling and Servicing

Fuselage external access provisions (7 of 10)

1-44
 Ground Handling and Servicing

Fuselage external access provisions (8 of 10)

1-45
 Ground Handling and Servicing

Fuselage external access provisions (9 of 10)

1-46
 Ground Handling and Servicing

Fuselage external access provisions (10 of 10)

1-47
 Ground Handling and Servicing

Empennage external access provisions (1 of 5)

1-48
 Ground Handling and Servicing

Empennage external access provisions (2 of 5)

1-49
 Ground Handling and Servicing

Empennage external access provisions (3 of 5)

1-50
 Ground Handling and Servicing

Empennage external access provisions (4 of 5)

1-51
 Ground Handling and Servicing

Empennage external access provisions (5 of 5)

1-52
 Ground Handling and Servicing

Pylon/nacelle external access provisions (1 of 2)

1-53
 Ground Handling and Servicing

Pylon/nacelle external access provisions (2 of 2)

1-54
 Ground Handling and Servicing

Wing internal access provisions

1-55
 Ground Handling and Servicing

Fuselage internal access provisions (1 of 2)

1-56
 Ground Handling and Servicing

Fuselage internal access provisions (2 of 2)

1-57
 Ground Handling and Servicing

Empennage internal access provisions

1-58
 Ground Handling and Servicing

Restraint harness and attachment provisions

1-59
Ground Handling and Servicing

Grounding provisions

1-60
 Ground Handling and Servicing

Interphone external connections

1-61
Ground Handling and Servicing

External power receptacle

1-62
 Ground Handling and Servicing

Circuit breaker panel locations

1-63
 Ground Handling and Servicing

Flight station AC/DC bus circuit breaker panel

1-64
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 1

1-65
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 2

1-66
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 3

1-67
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 4

1-68
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 5

1-69
 Ground Handling and Servicing

Flight engineer’s circuit breaker panel No. 6

1-70
 Ground Handling and Servicing

Flight engineer’s DC circuit breaker panel

1-71
 Ground Handling and Servicing

Navigator position circuit breaker panel No. 1

1-72
 Ground Handling and Servicing

Navigator position circuit breaker panel No. 2

1-73
 Ground Handling and Servicing

Battery compartment circuit breakers

1-74
 Ground Handling and Servicing

External pneumatic receptacle

1-75
 Ground Handling and Servicing

Hydraulic systems ground test connections

1-76
Ground Handling and Servicing

BLANK

1-77
Ground Handling and Servicing

BLANK

1-78
 Ground Handling and Servicing

GROUND HANDLING

Emergency Equipment Emergency Entrances and Exits

A knowledge of the locations of oxygen Emergency entrances on the airplane are

b o t t le s , s m o k e g o gg le s , f ire numbered, in order, from forward to aft.
extinguishers, escape reels, escape All escape hatches, service doors, and aft
ropes, ladders, escape slides and crash personnel doors open from inside or
axes is important when fighting ground outside the airplane. Chopping areas on
fires. The emergency equipment can aid both sides of the airplane are provided for
fire extinguishing attempts and save lives emergency entrance into the airplane.
(pages 1-84 and 1-85). The pilot’s and copilot’s clear view
windows slide rearward from the inside
Highly Flammable Areas only, providing a means of emergency
exit (page 1-89).
The fuel tanks, oil tanks, liquid oxygen
(LOX) converters, hydraulic system Engine and Auxiliary Power Unit
reservoirs, and accumulators are the (APU) Fire Control Panels
most highly flammable areas of the
airplane. When working near these areas, The engine fire extinguishing system
extreme care should be taken to prevent control panel is located in the flight station
conditions that may cause a fire in the upper portion of the instrument
(page 1-86). panel between the pilot and copilot .

Local Fire Access Doors Two APU fire extinguisher panels are
provided in the airplane, and a fire in
Ac c e s s do o rs a re p r ovid e d f o r e it h e r A PU c o m pa r tm e nt c an be
extinguishing local fires in the APU, LOX extinguished from either panel. One
converters, and engines. The APU panel is located on the flight engineer’s
access doors are located at the aft end of control panel, and the other is located on
the MLG wheel pods. The LOX converter the loadmaster panel adjacent to the crew
access doors are located in the left MLG entry door (pages 1-90 through 1-94).
wheel pod. Access to engine fires is
through the engine cowl doors. Each APU
and engine contains a fire extinguishing
system for extinguishing local fires. The
fire extinguishing bottles for the APU are
located in the right wheel pod. The fire
extinguishing bottles for the engines are
located in the No. 2 and No. 3 pylons
(page 1-87).

1-79
 Ground Handling and Servicing

Fire Extinguishing Agents General Towing Information

The APU and engine fire extinguisher The C-5 airplane has the capability of
system agent is dibromodifluoromethane being towed on paved ramps and
(DB). runways at its maximum design gross
weight of 769,000 pounds. Surfaces with
Nitrogen is used as a fire extinguishing gradients up to 3 percent may be safely
agent in selected unmanned areas. negotiated on support area airfields at the
substandard runway gross weight of
On AF66-8303 through AF70-467, 571,000 pounds.
bromotrifluoromethane (FE1301) is used
as a fire extinguishing agent in specified The normal method used to tow the
manned areas. airplane on paved ramps and runways is
the Nose Landing Gear (NLG) towing
Portable Fire Extinguishers method.

Portable fire extinguishers are installed NLG Towing Provisions

throughout the airplane (pages 1-83 and
1-88). The airplane towbar assembly is used to
tow the airplane by the NLG. The rigidity
Portable Fire Fighter Assemblies of the towbar permits the airplane to be
either pulled or pushed by the tractor. The
Portable fire fighter assemblies are towbar contains two special shear bolts
contained onboard the airplane for that break when an excessive load is
emergency use. These fire fighter applied during towing (pages 1-95 and
assemblies consist of an oxygen cylinder, 1-96).
a cylinder harness, a regulator, a mask, a
mask container, a dynamic microphone, Parking
and a cord assembly.
If there is a choice, head the airplane into
Liquid Nitrogen (LN2) Fire the wind.
Suppression
Parking Brakes
Fire fighting capability is provided,
utilizing LN2 as a fire extinguishing agent, The MLG brakes may be mechanically
in the cargo underfloor areas, wing set for temporary parking. Never set the
leading edges and pylons, and in the wing parking brakes while they are hot. Allow
root dry bay areas. The protected areas the brakes to cool for at least 15 minutes
are identified as FSS zones 1 through 12 before setting them.
(page 1-92).

1-80
 Ground Handling and Servicing

Mooring deflated strut into the fully compressed

position for servicing (page 1-102).
When the airplane is exposed to high
winds while parked, it shall be secured in Leveling
a c c o rd a n c e wi t h t h e a p p lica ble
requirements and procedures (page A leveling plate is installed in the cargo
1-98). floor panel assembly as FS 1346 at LBL
18.74. A black plate with a notch for
Tie Down attaching a plumb bob line is installed on
the cargo compartment overhead frame
For added security under high wind (page 1-104).
conditions, the airplane may be tied down
to ramp anchors (page 1-99). Protective Covers

Fuselage Jacking Points The engine inlet cover, fan nozzle cover ,
and primary nozzle cover are used to
Six fuselage jacking points, three on the prevent the entrance of foreign matter into
left side and three on the right side of the the engine openings. The generator
airplane at FS 524, 1106, and 1964, are cooling outlet cover, the pylon nacelle
provided for fuselage jacking (page cooling outlet cover and the oil breather
1-100). exit cover are polyethylene covers used
to prevent foreign matter such as rain,
Wing Jacking Points s a n d o r d u s t f r om en t e rin g t h e ir
respective openings (pages 1-107
Four wing jacking points, two on the left through 1-115).
wing and two on the right wing are
provided for supporting the wing box Ground Safety Locks and Pins
structure during maintenance inspections
and wing repair activity (page 1-101). The NLG ground safety pin is installed at
times when the airplane is on the ground.
NLG Jacking Point
The MLG ground safety pins are installed
A jacking lug under the piston axle of the only when maintenance action requires
shock strut is provided for jacking the them (page 1-116).
nose landing gear (page 1-102).
Translating Cowl Safety Pin
MLG Jacking Points
The translating cowl safety pins (page
Integral jacking pads are located on the 1-117) are used to hold the translating
underside of each MLG bogie beam to cowl in the stowed position while
permit jacking of any pair of wheels for performing maintenance in the area. The
wheel and brak e maintenance. In safety pins are installed on each side of
addition, a jack pad is located below the each thrust reverser (four pins per thrust
shock strut to provide for jacking a reverser) .

1-81
 Ground Handling and Servicing

Thrust Reverser Actuator Safety Stop Horizontal Stabilizer Lock

The thrust reverser actuator safety stop The horizontal stabilizer lock is used to
locks the thrust reverser in the extended support and restrain the horizontal
position to prevent accidental actuation stabilizer whenever the pitch trim actuator
during maintenance. The safety stop is is removed (page 1-119).
placed between the rod and clevis and the
face of the actuator cylinder (page 1-117). Fan Stopper and Holder

The fan stoppers stop the engine fan from

Aileron Ground Safety Lock rotating. The fan holders are to hold the
fan to prevent wear and to prevent
The aileron ground safety lock is used to ro ta tio n of t he f an during eng ine
hold the aileron in place whenever both maintenance (page 1-120).
aileron actuators are to be removed. It
must be installed in place of the first
actuator removed prior to removing the
second actuator (page 1-118).

1-82
 Ground Handling and Servicing

Portable fire extinguisher locations

1-83
Ground Handling and Servicing

Emergency equipment (1 of 2)

1-84
 Ground Handling and Servicing

Emergency equipment (2 of 2)

1-85
Ground Handling and Servicing

Highly flammable areas

1-86
 Ground Handling and Servicing

Extinguishers and local fire access doors

1-87
 Ground Handling and Servicing

Typical fire ext./oxygen bottle installation

1-88
 Ground Handling and Servicing

Emergency entrances and exits

1-89
 Ground Handling and Servicing

Engine fire extinguisher system control panel

1-90
 Ground Handling and Servicing

APU fire extinguishing system control panel

1-91
 Ground Handling and Servicing

Nitrogen fire suppression system zones

1-92
 Ground Handling and Servicing

Fire suppression system (FSS) component locations (1 of 2)

1-93
 Ground Handling and Servicing

FSS component locations (2 of 2)

1-94
 Ground Handling and Servicing

Nose landing gear towing provisions

1-95
Ground Handling and Servicing

Towing clearance patterns

1-96
Ground Handling and Servicing

Airplane chock locations

1-97
Ground Handling and Servicing

Airplane tie-down (1 of 2)

1-98
Ground Handling and Servicing

Airplane tie-down (2 of 2)

1-99
Ground Handling and Servicing

Fuselage jacking points

1-100
Ground Handling and Servicing

Wing jacking points

1-101
Ground Handling and Servicing

Landing gear jacking points

1-102
Ground Handling and Servicing

Fuselage jacking equipment

1-103
 Ground Handling and Servicing

Internal leveling provisions

1-104
 Ground Handling and Servicing

Nose landing gear jacking equipment

1-105
 Ground Handling and Servicing

Main landing gear strut jacking equipment layout

1-106
Ground Handling and Servicing

Engine protective covers

1-107
Ground Handling and Servicing

Engine fan exit cover set

1-108
 Ground Handling and Servicing

Generator cooling outlet cover

1-109
 Ground Handling and Servicing

Pylon nacelle cooling outlet cover

1-110
Ground Handling and Servicing

Oil breather exit cover

1-111
Ground Handling and Servicing

Ram air inlet cover

1-112
Ground Handling and Servicing

Pitot tube covers

1-113
 Ground Handling and Servicing

Wheel and tire and APU protective covers

1-114
Ground Handling and Servicing

APU exhaust duct cover

1-115
 Ground Handling and Servicing

Landing gear ground safety pins

1-116
 Ground Handling and Servicing

Thrust reverser ground safety mechanisms

1-117
 Ground Handling and Servicing

Aileron ground safety lock installation

1-118
 Ground Handling and Servicing

Horizontal stabilizer lock installation

1-119
Ground Handling and Servicing

Fan stopper and holder

1-120
Ground Handling and Servicing

Warning streamers

1-121
Ground Handling and Servicing

BLANK

1-122
 Ground Handling and Servicing

SERVICING

Fuel System A hand pump and fluid receptacle are

provided in the No. 3 service center for
Two methods are available for fuel inflight or remote site servicing.
system servicing. Single point refueling
(SPR) and defueling, using the SPR A selector valve is used to direct the fluid
adapters. Over-wing refueling and to the desired reservoirs. Before filling the
defueling, of the main tanks through the reservoir system, pressure is reduced to
filler ports in the upper wing surface. zero and all accumulators must be
properly precharged.
Certain maintenance conditions may
require defueling through the jettison Reservoir capacities are approximately
system, or suction defueling the main as follows:
tanks by attaching a suction unit to the
engine feed line at the pylon quick- • No. 1 hydraulic system - The
disconnect points. reservoir capacity is 16 gallons
and the refill capacity is 5.5
The primary fuel is JP-8 and the twelve gallons.
integral wing tank capacities are as
follows: • No. 2 hydraulic system - The
reservoir capacity is 10.3 gallons
Main tanks 1 and 4 - 23,826 lbs per tank and the refill capacity is 2.8
Main tanks 2 and 3 - 25,337 lbs per tank gallons.
Aux tanks 1 and 4 - 30,970 lbs per tank • No. 3 hydraulic system - The
Aux tanks 2 and 3 - 31,600 lbs per tank reservoir capacity is 10.1 gallons
Ext Range tanks 1 and 4 - 27,244 lbs per and the refill capacity is 2.6
tank gallons.
Ext. Range tanks 2 and 3 - 27,273 lbs per
tank • No. 4 hydraulic system - The
reservoir capacity is 13.2 gallons
Condensate drain valves are installed in and the refill capacity is 3.6
the lower surface of the wing to inspect gallons.
the fuel for contaminates and/or drain
water from the fuel tank sumps after Shock Struts
servicing.
The shock struts are serviced with
Hydraulic System hydraulic fluid and dry air or nitrogen.

Two methods are available for hydraulic Tires

servicing.
Tire pressures are checked with a 0 to
A ground fill connection in the right main 400 psi gage. The tires are serviced with
landing gear fairing is provided for dry air or nitrogen.
external ground servicing.

1-123
 Ground Handling and Servicing

Parking Brake Accumulator Oxygen System

The parking brake accumulator is located The aircraft oxygen system is serviced
o n t h e r ig h t s id e o f t h e c a r go with liquid oxygen (LOX). Two high
compartment, and is serviced with dry air pressure LOX converters located in the
or nitrogen. left main landing gear pod fairing store the
liquid oxygen at its boiling point of -297
Bogie Positioner degrees F.

A bogie positioner is located on each of Engine Oil Tank

the four main landing gear bogie beams.
The positioner is on the forward and Service or replenish oil as it is used. The
inboard side of the bogies inboard of the oil tanks are serviced with MIL-L-7808 oil.
shock strut assembly and is serviced with The filler cap is equipped with a dipstick
dry air or nitrogen. to indicate the level of the oil.

Main Landing Gear (MLG) Door Constant Speed Drive

Actuating System
Replenish the oil when it shows below the
The gearbox and motor assembly for green band on the sight gage. The
each of the four main landing gear doors constant speed drive (CSD) is serviced
is serviced with specification MIL-L-7808 using a high pressure service cart
oil. The unit is serviced through the lower containing MIL-L-7808 oil.
sight gage port and should be filled to
overflowing. Modified landing gear Engine Starter
gearboxes have a sight gage and a fill port
and is serviced to the midway point of the Service with MIL-L-7808 when the oil is
sight gage. below the filler opening.

Nose Landing Gear (NLG) System Auxiliary Power Unit

The gearbox and motor assembly for the An auxiliary power unit (APU) is located
nose landing gear is serviced with in each of the main landing gear wheel
s pe c if ica tio n MIL -L -78 08 oil. The well fairings. An inspection/service door is
gearboxes have a sight gage and a fill port contained within the APU access door on
and are serviced to the midway point of the aft side of the main landing gear wheel
the sight gage. well fairings to facilitate servicing the APU
with MIL-L-7808 oil.

Air Turbine Motor

Two air turbine motors (ATMs)are

installed in the aircraft, one in each APU
compartment. The ATMs are serviced
with MIL-L-7808 oil. The filler cap is
equipped with a dipstick to indicate the
level of the oil.

1-124
 Ground Handling and Servicing

Auxiliary Power Unit Start Crew Lavatory

Accumulator
The crew lavatory is installed on the right
The APU start accumulators are located side of the aircraft just aft of the relief crew
in the vicinity of the APUs, one on each seats and forward of the galley. A toilet
side in the cargo compartment. They are servicing vehicle is required for draining
normally precharged with dry air or and charging the waste tank, and a water
nitrogen to 1450 psi at 70 degrees F. service vehicle is required to fill the water
Hydraulic system pressure must be zero storage tanks.
before charging the accumulators.
Troop Lavatory
Ram Air Turbine
The troop compartment lavatory consists
Emergency hydraulic power is supplied of two separate units installed on the
by a Ram Air Turbine (RAT) driven f o r wa r d r ig h t s id e o f t h e t r o op
hydraulic pump located in the left MLG compartment. A toilet servicing vehicle is
wheel pod. The RAT system accumulator required for draining and charging the
is located in the No. 2 hydraulic service waste tanks, and a water servicing
center and is serviced with dry air or vehicle is required to fill the water storage
nitrogen. tanks.

Pitot Static System Escape Slides

Normal servicing of the pitot static Pneumatically inflated escape slides are
systems consist of periodically draining used to provide emergency egress from
moisture from the system to ensure the aircraft. The escape slide reservoirs
proper operation. Drain boxes are located are normally charged to between 2750
on each side of the cargo compartment and 3500 psi with clean dry air or nitrogen.
about 75 inches above the catwalk in the
forward end of the cargo compartment.
Each box contains six drain bottles, a Batteries
colored indicator float is provided in each
bottle to give a positive indication of the Two 24-volt, 5 ampere-hour, Ni-Cad
amount of water collected. batteries are located on the right side the
forward fuselage cargo area. When
Thirteen additional drain fittings with drain electrical capacity is lost, the batteries
plugs are provided in the aircraft to should be removed from the aircraft and
completely drain the systems. Four drain sent to the battery shop for servicing.
plugs are located beneath the flight Remove the batteries from the aircraft at
station floor. Access to these drain plugs the prescribed intervals. Do not attempt to
is gained from the cargo compartment. service the batteries on the aircraft.

1-125
Ground Handling and Servicing

BLANK

1-126
Ground Handling and Servicing

Servicing table

1-127
 Ground Handling and Servicing

Flight engineer’s fuel management panel

1-128
Ground Handling and Servicing

Single point refuel hookup

1-129
Ground Handling and Servicing

Condensate drain valve

1-130
 Ground Handling and Servicing

No. 4 Hydraulic system external connections

1-131
 Ground Handling and Servicing

No. 3 Hydraulic system service center

1-132
Ground Handling and Servicing

Hydraulic system reservoirs

1-133
Ground Handling and Servicing

Main landing gear shock strut

1-134
Ground Handling and Servicing

MLG bogie pitch positioner

1-135
 Ground Handling and Servicing

MLG and door actuation gearboxes

1-136
Ground Handling and Servicing

Parking brake accumulator

1-137
Ground Handling and Servicing

Nose landing gear strut

1-138
 Ground Handling and Servicing

SIGHT GAGE
NLG overhead gearbox and brake assy

NLG retraction mechanism

1-139
Ground Handling and Servicing

NLG door actuation system

1-140
 Ground Handling and Servicing

Nose landing gear steering accumulator

1-141
Ground Handling and Servicing

Oxygen system converters

1-142
 Ground Handling and Servicing

Nitrogen system servicing

1-143
Ground Handling and Servicing

Engine oil tank servicing

1-144
Ground Handling and Servicing

SERVICE CAP

Engine starter

1-145
 Ground Handling and Servicing

Engine constant speed drive and generator

1-146
 Ground Handling and Servicing

Auxiliary power unit oil servicing

1-147
Ground Handling and Servicing

Air turbine motor servicing

1-148
 Ground Handling and Servicing

Ram air turbine (RAT) accumulator

1-149
 Ground Handling and Servicing

Pitot static system drain bottles

1-150
Ground Handling and Servicing

Lavatory servicing

1-151
 Ground Handling and Servicing

Potable water servicing provisions

1-152
Ground Handling and Servicing

SIGHT GAGE AND

SERVICE PLUG
INSTALLED ON A-MODEL
TURBINES ONLY

Cooling turbine (not modified)

1-153
 Ground Handling and Servicing

Escape slide service bottle locations

1-154
Ground Handling and Servicing

Crew door accumulator

1-155
 Ground Handling and Servicing

Relief crew life raft ejection bottle

1-156
 Ground Handling and Servicing

Air turbine motor (ATM) accumulator

1-157
Ground Handling and Servicing

BLANK

1-158
 Ground Handling and Servicing

GENERAL LUBRICATION INFORMATION

Clean all lubricated surfaces to make sure Specification MIL-L-46147 air drying solid
they are free from moisture, solvents, and film lubricant is used on parts which
other contaminants. Never apply a cannot withstand cure temperatures
lubricant over a rusted or corroded greater than 300 degrees F such as
surface. Take adequate precautions plastic parts and some aluminum alloys.
during the handling of highly finished When the solid film lubricant is damaged
surfaces to prevent contamination by or worn through, it can be repaired by
body moisture or other agents. Never applying Specification MIL-L-46147 air
heat or melt a lubricating grease to aid drying solid film lubricant.
application.
Preservative Compounds
Solid Film Dry Lubricants
Preservative compounds are used on
Solid film dry lubricants are used to fittings, hinges, hinge supports, actuator
lubricate parts and areas susceptible to rods, springs, bushings, etc., for general
wear caused by dust, grit, or metal p u r p o s e c o rr o s ion pr e v en t io n.
particles which adhere to exposed oil and Specification MIL-C-16173 hard film
grease. Dry film lubricant can be identified lubricant is used on external surfaces of
by the characteristic dark gray color which such parts where drying by solvent
will rub off slightly and leave a graphite evaporation can be accomplished.
mark on paper or cloth. Solid film dry
lubricants are applied during manufacture One-time Lubrication
by a heat cure process. Specification
MIL-L-46010 heat-cured solid film Synthetic base grease containing a
lubricant is used on slat and flap guide gelling agent is used on seals, etc., which
tracks, main landing gear guide tracks, are removed and replaced during
door latches, latch pins, bolts, hinges, maintenance operations.
hinge pins, etc., to reduce wear and
prevent seizing and galling of parts where
we t l u b ri ca n t is ob je c t ion a b le.

1-159
 Ground Handling and Servicing

Airplane lubrication index (1 of 3)

1-160
 Ground Handling and Servicing

Airplane lubrication index (2 of 3)

1-161
 Ground Handling and Servicing

Airplane lubrication index (3 of 3)

1-162
 Ground Handling and Servicing

Nose landing gear lubrication (1 of 3)

1-163
 Ground Handling and Servicing

Nose landing gear lubrication (2 of 3)

1-164
 Ground Handling and Servicing

Nose landing gear lubrication (3 of 3)

1-165
 Ground Handling and Servicing

Main landing gear lubrication (1 of 7)

1-166
 Ground Handling and Servicing

Main landing gear lubrication (2 of 7)

1-167
 Ground Handling and Servicing

Main landing gear lubrication (3 of 7)

1-168
 Ground Handling and Servicing

Main landing gear lubrication (4 of 7)

1-169
 Ground Handling and Servicing

Main landing gear lubrication (5 of 7)

1-170
 Ground Handling and Servicing

Main landing gear lubrication (6 of 7)

1-171
 Ground Handling and Servicing

Main landing gear lubrication (7 of 7)

1-172
Ground Handling and Servicing

Visor door lubrication

1-173
 Ground Handling and Servicing

Crew entry door lubrication (1 of 2)

1-174
 Ground Handling and Servicing

Crew entry door lubrication (2 of 2)

1-175
 Ground Handling and Servicing

Wing leading edge slat drive system lubrication (1 of 4)

1-176
 Ground Handling and Servicing

Wing leading edge slat drive system lubrication (2 of 4)

1-177
 Ground Handling and Servicing

Wing leading edge slat drive system lubrication (3 of 4)

1-178
 Ground Handling and Servicing

Wing leading edge slat drive system lubrication (4 of 4)

1-179
 Ground Handling and Servicing

Ground spoiler actuator lubrication

1-180
 Ground Handling and Servicing

Flight spoiler actuator lubrication

1-181
 Ground Handling and Servicing

Wing trailing edge flap actuator lubrication

1-182
Ground Handling and Servicing

Aileron servo lubrication

1-183
 Ground Handling and Servicing

Wing trailing edge structure lubrication (1 of 2)

1-184
 Ground Handling and Servicing

Wing trailing edge structure lubrication (2 of 2)

1-185
Ground Handling and Servicing

Rudder servo lubrication

1-186
Ground Handling and Servicing

Elevator servo lubrication

1-187
 Ground Handling and Servicing

Pitch trim actuator lubrication (1 of 3)

1-188
 Ground Handling and Servicing

Pitch trim actuator lubrication (2 of 3)

1-189
 Ground Handling and Servicing

Pitch trim actuator lubrication (3 of 3)

1-190
 Ground Handling and Servicing

Rudder and elevator structure lubrication

1-191
 Ground Handling and Servicing

Aft cargo center door lubrication (1 of 2)

1-192
 Ground Handling and Servicing

Aft cargo center door lubrication (2 of 2)

1-193
Ground Handling and Servicing

Aft ramp lubrication

1-194
 Ground Handling and Servicing

Main landing gear outboard door lubrication (1 of 2)

1-195
 Ground Handling and Servicing

Main landing gear outboard door lubrication (2 of 2)

1-196
Ground Handling and Servicing

BLANK

1-197
Ground Handling and Servicing

BLANK

1-198
 Airframe

AIRFRAME DESCRIPTION AND EQUIPMENT

Type of Construction An aisle is provided from the flight station

to the environmental compartment door.
The fuselage airframe is a symmetrical, The center wing section separates the
two-lobed structure of semi-monocoque environmental compartment from the
design. Skins, stringers, and frames are t r o o p c o mp a r tm e nt . No a is le o r
used to form the upper and lower lobe passageway is provided between these
airframe structures. A fore and aft floor two compartments.
forms the boundary between the upper
and lower lobes. The fuselage lower lobe forms the cargo
compartment.
Materials of Construction
Pressurization Envelope
The prime materials of construction are
aluminum alloy sheet and extrusion, The pressurized area of the fuselage
a lu m in u m a llo y f o r g in g s , a nd begins at the visor door pressure
honey-comb panels faced with aluminum bu lkhead located at FS 303. The
alloy. Some steel and titanium materials pressurized area extends aft through both
are used in construction of the fuselage. fuselage lobes. The aft fuselage pressure
Fiberglass-reinforced plastic materials bulkhead FS 2101, pressure door and aft
are used in a large number of airframe ramp floor panels form the aft end of the
components such as fairings. fuselage pressurized area.

Basic Arrangement Flight Station

The fuselage upper lobe is divided into The flight station is located in the fuselage
the following compartments: upper lobe. It extends from FS 303 to 524.
The flight station stair is used to enter the
• Flight station flight station through the flight station
entry stairwell folding door.
• Relief crew
• Troop/courier Relief Crew Compartment

• Environmental The relief crew compartment extends

• Troop from FS 524 to 872 and is located in the
fuselage upper lobe.
• Torque deck (Hayloft)
Troop/Courier Compartment
• Center wing box beam
• Aft center wing section The troop/courier compartment extends
from FS 872 to 992 and is located in the
• Forward underfloor fuselage upper lobe.
• Aft underfloor

2-1
 Airframe

Troop Compartment Floor Panel and Underfloor Drain

Valves
The troop compartment extends from FS
1383 to 2100 and is located in the Drain valves are installed in the cargo
fuselage upper lobe. The troop interior compartment floor and in the fuselage
access stair can be used to enter the underfloor bilge areas . Drain valves are
troop compartment from the cargo provided to drain fluid spillage and fluids
compartment. collected during loading operation. The
valve closes the drain hole during
Cargo Compartment fuselage pressurization, and opens upon
depressurization.
The cargo compartment is located in the
fuselage lower lobe and extends from the Fuselage Windshields
canted bulkhead at FS 393 to the aft ramp
and pressure door intersection at FS The seven windshields located in the
2131. The visor door and forward ramp flight station compartment are identified
form the closure for the forward end of the as follows:
cargo compartment area. The aft ramp,
pressure door, and cargo doors form the • Center windshield
closure for the cargo compartment aft
end. The cargo compartment area • Pilot’s and copilot’s side
covered in this section extends from FS windshields
507 to 1976. • Pilot’s and copilot’s clear vision
windshields (sliding window)
Floor Panels
• Pilot’s and copilot’s main
The cargo compartment floor extends windshields
from FS 507 to FS station 1976. The floor
panels are fixed to the underfloor Cente r an d ma in windshield s are
structure and are not removable for fabricated of three tempered glass plies
maintenance except for two floor panels laminated with a layer of polyvinyl butral
located in the forward end of the cargo between each glass ply.
compartment.
Clear Vision Windshields (Sliding
Walkways Windows)

Walkways are provided on each side of The clear vision windshields (sliding
the cargo compartment between FS 524 windows) can be opened and closed as
to 1844. The walkway continues across required for maintenance and egress. In
the aft personnel doors. Walkway panels the closed position, the clear vision
are fabricated of aluminum honeycomb windshield is locked by the latch and
sandwich material. striker bars, locking pin, and actuating
mechanism.

2-2
 Airframe

Windshield Anti-icing, De-icing, Service Doors and Hatches

Defog, and Defrost System
Service doors and hatches located in the
The seven windshields located in flight fuselage are given in the following list:
station are equipped for heating to control
fogging, frosting, and icing conditions. A • Avionics equipment
windshield wiper system is provided for compartment doors
rain removal.
• Crew bunk area stowage cabinet
Nose Landing Gear Inspection Fiber doors
Scope • Environmental compartment
door
A NLG inspection fiber scope is installed
in the left forward part of the cargo • Pressure doors
compartment near FS 564 and WL 155. • Aft fuselage access doors
The fiber scope is used primarily in flight
to visually observe if the NLG is down and • Fuselage afterbody maintenance
locked. door

Main Landing Gear Inspection • IFR door

Windows • Troop/courier compartment floor
access hatch
Visual inspection of MLG bay areas or the
MLG’s for the down and locked condition • Crew bunk compartment doors
can be accomplished during pressurized
flight by looking through the "see through" Avionics Equipment Compartment
window panes. Doors

Fuselage Scanning Windows Two full-size compartment doors are

located in the left-hand forward part of the
Scanning windows are provided in the relief crew compartment for access to the
fuselage for observation of the airplane avionics equipment compartment. The
exterior airframe during flight. Two doors are equipped with conventional
scanning windows are located in the relief latch handles and latch assemblies. The
crew compartment. Left and right doors open inward toward the aisle.
scanning windows are located at FS 734
and WL 355. Four scanning windows are Crew Bunk Area Stowage Cabinet
located in the cargo compartment. Left Doors
and right scanning windows are located
at FS 574 and 1427. All four windows are A stowage cabinet and door is located in
located along WL 215. each bunk compartment. The door to the
stowage cabinet is located between the
Window shades are installed on the lower bunks in the outboard end of the
fuselage scanning windows. These compartment.
shades prevent inadvertent activation of
the optical flame detectors by strong
sunlight.

2-3
 Airframe

Environmental Compartment Door bulb seal for pressure and environmental

sealing. A guard is provided for the doors
The environmental compartment door is t o pro te ct pe rson nel in t he troop
located at FS 992 in the aft troop/courier compartment from injury during opening
compartment partition. The door is of the doors for negative pressure relief.
provided for access to environmental
e q u ip m e n t lo c at e d wit h in t he Fuselage Afterbody Maintenance
environmental compartment. Door

Crew Bunk Compartment Door A maintenance access door is located in

the fuselage afterbody from FS 2276 to
Two sliding doors isolate two crew rest 2815. The door is provided for access to
area compartments from the aisle traffic. f u s e l a g e a f t e r b o d y f ra m e a nd
The doors are opened and closed by station-keeping equipment system
sliding a latch (aft or forward) and pushing avionics equipment located in the
the door to the desired position. fuselage afterbody. The door hinges
upward after quick release fasteners are
Pressure Doors released. The door is provided with
screened openings to allow for negative
Access to the doors is through the MLG and positive pressure relief.
wheel well. The doors provide access to
the underfloor structure forward of FS In Flight Refueling (IFR) Door
1268 and aft of FS 1638. The doors are
a t t a c h e d t o t he bu lkh e ad with An IFR door is located in the forward
quick-release fasteners. fuselage upper airframe structure
between FS 437 and 469. The door is
On AF83-1285 and up, two hatches, centered on RBL 8.4. The door is
located at FS 844 and FS 1824 on the provided to cover the IFR slipway pan
fuselage belly centerline, provide access which houses the IFR receptacle.
to the bilge area.
Courier Compartment Floor Access
Aft Fuselage Emergency Access Hatch
Doors
An access hatch is located in the courier
Two aft fuselage emergency access compartment floor between FS 944 and
doors are located in the FS 2101 pressure 954 and to the left side of butt line 0. The
bulkhead. The doors are hinged to open hatch is set aside to expose the hatch
forward into the aft end of the troop opening in the floor. A rope ladder is
compartment. The doors provide access stowed under the floor, adjacent to the
to the airframe structure aft of FS 2101, hatch opening, for descent to or ascent
and negative pressure relief as required from the cargo compartment floor.
t o t h e t r o o p c o mp a r t m en t . T he
diaphragm-type door is provided with a

2-4
 Airframe

Fuselage Interior Trim Fuselage Radomes

T h e f l ig h t s t a t io n , r e lie f c r ew, The nose and station-keeping equipment

t r o o p / c o u r ie r , t r oo p , a nd c a r go radomes are located on the fuselage.
compartment interiors are finished with
trim panels. Close-out trim panels are The nose radome is located on front of the
used to provide and eye-pleasing fuselage and is attached to the nose
appearance to the interior areas of the radome plug at FS 197. The nose radome
airplane and to cover insulation batts, covers avionics equipment located in
plumbing, wiring, and system equipment. front of the visor door pressure bulkhead.
The trim panels are removable and are The station-keeping equipment radome is
installed in various sizes to provide easy on the aft end of the fuselage afterbody.
access to system equipment located This radome is attached to the afterbody
behind the panels. at FS 2900. This radome is used to house
avionics equipment which is installed
Fuselage Thermal and Sound inside the radome.
Proofing Insulation
Fuselage Vents
Thermal and soundproofing insulation
batts and blankets are installed in the Seven vents are provided in the cargo
flight station, relief crew troop/courier, compartment for overboard venting of
troop, and cargo compartments between fumes and vapors. There are three
the trim panels and fuselage skin. The cryogenic vents located on the left side
insulation batts and blankets provide and four cargo vents located on the right
compartment thermal insulation and side. Each vent is equipped with a sealing
sound absorption. plug which must be installed when vent is
not in use.

2-5
 Airframe

Fuselage basic arrangement and pressurization envelope

2-6
 Airframe

Flight station, relief crew, and troop/courier compartments

2-7
 Airframe

Cargo compartment walkways and floor panels

2-8
 Airframe

Flight station windows

2-9
 Airframe

Nose landing gear inspection fiber optic scope

2-10
 Airframe

Main landing gear inspection window

2-11
 Airframe

Fuselage radomes

2-12
 Airframe

Cargo compartment vents

2-13
 Airframe

Typical detent lock handle Typical tie-down chain storage

Typical detent lock Typical tie-down device storage

2-14
 Airframe

Flight station arrangement (1 of 2)

2-15
 Airframe

Flight station arrangement (2 of 2)

2-16
 Airframe

Typical galley arrangement

2-17
 Airframe

Flight station crew seats adjustment

2-18
 Airframe

Relief crew compartment lavatory

2-19
 Airframe

Wing component locations

2-20
 Airframe

Pylon and component locations

2-21
 Airframe

Pylon apron

2-22
 Airframe

Logistic rails and detent assembly

2-23
 Airframe

Main landing gear pods components locations (1 of 2)

2-24
 Airframe

Main landing gear pods components locations (2 of 2)

2-25
 Airframe

Empennage components locations

2-26
Airframe

BLANK

2-27
Airframe

BLANK

2-28
 Pneudraulics

PNEUDRAULIC SYSTEMS

The airplane is equipped with four system No. 1 also supplies power to the
independent hydraulic systems, each of system No. 2 through the power transfer
which operates at 3,000 PSI. The four unit (PTU). The air turbine motor (ATM)
systems are numbered according to the supplies hydraulic power for ground
engine from which they receive their check-out of the hydraulic system.
primary power. Systems No. 1 and No. 4 External connections for pressurizing the
act as utility systems, while systems No. system from a ground test stand are
2 and No. 3 supply power for primary flight located on the forward surface of the left
controls. Two engine driven pumps in wheel well pod. Hydraulic system No. 1
each of the four systems are the primary also operates the three-way hydraulic
sources of power. Individual hydraulic solenoid valve of the fire suppression
systems can also be powered as follows: system.
power transfer units are provided
between systems No. 1 and No. 2; No. 2 Hydraulic System No. 2
and No. 3; and No. 3 and No. 4. An
emergency auxiliary ram air system is System No. 2 supplies power to the flight
also available should power be lost by all controls, thrust reverser No.2 and
four engines. An air turbine motor pump emergency generator. In an emergency,
system provides auxiliary power to system No. 2 can also supply power to
hydraulic systems No. 1 and No. 4 by systems No.1 and No.3 through the
using bleed air from the auxiliary power PTUs. If an inflight failure of both inboard
units, or in the case of an emergency, and either outboard engines and/or
from the engine bleed air system. Filter generators occurs, the ram air turbine
assemblies are incorporated in all four (RAT) deploys to provide hydraulic
hydraulic systems. All filter assemblies in pressure to system No.2. External
the power generation system contain connections for pressurizing the systems
differential pressure indicators. These from a ground test stand are located on
popout buttons warn of impending filter the forward surface of the left wheel well
clogging. pod.

Hydraulic System No. 1 Hydraulic System No. 3

System No.1 supplies hydraulic power to System No.3 supplies hydraulic power to
the nose landing gear system, aft main the flight controls and the No.3 thrust
landing gear system, aft loading system, reverser. In an emergency, system No. 3
left APU starting system, thrust reverser can also supply power to systems No.2
No. 1, thrust reverser No. 2 emergency and No.4 through the PTUs. If an inflight
retract, flight controls, alternate forward failure of both inboard and either outboard
main landing gear rotation, and alternate engines and/or generators occurs, the
brake system. On AF83-1285 and up, RAT deploys to provide hydraulic
system No.1 also supplies primary pressure to system No. 2. External
hydraulic power to operate the forward connections for pressurizing the system
winch, and secondary hydraulic power to from a ground test stand are located on
operate the aft winch. In an emergency,

3-1
 Pneudraulics

the forward surface of the right wheel well Hydraulic Control Panel
pod.
Hydraulic controls and indicators for the
Hydraulic System No. 4 four hydraulic systems are on a panel at
the flight engineer’s station. Gages on the
System No.4 supplies hydraulic power to panel indicate the reservoir fluid level for
the forward main landing gear system, each system. Each of the 2 engine pumps
right APU starting system, thrust reverser per system has a two-position switch for
No. 4, thrust reverser No.3 emergency pump depressurization.
retract, flight controls, aerial refueling,
forward loading system, crew entry door Reservoirs
system, normal brakes, alternate nose
landing gear system, and alternate aft Each hydraulic system contains a
m a in la n d in g g e a r ro t at io n . On cylindrical, non-pressurized reservoir.
AF83-1285 and up system No. 4 supplies Each reservoir has a fluid level sight gage
primary hydraulic power to operate the aft installed on the side for servicing
winch and secondary hydraulic power to purposes. A fluid level transmitter is
op erate th e f orwa rd win ch. In an installed in each reservoir to provide a
emergency, system No. 4 can also supply remote reading of the quantity of fluid in
power to system No. 3 through the PTU. the reservoir.
The ATM supplies hydraulic power for
ground checkout of the hydraulic system. Reservoirs in the four hydraulic systems
External connections for pressurizing the can be individually filled by a servicing
system from a ground test stand are system located at service center No. 3.
located on the forward surface of the right The system consists of a filler receptacle,
wheel well pod. low pressure hand pump, and a fill
selector valve. Hydraulic fluid placed in
Service Centers the filler receptacle is directed to a
particular reservoir by prepositioning and
Service centers for each of the four depressing the fill selector valve handle
hydraulic systems are located in the and manually operating the low pressure
cargo compartment and are readily hand pump.
accessible both in flight and on the
ground. They serve as the main control Ram Air Turbine (RAT) Emergency
centers for their respective systems. Hydraulic Power
These systems are monitored and
controlled from the hydraulic control A RAT is provided to supply pressure to
panel at the flight engineer’s station. The system No. 2 for limited flight control use
service center major components consist in the event of a multiple engine failure.
of a reservoir, fluid level transmitter, The RAT, which is located in the forward
suction boost pump, service center portion of the left main landing gear pod,
manifold, pressure transmitter, return consists of a pressure regulator and a
filter assembly, high pressure filter six-bladed turbine which drives a fixed
assembly, and power transfer manifold displacement hydraulic pump rated at 32
assembly. gallons per minute (GPM).

3-2
 Pneudraulics

Ground Test Connections Suction Line Shutoff Valves

Each of the four hydraulic systems in the A motor-operated shutoff valve in the
airplane has ground connections which common suction line to the engine-driven
include a suction and pressure line. All pumps at the nacelle firewall moves to
e x t e rn a l c o nn e c t ion s a re qu ick closed position when the engine fire
disconnect fittings. Access to the handle, located in the flight control station,
disconnect fittings is provided through is pulled. This isolates the flow of
doors in each main landing gear pod. hydraulic fluid from the suction line into
the pylon and engine compartments.
Hydraulic Fluid Cooling
Hydraulic Motor-Driven Suction
The hydraulic fluid cooler installation Boost Pump
consists of a cooler and a control valve for
each hydraulic system. A check valve is A suction boost pump on the lower end of
installed in the return line from each each system reservoir supplies inlet
cooler to prevent fuel from flowing into the p ressur e an d flow of f lu id to the
hydraulic systems in the event of cooler engine-driven pumps during engine
line rupture within the fuel tank. The operations. This unit consists of a
coolers for hydraulic systems No. 1 and centrifugal pump integrated with an axial
No. 2 are located in the No.2 main fuel pist on hyd raulic motor creating a
tank. For hydraulic systems No. 3 and No. pressure of 75 PSI with a flow rate of 20
4, the coolers are located in the No.3 main GPM. When a no-flow condition exists,
fuel tank. Hydraulic fluid from the pump th e pu m p p re ssu re will rise to
case drain is circulated through the cooler approximately 110 PSI at which time the
then to the return system. Fluid return boost pump relief valve opens, creating a
temperature is maintained between 130 flow through the reservoir and back to the
F and 150 F by the control valves which pump.
act as pressure relief units also.
Electric Motor-Driven Suction Boost
Engine-Driven Pumps Pump

Each system contains two hydraulic Two electrically driven suction boost
pumps. The pumps are identical and pumps are located at service centers
completely interchangeable from one No.1 and No.4. These pumps are
position to another. Each engine-driven connected in series with the hydraulic
pump can produce 40 GPM at idle,60 suction boost pumps to provide adequate
GPM at cruise, and 64 GPM at takeoff at in le t p re s s u re s t o t h e AT M a nd
3,000 PSI. Both pumps are located on the engine-driven hydraulic pumps during
aft, right side of the accessory drive operation.
gearbox. A QAD (quick attach-detach)
coupling is used to secure each pump.

3-3
 Pneudraulics

Hydraulic Filter Assembly PTU is reversible and is basically two

constant displacement motors connected
A hydraulic filter assembly down-stream together by a common shaft. The motors
from the engine-driven hydraulic pump are plumbed into separate systems.
contains two replaceable filter elements. When the pressure decreases in one
The elements will filter out contaminants system, the respective motor functions
larger than 15 microns in size. A check are as a pump driven by the motor in the
valve in each assembly half on the other system.
down-stream side of each element
prevents reverse flow if only one pump is Air Turbine Motor (ATM)
operating.
The airplane is equipped with two ATMs,
Hydraulic Power Transfer Units each driving a 40 GPM, pressure
(PTUs) compensated, variable displacement,
3,000 PSI ( + 150) hydraulic pump. The
Three PTU’s are used to enable the left-hand pump is in the No. 1 hydraulic
transfer of power from a lightly loaded system and the right-hand pump is in the
hydraulic system to a heavily loaded No.4 hydraulic system. The No. 2 and No.
system, thereby making more efficient 3 hydraulic systems can be pressurized
u s e o f t h e t o t al h y d ra u lic p o we r by the ATMs through use of the power
capabilities. The units may also be used transfer packages. The ATMs provide
t o p re s s u r iz e a s y s t e m th a t i s auxiliary hydraulic power for ground
unpressurized due to engine or hydraulic operations, systems checkout, and
pump failure as long as fluid remains in operation of the suction boost pump
the system. These units allow a pump during engine starting. The ATM turbine
(engine or ATM driven) to supply power section consists of an inlet shutoff valve,
to an adjacent hydraulic system without a turbine scroll, a turbine wheel, and a
fluid connection between the systems. variable area nozzle assembly. During
These units are installed between normal operation, turbine speed is
hydraulic systems No. 1 and No. 2, approximately 38,200 RPM.
between systems No. 3 and No. 4, and
between systems No. 2 and No.3. The

3-4
 Pneudraulics

Engine-driven hydraulic pumps (typical all four engines)

3-5
 Pneudraulics

Hydraulic service center No. 1

3-6
 Pneudraulics

Hydraulic service center No. 2

3-7
 Pneudraulics

Hydraulic service center No. 3

3-8
 Pneudraulics

Hydraulic service center No. 4

3-9
 Pneudraulics

Power transfer units (PTUs)

3-10
 Pneudraulics

Flight engineer’s hydraulic system control panels

3-11
 Pneudraulics

Suction line shutoff valve

3-12
 Pneudraulics

Air turbine motor (ATM) system

3-13
 Pneudraulics

Ram air turbine (RAT) emergency power system

3-14
 Pneudraulics

Routing of hydraulic tubing through fuel tanks and dry bays

3-15
 Pneudraulics

Hydraulic fluid cooling system

3-16
 Pneudraulics

Electric suction boost pump installation

3-17
 Pneudraulics

Hydraulic systems ground test connections

3-18
Pneudraulics

BLANK

3-19
Pneudraulics

BLANK

3-20
 Power Plant

POWER PLANT

The engine used on the C-5 airplane is a a more equal airflow which is desirable for
TF39-GE-1 series turbofan engine which optimum operation.
develops a static thrust, at sea level and
89.5 degrees F, of 41,100 pounds. Compressor Section

Each engine is enclosed in a nacelle and The compressor section, excluding the
suspended below the wing by a pylon. fan stages, (N2) consists of fifteen stator
The external structural components of the vanes and one stage of outlet guide
nacelle consist of the inlet cowl, fan cowl vanes. This compressor develops a
panels, inner cowl panels, the thrust pressure ratio of 16.8 to 1 from the first to
reverser translating cowl, the cowl doors, the last stage of the compressor. The
the exhaust nozzle, and the exhaust compressor stator consists of one stage
plugs. The internal components are the of inlet guide vanes and sixteen stator
forward and aft engine mounts, the heat vane stages. The inlet guide vanes and
shield, the pylon splitter, and the vapor the first six stator stages are variable. By
barrier. The inlet cowl is bolted to the front changing the position of these stages, the
flange of the engine fan frame. The cowl angle at which the air impinges on the
directs air into the fan, and reduces drag remaining compressor stages can be
as a result of the aerodynamic design. adjusted to produce optimum operating
The portion of the engine from the inner conditions. Movement of the adjustable
cowl panels to the exhaust nozzle is vanes is controlled automatically by
enclosed by two cowl doors. These doors, signals from the fuel control. Movement is
when closed, provide an aerodynamic actually accomplished through an
contour to the component section of the actuator mounted on the left and right
nacelle and also protect the components sides of the compressor frame. These
from damage. Each door is hinged to the actuators are coupled to vane actuating
pylon apron; therefore, the doors do not beams which are, in turn, connected to
have to be removed to replace an engine. the inlet guide vanes and the first six
stator vanes of the compressor. A
variable vane angle transducer is
Engine Sections connected to the actuating beam on the
right-hand side of the engine and
Fan Section provides a signal to the Malfunction
Dectection, Analysis, and Recording
The fan section comprises the first two System (MADARS) unit as to the
compressor stages (N1) and performs the operation and position of the vanes.
function of supercharging the engine by
increasing the pressure of the air entering
the remaining compressor stages. The
second stage of the fan section is
approximately twice the diameter of the
first stage. This difference in diameter
reduces the hub-to-tip pressure rise of the
air entering the compressor and results in

4-1
 Power Plant

Combustion Section Accessory Drive Section

The combustion section is located within The accessory drive section consists of
the compressor rear frame just forward of an inlet gearbox, a transfer gearbox and
the high pressure turbine rotor. The an aft transfer gearbox. The inlet gearbox
c o m b us t io n s e c t ion c o n t ain s a is mounted on the engine front frame and
combustor, 30 fuel nozzles, and 2 spark is driven by the compressor shaft. A radial
igniters. The combustor contains an inlet shaft transfers power from the inlet
diffuser to provide uniform airflow over gearbox to the transfer gearbox which is
wide variations of inlet flow conditions. mounted on the bottom of the fan frame.
The fuel nozzles are installed around the Power from the transfer gearbox is
combustor in ten clusters, each having transmitted by a horizontal drive shaft to
three nozzles. A swirl cup is located at the the aft transfer gearbox, which provides
tip of each fuel nozzle to provide flame mounting pads for two hydraulic pumps,
stabilization and the correct fuel to air the starter, constant speed drive, lube
mixture. Metered fuel flows into the and scavenge pump, fuel pump, air oil
combustor through the fuel nozzles and separator, and forward scavenge pump.
is ignited. Energy produced by this The fuel control is mounted on the fuel
combustion drives both the high pressure pump and the N2 tachometer generator
and the low pressure turbine rotors. is mounted on the lube and scavenge
pump.
Turbine Section
Engine Indicators
The turbine section consists of the high
pressure turbine and the low pressure RPM Indicators
turbine. The high pressure turbine is
located within the compressor rear frame The two RPM indicators located on the
just aft of the combustion section. The pilot’s center instrument panel and the
high pressure turbine includes the high flight engineer’s console indicate the
pressure turbine rotor, and the first and speed of the fan (N1) and the compressor
second stage high pressure turbine (N2) for all four engines. The N1
nozzles. The low pressure turbine is indicators monitor engine fan rotor speed,
located just aft of the high pressure and the N2 indicators monitor engine
turbine rotor and includes the turbine compressor speed. The indicators are
mid-frame, low pressure turbine rotor and calibrated from 0 to 110 percent RPM.
stator, and the turbine rear frame.
Engine Pressure Ratio Indicators
Exhaust Section (C-5A Models Not Modified)

The exhaust section consists of an Engine power is defined in terms of the

exhaust nozzle, forward exhaust plug, ratio of the low pressure turbine inlet total
and aft exhaust plug. These components pressure to fan inlet total pressure. This
are mounted on the turbine rear frame engine pressure ratio (EPR) is displayed
and serve to increase the engine exhaust by tape-type indicators located on both
gas velocity. Thrust is further increased the pilot’s center instrument panel and the
by the fan plug formed by the core engine flight engineer’s console.
cowl doors.

4-2
 Power Plant

Turbine Inlet Temperature Indicators

Engine Systems
The temperature of the gases at the low
pressure turbine inlet of each engine is Engine Oil System
shown on the turbine inlet temperature
(TIT- tape-type indicators located on the Each engine has an independent,
pilot’s center instrument panel and the self-contained oil system to provide
flight engineer’s console. The indicators lubrication for the seven engine bearings,
are calibrated from 0 to 1000 degrees the transfer gearbox, and the inlet
centigrade and receive power from the gearbox. Oil in the lubrication system
main AC bus. conforms to Specification MIL-L-7808 or
MlL-23699. Each system is composed of
Tachometer Generators a pressure, scavenge, supply, and vent
subsystem. Instrumentation is furnished
T he en g in e in c or p or a te s a f an at the flight engineer’s station to monitor
ta cho meter gen erato r (N1) a nd a oil pressure and temperature. A low
compressor tachometer generator (N2). warning light is furnished at the pilot’s
The N1 tachometer generator is located station.
in the low pressure turbine section of the
engine and detects fan rotor speed. The Engine Fuel System
N2 tachometer generator is mounted on
the lube and scavenge pump and detects The engine fuel system supplies fuel to
compressor speed. Signals generated by the combustion chamber, at the proper
these tachometer generators are used to pressure and flow rate, to develop the
drive RPM indicators located on the pilots correct thrust for each throttle position.
center instrument panel and the flight Each engine has an independent fuel
engineer’s console. system; therefore, a malfunction of a
component on one engine will not
Vibration Transducers adversely affect the operation of the other
three engines.
Vibration transducers and amplifiers are
mounted in the engine and wing area, and The engine fuel system consists of the
use the MADAR system as an indicating following primary components: a fuel inlet
device. The engine vibration sensing line, an engine-driven pump, a heater, a
s y s t e m u s e s int e g ra l c a b le- t y pe filter, a fuel control, a fuel flow transmitter,
transducers mounted on the 16th stage a fuel oil cooler, a pressurizing and drain
manifold flange and the rear turbine valve, and the fuel nozzles. In addition to
frame. The transducers are capable of the primary components, instrumentation
measuring vibration from many sources is provided in both the pilot’s and flight
such as engine core rotor and fan rotor engineer’s stations to permit monitoring of
unbalance. the fuel system operation.

4-3
 Power Plant

Engine Controls System Compressor bleed air is utilized to protect

the forward portions of the engine and
The engine controls system furnishes the nacelle from the effects of icing. The
pilot and copilot with a means of en gin e a nti-icing system employs
regulating the power developed by the sixteenth stage compressor bleed air to
engines from the flight station. Engine prevent the formation of ice on the fan
power is adjusted by movement of the inlet guide vanes. The nacelle anti-icing
power lever on the engine fuel control. In system normally uses eighth stage
order to obtain this movement, a linkage compressor bleed air for protection of the
consisting of throttle levers, pushrods, lip and forward portion of the nacelle inlet
cables, and pulleys are utilized to transmit cowl. However, under certain operating
the motion imparted to the throttle levers conditions, the primary air supply must be
by the pilot or copilot to the power lever. supplemented by sixteenth stage air in
Cable tension regulators are used to order for the system to function properly.
maintain the proper cable tension. The anti-icing systems may be controlled
manually by switches on the flight
Engine Starter System engineer’s panel, or automatically by
employing the airplane ice detector
A separate engine starter system is system.
furnished for each engine. The purpose
of the system is to provide rotational Switches and indicators for the engine
torque to the engine in order to gain and nacelle anti-icing systems are
ignition speed, and then to further assist located on the flight engineer’s anti-icing
the engine in gaining sustaining speed systems control panel, the environmental
after ignition occurs. The starter system control panel, and the annunciator panel.
consists of a pneumatic starter, starter
control valve, an ignition system, and
pneumatic ducting. A source of electrical Constant Speed Drive
and pneumatic power is required to start
an engine. This power may be supplied The purpose of the constant speed drive
by another operating engine, one or both is to change the variable speed on an
of the onboard auxiliary power units, or engine-driven out-put shaft to a constant
pneumatic power carts. The auxiliary shaft speed of 8,000 revolutions per
power units, however, are the primary minute. This constant shaft speed is used
source of power for starting the engines. to drive a 60/80 KVA 400 Hz generator,
which is mated with the constant speed
Cooling and Anti-Icing Systems d r ive . Th e constant s p e ed
drive/generator assembly is installed on
The nacelle is divided into a forward and the aft side of the engine aft transfer
aft compartment by the vertical vapor gearbox. In addition to the constant speed
b a r rie r. All o f t h e e n gin e -d r iven drive, the components of the system
accessories and components that require include a load controller, an air/oil cooler,
cooling are located within the forward a quick a ttach-detach fitting, and
compartment. Engine fan air is used as instrumentation to permit the flight crew to
the cooling medium. monitor the system operation. The
generator, which is driven by the constant

4-4
 Power Plant

speed drive, is not a component of this

system. Engine Emergency
Shutdown System
Thrust Reverser System
The engine emergency shutdown system
A two-position, fixed cascade-type thrust provides a means of deactivating an
reverser is installed aft of the fan case on engine and all its systems by a single
each engine. The thrust reversers may be action. Shutdown is initiated by pulling out
deployed while on the ground and while the FIRE PULL handle on the engine
in flight. In flight, reverse thrust is emergency shutdown control panel.
restricted to the inboard engines and then When the handle is pulled the pylon
only at idle power. The thrust reversers manual shutoff valve on the wing front
are actuated by hydraulic power supplied beam is mechanically operated to shut off
by the airplane hydraulic systems. fuel at the wing, an electrical actuator
Operation of each thrust reverser is shuts off fuel at the fuel control valve, the
independent of the other three so that a engine ignition is grounded, the starter
malfunction of one thrust reverser system system is deenergized, the generator is
has no adverse effect upon the other deenergized, the hydraulic system is
systems. In addition, the inboard thrust depressurized, the hydraulic suction line
reversers are connected to the hydraulic shutoff valve is closed, the thrust reverser
supply system for the outboard thrust shutoff valve is closed, and the bleed air
reversers. This provides an emergency shut off valve is closed.
source of power to retract the inboard
thrust reversers in flight, if necessary.
Reverse thrust is actually achieved by
positioning blocker doors in the fan air
flow path. These doors divert the engine
fan air through the cascades toward the
front of the engine and produce the
desired reverse thrust. For forward thrust
operations, the blocker doors are fared
into the translating cowl structure.

4-5
 Power Plant

Engine structures and sections (typical)

4-6
 Power Plant

Typical engine arrangement

4-7
 Power Plant

Engine emergency shutdown T-handles and pylon fire bottles

4-8
 Power Plant

Engine indicators (typical)

4-9
 Power Plant

Engine oil system components

4-10
 Power Plant

Engine fuel system components

4-11
 Power Plant

Engine throttle controls

4-12
 Power Plant

Engine control system diagram

4-13
 Power Plant

Engine starter

4-14
 Power Plant

Engine starter system components

4-15
 Power Plant

Fuel flow transmitter Engine driven hydraulic pumps

Engine hydraulic pump filters Nozzle cluster and spark igniter

4-16
 Power Plant

Flight engineer’s engine anti-ice control panel

4-17
 Power Plant

Engine cooling and anti-icing system components

4-18
 Power Plant

Engine constant speed drive (CSD) and generator

4-19
 Power Plant

Engine thrust reverser system components

4-20
 Power Plant

Thrust reverser control manifold and actuator (typical)

4-21
Power Plant

BLANK

4-22
 Power Plant

AUXILIARY POWER SYSTEM

Two auxiliary power units (APUs) are are an oil pressure pump, an oil filter, a
installed on the C-5 airplane. Each unit low oil pressure switch, an oil cooler, and
supplies shaft power for running a 60/80 a turbine scavenge pump. A magnetic
KVA generator, and provides pneumatic drain plug is installed in the bottom of the
power for air conditioning, engine starting, oil reservoir to provide an indication of oil
and hydraulic power when the airplane is contamination. A mounting pad is
on the ground. One APU is installed in the provided on the APU for attachment of the
left main landing gear pod. The other unit hydraulic starter. An integral cooling fan
is installed in the right main landing gear provides cooling air for the oil cooler and
po d. Bo th units are is olated in a the generator. The APU has an integral
compartment aft of the landing gear bay. permanent magnet generator which
Either unit will supply a sufficient amount provides a self-contained electrical power
of electrical and pneumatic power to service for ignition and control.
perform any single normal ground
operation at a reduced rate. The APUs Auxiliary Power Unit (APU)
are intended for ground operation only; Emergency Shutdown System
however, in the event of a four engine out
condition, the unit may be operated in The APU emergency shutdown system
flight to provide pneumatic power to provides a means of deactivating an APU
restart the engines. The accessories are and all its systems by a single action.
mounted on the underside of the APU to Shutdown is initiated by pulling out the
facilitate maintenance and accessibility. APU FIRE PULL handle on either the
flight engineer’s APU control panel or the
The APU is a gas turbine engine. The unit loadmaster’s forward control panel.
has an integral oil system and interfaces When the handle is pulled, electrically
with the airplane fuel, hydraulic cooling, operated valves shut off fuel at the wing
electrical, and fire systems. The APU rear beam and inside the fuselage at the
operates on airplane fuel which is APU compartment, the APU electrical
supplied by gravity from the main inboard s y s t e m is d e en e rg iz e d , t h e APU
fuel tanks. The APU fuel components are generator is deenergized, and the APU
a fuel filter, fuel control, a shutoff valve, a inlet door is closed.
flow divider, fuel nozzles, and an annular
combustor. The lubrication components

4-23
 Power Plant

Auxiliary power unit and components

4-24
 Power Plant

Auxiliary power unit emergency shutdown T-handles

4-25
Power Plant

BLANK

4-26
 Fuel System

FUEL SYSTEM

The C-5 fuel system consists of twelve Fuel Tanks

integral wing tanks, system functional and
control components, and associated The No. 1 and No. 4 main fuel tanks are
plumbing. All interfacing structure is respectively the left and right outer most
sealed to prevent fuel leakage. The fuel tanks on the airplane. A 275 gallon
primary fuel used in the C-5 is JP8 surge box in each outboard main fuel tank
(commercial Jet A1). The engines will e ncloses fu el b oo st pu mps. Both
perform satisfactorily using alternate fuels outboard main fuel tanks also contain
JP5, Commercial Jet A (equivalent of vent tanks with a capacity of 100 gallons,
JP5), and Commercial Jet B. There are in their aft inboard corner. When the fuel
four main fuel tanks, four auxiliary tanks, boost pumps are in operation, the vent
and four extended range tanks. Dry bay tanks are emptied by a scavenge system
areas are provided in each wing to gain which transfers fuel collected in the vent
access to tanks, and various fuel and vent tank to the outboard main fuel tank. For
lines. normal flight operation fuel is supplied to
the main tank for each engine. For
A scavenge system is incorporated to emergency operation fuel may be
provide continuous inflight water removal. furnished directly to the engine without
A water condensate drain valve is being transferred to the main tanks.
installed at the tank low point to drain
water during ground operations. The fuel The left and right inboard main fuel tanks
tanks are pressurized through the vent a re design ated No. 2 a nd No. 3,
system to a specified pressure above respectively. A 205 gallon surge box in
ambient. each of these tanks contains a 30-gallon
subsump tank which encloses the fuel
The entire fuel system is interconnected boost pumps. Heat exchangers are
by a fuel manifold and is controlled located in these tanks. Hydraulic oil
through a fuel management panel. The coolers, although not part of the fuel
fuel feed system plumbing consists of system, are located in the inboard main
feed lines, crossfeed lines, a wing fuel fuel tanks. Two coolers are located in the
manifold, ejector lines, and refueling No. 2 main fuel tank, and two are located
adapters. Ground pressure refueling is in the No. 3 main fuel tank.
normally accomplished through the
single point refueling (SPR) adapter. The The No. 1 and No. 4 auxiliary fuel tanks
airplane may also be refueled through are the outboard auxiliary tanks located
over the wing filler openings on the upper just inboard of No. 1 and No. 4 main fuel
wing surfaces. The C-5 aerial refuel tanks . They are located adjacent to and
system incorporates an aerial refueling inboard of the two outboard main fuel
receiver system suitable for flying boom tanks, between the front and rear wing
type refueling. A fuel jettison system is beams. Each has fuel boost pumps
installed to reduce landing weight and/or enclosed in a 50-gallon surge box and a
to get rid of unneeded fuel in an scavenge system that collects fuel from
emergency. the low areas in each tank and keeps the

5-1
 Fuel System

sump tank full of fuel until the tank is o p e r a t io n s , a n d t h e v e n t b o x is

completely empty. scavenged by a jet pump operating from
the outboard main tank boost pump bleed
The inboard auxiliary fuel tanks, No. 2 and flow. All fuel scavenged from the vent
No. 3, are located between the front and system is returned to the outboard main
mid wing beams, beside the dry bay and fuel tanks .
the inboard main fuel tanks. Each tank
also contains a 50-gallon surge box. They Condensate Drain Valve
give approximately 5 minutes of pump
f u e l a t e n g in e c ru is e p o we r f ue l Eight condensate drain valves are
consumption rate, permitting ejectors or installed in the lower surface of each
jet pumps, to scavenge completely the wing. Two valves are installed in the No.
residual fuel in the tanks. The fuel boost 1 and No. 4 main fuel tanks and one valve
pumps are housed in a 30-gallon is installed in each of the other fuel tanks.
subsump tank enclosed in the surge box. An additional valve is installed in the vent
box of the No. 1 and No. 4 main fuel tanks.
The valves are installed at the low point
The outboard extended range fuel tanks of each tank when the airplane is on the
are located behind the mid wing beam, aft ground. Moving the poppet upward allows
of the No. 2 and No. 3 auxiliary fuel tanks, the tanks to drain through the valve.
in the left and right wing respectively. These are used in draining water and fuel
from the tank.
The inboard extended range fuel tanks,
No. 2 and No. 3, are located behind the Fuel Boost Pumps
mid-wing beam directly behind No. 2 and
No. 3 main fuel tanks, in the left and right The fuel boost pump consists of two
wing, respectively. Each tank contains removable pumping elements and a
fuel boost pumps enclosed in 50-gallon common discharge housing, forming an
surge boxes. Surge Boxes Surge boxes integral unit. Both identical pumping units
are located in the fuel tanks to assure an can be independently operated and will
uninterrupted flow of fuel to the engines function either individually or in unison.
during abnormal operating conditions. Each of the twelve fuel tanks contains one
of these dual units. The 24 boost pumps
Scavenge Jet Pumps provide fuel under pressure to the
engines, and also may be used for
Scavenge jet pumps operate on the transferring fuel throughout the fuel
venturi principle. Fuel from the boost supply subsystem. They may also be
pumps flows through the venturi-shaped used for jettisoning fuel, defueling, or for
ejectors and causes a suction at the operating the scavenge and water purge
pickup port of the ejector. This suction ejectors or jet pumps.
scavenges the desired area, to reduce
the quantity of unavailable fuel, and to An inlet shutoff valve is installed in the
mix any water condensate with the fuel so input fuel line of each fuel boost pump.
that the engine does not receive an These shutoff valves are used to restrict
excessive amount of water at one time. gravity fuel flow to fuel boost pump
The main fuel manifold drains into the elements when the elements are to be
vent box at the completion of fuel transfer r e m o v e d f r o m t h e a irp la ne f o r

5-2
 Fuel System

maintenance. As a result, the fuel boost independently of one another. The valve
pump elements may be removed without senses fuel level with floats, and the
defueling. The fuel boost pump inlet solenoids provide electromechanical
shutoff valves are actuated automatically means of lifting the floats to open and
upon removing a pump element from the close the primary and/or secondary valve.
fuel boost pump housing.

Gravity Fuel Feed APU Fuel Feed

The fuel system is capable of gravity feed Fuel is supplied to the auxiliary power
to the engine fuel pump in the event of units by gravity flow from the sumps in the
failure of the main fuel tank boost pumps, inboard main tanks. The controls for the
or the airplane loses all electrical power. APU are located at the flight engineer’s
Fuel can be supplied to the engine pump station, to the left and above the fuel
inlet in the amount and at the pressure management panel.
required for engine operation from sea
level to an altitude of 6,000 feet. In this Fuel Vent Lines
event, fuel may also be supplied to the
auxiliary power units by gravity flow from The fuel tanks in each wing are vented by
the sumps in the inboard main fuel tanks. a common system which serves all tanks
on one side of the airplane. This venting
system also prevents inter tank transfer
Crossfeed Valves or overboard spillage of fuel during flight
or ground maneuvers. Each of the fuel
Crossfeeding of fuel between the tanks tanks is vented by a vent line with an
and engines in each wing is provided for upturned bell mouth inlet near the inboard
by three valves in the dry bay of each tank end. The inlets are immediately
wing: the left separation valve and No. 1 below the upper surface of the wing skin.
and No. 2 isolation valves in the left wing, Opposite ends of the vent lines discharge
and the right separation valve and No. 3 in t o t h e v e n t b o x e s o r t h e ir
and No. 4 isolation valves in the right interconnecting lines. The vent system
wing. These valves allow fuel to be terminates in a 100-gallon vent box in
supplied under pressure from a main tank each outboard main wing tank. The vent
to either the inboard or outboard engines box vents to atmosphere only when the
in each wing. Control of these valves is by tank pressure exceeds a preset tolerance
positioning the CROSSFEED and ISO above or below the ambient atmospheric
switches on the flight engineer’s fuel pressure.
management panel.
Fuel Management Panel
Fuel Level Control Valve
With the exception of the manual fire
Each of the 12 integral fuel tanks contains shutoff valves and the APU shutoff valve,
a fuel level control valve to stop the flow all fuel system functions are controlled
of fuel into the tank when the level from the fuel management panel. The
reaches a specified height. The fuel level panel is located at the flight engineer’s
control valve has dual systems, primary station .
a n d s e c o n d a r y , wh ich o p er a te

5-3
 Fuel System

The aerial refueling system consists of a

boom-type receptacle, a 4-inch refuel line
Fuel Mismanagement Warning which splits into 3-inch lines located on
each side of the center separation valve
The fuel mismanagement warning to the crossfeed manifold, a refuel line
system provides a warning to the flight drain pump and valve, two motorized
crew when undesirable fuel loading shutoff valves, and associated control
distributions exist in the outboard wing indicating and warning circuitry. A
fuel tanks due to improper management hydraulically operated slipway door with
of fuel usage which could affect flight manual override open permits access of
characteristics. the tanker boom nozzle to the receptacle.
The aerial refuel manifold is connected to
Fuel Quantity Indicators the receptacle.

There are 12 fuel quantity indicators Aerial Refueling Door

located on the flight engineer’s fuel
management panel. The indicators show An aerial refueling door is located in the
the amount of fuel in pounds remaining in f o r wa r d fu s e la ge u p pe r air f ra me
each of the 12 fuel tanks in thousands of structure, centered above the flight
pounds. engineer and navigator stations.

Total Fuel Quantity Indicator Jettison System

A total fuel quantity indicator provides a A fuel jettison mast and shutoff valve are
single display of the total fuel remaining mounted in the trailing edge of the wing,
in the tanks. Each of the 12 fuel quantity outboard of the flaps on each side of the
indicators supply fuel quantity data to the airplane. The mast is an extension of the
total fuel quantity indicator. The total fuel main fuel manifold. Jettisoning is
quantity indicator sums each indicator accomplished by opening the jettison and
and displays the total fuel quantity (in side separation valves and operating all
thousands of pounds) remaining in all of fuel boost pumps in the auxiliary and
the remaining fuel tanks. e x t e n d e d r a n g e f u e l t a n k s . T he
J E T TI S O N s wit c he s ar e g u ar d ed
Single Point Refueling Receptacle switches and are located at the two lower
Assembly corners of the flight engineer’s fuel
management panel. The boost pumps
Refueling is normally accomplished are capable of providing the required
through the single point refueling (SPR) jettison rate. Although the normal jettison
receptacles located in the fairing forward procedure for reaching gross landing
of the main landing gear wheel wells. weight does not require jettison of the
Removal of caps in the fairing exposes main tank fuel, it is possible to jettison
the receptacles. from the main fuel tanks for ditching
operations. Location of the jettison mast
Aerial Refueling System assures fuel discharge will clear all parts
of the airplane and no fuel fumes will enter
any portion of the airplane to create a
hazard.

5-4
 Fuel System

Fuel tank locations

5-5
 Fuel System

Fuel scavenge jet pumps

5-6
 Fuel System

Boost pumps (lower wing)

Boost pump unit

5-7
 Fuel System

Fuel system components

5-8
 Fuel System

Vent box assembly

5-9
 Fuel System

Vent duct assembly

5-10
 Fuel System

View of dry bay isolation and crossfeed valves

Wing vent (lower wing)

5-11
 Fuel System

Flight engineer’s fuel management panel

5-12
 Fuel System

Fuel quantity indicators

5-13
 Fuel System

Jettison mast

Fuel service points and jettison mast

5-14
 Fuel System

Single point refueling receptacles

5-15
 Fuel System

Main tank filler caps

5-16
Fuel System

BLANK

5-17
Fuel System

BLANK

5-18
 Instruments

INSTRUMENTS

T h e n a v i g a t io n in s t r u m e n t a t ion • Horizontal Situation Indicator

computes, processes, and displays (HSI) (AN/ AQU-4/A) - 2 units
navigation and attitude information to
enable the pilot/copilot/navigator to • Compass, Magnetic Standby
maintain desired course or flight path. (AN/AQA- 3/A) - 1 unit
The pilot and copilot panels consist of • Remote Horizontal Situation
identical navigation instrumentation units (HSI) Indicator Panel - 2 units
which are electrically isolated. The
navigation instrumentation displays the b. Avionics Compartment
ma gn et ic he ad ing , radio bearing,
distance to station, course deviation, • Flight Director Computer (FDC)-
selected course and heading to or from a units
station, horizontal and vertical steering
a t t it u d e ( ro l l a n d p it c h ) , v e r t ica l • Rate-of-turn Gyroscope - 2 units
displacement (altitude), rate of turn,
speed command, glideslope, localizer, c. Flight Station - Navigator’s Panel
slip, crab angle, and altitude. (Work Area 1)

• Bearing Distance Heading

Navigation Instruments Indicator (BDHI) - 2 units
Navigation instrumentation is composed • BDHI Selector Panel - 1 unit
of the following components:
Flight Director Computer (FDC)
a. Flight Station - Pilot’s and Copilot’s
panels The FDC receives data from various
equipment throughout the airplane. Some
• Peripheral Command Indicator of this data is switched through the FDC
(PCI) - units (AF66-8303 through for instrument display and some is used
AF70-467 not modified) for FDC computations of command
signals that are displayed by the ADI.
• Bearing Distance Heading
Both FDCs are located in the avionics
Indicator (BDHI) Selector Panel -
rack.
2 units
• Bearing Distance Heading Attitude Director Indicator (ADI)
Indicator (BDHI) - 2 units
The attitude director indicator displays
• Attitude Director Indicator (ADI) - airplane pitch and roll, flight director
2 units computer c o mm an d , v e r tic a l
• Navigation Selector Panel - 2 displacement, speed commands, crab
units angle, rate-of-turn, and sideslip.

• Auxiliary Navigation Selector

Panel - 2 units

6-1
 Instruments

Peripheral Command Indicator (PCI) illumination of the ON legend of the

(AF66-8303 Through AF70-467 switch.
Not Modified
Horizontal Situation Indicator (HSI)
The peripheral command indicator
permits the pilot to view flight director Th e ho rizon ta l sit uation in dicato r
commands using his peripheral vision. displays heading, course deviation,
The PCI repeats the pitch and roll desired course and heading, bearing,
c om man ds of t he ADI. Wh en the to-from, and range. A failure flag indicates
enable/validity signal from the FDC is not that the course deviation display is not
available, or when the PCI is switched off, valid and an OFF flag indicates loss of
the PCI is inactive and the shutter covers power to the HSI.
the display. The enable/validity signal is
only available when both pitch and roll Remote Horizontal Situation
channels of the FDC are operating and Indicator Panel
valid.
The remote horizontal situation indicator
Navigation Selector Panel (NSP) (RHSI) provides the pilot/copilot an
alternate means of setting up the heading
The navigation selector panel selects the marker and course on the HSIs. When the
flight director computer mode and HSI REMOTE/NORMAL switch is in the
provides for FDC self test initiation. A REMOTE position, remote control is
FAULT annunciator associated with the provided by RHSI HDG SET and CSE
FDC self test operation will remain SET knobs. When the I-NAV mode is
illuminated following the test cycle, if a selected, the HSI course is controlled
fault is detected. All pushbuttons except directly from the selected INS. The RHSI
HD G a n d F L T DI R T EST a re CSE SET and the HSI COURSE SET
mechanically interlocked. All pushbuttons control knobs are deactivated.
e x c e p t F L T DI R TE ST c o n t ain
replaceable internal lamps. Push-button Bearing Distance Heading Indicator
and annunciator lighting is controlled by a (BDHI)
dimming knob on the NSP.
The bearing distance heading indicators
Auxiliary Navigation Selector Panel display airplane/magnetic heading,
magnetic bearing to VOR and/or TACAN
The auxiliary navigation selector panel navigation aids, relative bearing to ADF
(ANSP) contains mode switches for navigation aids, and distance. The BDHI
selecting FDS Altitude Hold and VOR OFF warning flag indicates a heading
Cr u is e m o d e s . Th e s wi t c h e s a re malfunction has occurred.
momentary push tape with illuminated
legend. The mode enable legend (ALT
HOLD or VOR CRS) portion of the switch
must be illuminated before the mode can
be engaged. Engagement of the mode is
completed with the release of the switch.
Engagement of a mode is indicated by

6-2
 Instruments

Bearing Distance Heading Indicator Magnetic Standby Compass

Selector Panels
The magnetic standby compass, located
The bearing distance heading indicator forward of the pilot’s overhead panels on
selector panels permit bearing display to the airplane centerline, continuously
be selected from automatic direction indicates heading in reference to the
finder (ADF), VHF omni-range (VOR), earth’s magnetic field.
and TACAN.

Rate-of-turn Gyro

The rate-of-turn gyro (RTG) provides

rate-of-turn signals to the turn indicator in
the attitude director indicator (ADI). The
rate-of-turn gyros are located in the
avionics compartment.

6-3
 Instruments

Navigation instrument locations

6-4
 Instruments

Navigation instrument components

6-5
 Instruments

Horizontal situation indicator (HSI) and control panels

6-6
 Instruments

Attitude director indicator (ADI)

6-7
 Instruments

Navigation selector panels

6-8
 Instruments

Pilot’s main instrument panel

6-9
 Instruments

Pilots’ center instrument panel

6-10
 Instruments

Co-pilot’s main instrument panel

6-11
 Instruments

Pilot’s center console panel

6-12
 Instruments

Navigation instruments locations

6-13
 Instruments

Navigation control units

6-14
 Instruments

• Ground Proximity Warning

Air Data System System (AF66-8303 through
AF70-467 modified by T.O.
There are three subsystems in the Air 1C-5A-2013 and AF83-1285 and
Data System as follows: Central Air Data up)
System (CADS), Pitot Static System, and
Total Air Temperature Indicating System. • Inertial Navigation System
The CADS provides the pilot, copilot, and
• Active Lift Distribution Control
navigator with the following instrument
System
indications: mach number, altitude,
airspeed, and vertical speed. The CADS • Fuel Savings Advisory System
also provides signals to various other
subsystems. The pitot static system • MADARS
provides the variable feel unit, cabin • Rudder Limit Control System
differential pressure gauge, cabin
p res s ur e co nt ro l bo x , na vigato r’s • Landing Gear Warning
altimeter, indicated airspeed indicators,
• Stallimiter System
central air data computer (CADC) No.1,
and CADC No.2 with static and pitot • Air Conditioning System
pressure. The total air temperature
indicating system provides copilot, flight • Pitot Static System
engineer, and CADS with ram air • Total Air Temperature System
temperature signals.
T h e CAD Cs in t e r f a c e with ot h e r
The CADCs interface with other systems subsystems as follows:
as follows:
CADC No. 2
CADC No. 1
• Altitude VSFI - copilot
• Altitude Verticle Scale Flight
Instruments (VSFI) - pilot • Airspeed VSFI - copilot

• Airspeed VSFI - pilot • True Airspeed Indicator -

navigator
• TAS Indicator - navigator
• Annunciator Panel
• Annunciator Panel
• Vertical Velocity Indicator -
• Selective Identification Beacon navigator
• Flight Director • Flight Director
• Automatic Flight Control System • Automatic Flight Control System
• Crash Data Position Indicator • Inertial Navigation System
Recorder (AF66-8303 through
AF70-467 not modified by T.O. • Active Lift Distribution Control
lC-SA-2013) System
• Fuel Savings Advisory System

6-15
 Instruments

• MADARS Central Air Data Computer

• Rudder Limit Control System The CADC is a real-time, bus-oriented,
• Landing Gear Warning microprocessor-based digital computer.
Inputs are received representing air data,
• Stallimiter System airplane identification, and airplane
• Air Conditioning System system status. The CADC computes
related air data functions, selects the
• Pitot Static System specific computed air data applicable to
the airplane identified and transmits that
• Total Air Temperature System selected air data to the associated
airplane system.
The CADS consists of the following
components.

• Central Air Data Computer-2

• Airspeed VSFI -2
• Altitude VSFI-2
• True Airspeed Indicator -1
• Vertical Velocity Indicator-1
• CADC/VSFI Test Panel -2
• TAS Indicator Selector Panel-1

6-16
 Instruments

Air data system instrument locations

6-17
 Instruments

Central air data computer locations

6-18
 Instruments

Total air temperature probe

6-19
 Instruments

Central air data computer 50-057-02

6-20
 Instruments

Central air data computer 2117948

6-21
 Instruments

in the mast portion and one in the head

Pitot Static System portion (two heaters for each tube).

The pitot static system obtains both static Drain Provisions

air pressure and pitot air pressure from
the air surrounding the airplane. The One drain box is located on each side of
system then transmits this pressure the airplane. The drain boxes house
through air pressure lines to various other bottle-capped lines which are connected
systems. Some systems, for example the to the pitot static system plumbing and
pressure altimeters, use only static air allow drainage of moisture into the
pressure while others, for example, the bottles. The bottles thus accumulate
central air data system, use both moisture occurring in the lines, and are
pressures. emptied periodically. In addition to the two
drain boxes, drain plugs are installed at
Pitot Static Tubes other low points in the system plumbing.
There are 25 low drain points, 12 of which
Two pitot static tubes (lower and upper) are the clear plastic bottles.
are installed on each side of the airplane.
Each tube has a nozzle which measures
pitot pressure and small ports in the sides
to measure static pressure. The static
pressure input from the lower pitot static
tube is connected to the static pressure
input from the upper (opposite side) pitot
static tube to compensate for pressure
differentials occurring during airplane
m a ne u v e rs . He a t er e le me n t s a re
installed in each pitot static tube for
deicing purposes. Each tube has a heater

6-22
 Instruments

Pitot static system diagram

6-23
Instruments

Pitot tubes

6-24
 Instruments

Malfunction Detection,
Analysis, and Recording
System (MADARS)
The MADARS consists of components
located in various parts of the airplane to
access, amplify/condition, display, and
record monitored airplane system
parameters. The system also enables the
operator to p e rf o rm in f lig ht
t r o u b le s h o o t i n g t o a id g ro u nd
maintenance personnel in correcting
flight-reported problems.

6-25
 Instruments

MADAR components (1 of 3)

6-26
 Instruments

MADAR components (2 of 3)

6-27
 Instruments

MADAR components (3 of 3)

6-28
Instruments

BLANK

6-29
Instruments

BLANK

6-30
 Electrical Systems

ELECTRICAL SYSTEMS

Primary electrical power is supplied by station 947.0, right side for use when an
four engine-driven generators equipped external power source is required.
with constant speed drive units. The
generators operate in parallel to supply Each main generator is controlled by
3-phase, 115/200-volt grounded neutral individual ON-OFF-TEST switches on the
power to four forward main AC busses, flight engineer’s AC SYSTEM control
four aft main AC busses, and two monitor panel. Each bus tie contactor is controlled
AC busses. Each set of forward and aft by GRD TRANS-NORM OPEN switches
main busses is associated with an located on the AC SYSTEM control
individual generator; the two monitor AC panel.
busses are associated with generators
No. 2 and No. 3. A tie bus is provided for Constant Speed Drive (CSD)
parallel operation; however, the busses
associated with each generator are A CSD unit is mounted on the accessory
supplied with power from their associated section of each main engine. The CSD
generators independent of the tie bus mechanically couples to and drives the
during non-parallel operation. related main AC generator. Each unit
converts a variable input speed from the
AC Power System engine into a constant 8,000 RPM output
in order to maintain a generator frequency
AC Power Generation and Control output of 400 Hz under changing
electrical loads. Each CSD contains an oil
Alternating current (115/200 VAC) is reservoir. An externally mounted oil-to-air
supplied by four main 60/80 KVA (kilovolt h e a t e x c h a n g e r c o ols th e o il. A
amperes), engine-driven generators disconnect switch, an oil temperature
operating in parallel, and two 60/80 KVA indicator, and a CSD FAIL warning light
auxiliary power unit generators. Four for each CSD is provided on the flight
engine-driven CSDs (constant speed engineer’s AC SYSTEM control panel.
d r iv e ) u n it s d rive t he f ou r m ain
generators. The right and left APU Auxiliary Power Unit Driven
(auxiliary power unit) turbines drive the Generators
auxiliary generators. The APU power may
be selected from either of the two Two 60/80 KVA generators driven by the
generators. Emergency AC (115/200 right and left auxiliary power units, furnish
volts) and DC (28 volts) power is provided auxiliary 115/200-volt, 3-phase grounded
by a hydraulic motor-driven emergency neutral, constant frequency, AC power for
AC/DC generator. The emergency ground or air use. The generators supply
AC/DC generator has an output capacity power to the tie bus but may be operated
of 3.9 KVA. AC power is 115/200 individually. The APU driven generators
volts,3-phase,380/420 Hz. An external are the same type generators as the main
power receptacle is located at fuselage AC generators.

7-1
 Electrical Systems

Engine generator and constant speed drive (CSD)

7-2
 Electrical Systems

AC bus locations and generator control components

7-3
 Electrical Systems

Circuit breaker panels

7-4
 Electrical Systems

External power receptacle

Auxiliary power unit generator

7-5
 Electrical Systems

Flight engineer’s electrical system control panels

7-6
 Electrical Systems

Transformer rectifiers 1 and 2 supply

DC Power System main DC busses 1 and 2, respectively,
through individual reverse current relays.
Secondary electrical power is supplied by A current limiter connects the two busses
two, 200-ampere transformer rectifiers together to provide for parallel operation
that convert 3-phase, 115/200 VAC of the transformer-rectifiers and to isolate
power into a nominal output of 28 VDC. the busses from each other in the event
The transformer rectifiers supply main DC of a fault on either one. Two DC LOAD
busses No. 1 and No. 2 through individual meters located on the flight engineer’s
reverse current relays. A current limiter panel monitor the DC load on each bus
connects the two busses together to and display the load in percentage of
p r o v id e p a r a lle l o p e ra t io n o f t he available power (i.e., 1.0 on loadmeter
transformer rectifiers and to isolate the equals full load).
busses from each other, in event of a fault
of either one. The battery system consists of two
batteries, two battery relays, and a
The main DC power system consists of standby battery reverse current relay.
two power transfer relays (considered as The reverse current relay for the normal
p a r t o f t h e AC s y s t em ), two battery is located in the DC load center.
transformer-rectifier units, two reverse One of the batteries is designated as the
current relays and two main DC busses. normal battery and the other as the
Two main avionics busses, one isolated standby battery. The battery power and
DC avionics bus, and one isolated DC bus use are controlled by a switch on the flight
are normally supplied power from the engineer’s electrical control panel.
main DC bus. The FSS fire suppression
system main DC circuit breaker is also In normal operation, the normal battery
normally supplied power from the main relay and the standby battery reverse
DC bus. Charging power for the batteries current relay are energized, connecting
and the battery bus is also normally the normal battery to the battery bus and
supplied by the main DC busses. System the standby battery to the main DC bus.
monitoring is accomplished by two The normal battery is also connected to
loadmeters and one voltmeter located on the nose wheel well panel. Since the
the flight engineer’s electrical control battery bus is normally connected to the
panel. main DC busses, both batteries are
normally on charge. In standby, the
The 115/200 VAC, 3-phase, 400-Hz standby battery is connected to the
power is supplied from the AC electrical battery bus and the normal battery is
power system through power transfer disconnected from the battery bus.
relays 1 and 2 to transformer rectifiers 1 During standby operation, the standby
and 2 respectively. The AC is converted b a t t e ry r eve r se cu r re n t r e lay is
to a nominal output of 28 VDC. Normally, de-energized, disconnecting the standby
main AC bus 1 or alternately AC bus 2 battery from the main DC bus.
supplies power to power transfer relay 1,
and normally main AC bus 4 and
alternately AC bus 3 supplies power to
power transfer relay 2.

7-7
 Electrical Systems

Transformer rectifiers and batteries

7-8
 Electrical Systems

Emergency AC/DC Generator

Emergency AC/DC Power
System The hydraulic-driven emergency AC/DC
generator is installed at fuselage station
Ahydraulic,motor-driven 1117 on the left hand of the cargo
3.9-kilovolt-ampere, 115/200 VAC and 28 compartment approximately 4 feet above
V D C g e n er a to r s y s t e m pr o v i de the floor. When normal power fails, the
emergency electrical power for one set of generator automatically provides AC and
flight instruments, the landing gear control DC power requirements necessary to
and actuator, and a minimum amount of maintain operation of the pilot’s flight
n a v i g a t io n a nd c o mm un ica t ion instruments and the minimum warning
equipment. Under normal operation of the circuits, control circuits, landing gear, and
s y s t e m , AC an d DC p owe r is n a v i g a t io n an d c o mm un ic a t ion s
automatically supplied by the emergency equipment. Upon de-energization of the
generator when normal AC and DC power 115 VAC emergency bus power relay, the
is n o t a v a ila b le . T h e e m er g en c y emergency generator is triggered into
generator wiring is isolated from the other operation. The emergency bus power
wiring in the power system. Wires to the relay is normally held energized by power
equipment powered from the emergency from the main generators through the
bus are separated from each other, and No . 1 p o we r t r a ns f e r re la y . An
from other wiring on the airplane. INSTRUMENT POWER switch on the
pilot’s main instrument panel allows the
pilot to control the generator as required.
A EMERG GEN switch on the flight
engineer’s AC SYSTEM control panel
pe rmits t est ing of th e emergency
generator output without connecting it to
any bus.

7-9
 Electrical Systems

Ram air turbine (RAT)

7-10
 Electrical Systems

Emergency AC/DC generator

7-11
 Electrical Systems

Each light assembly has two 6-volt lamps,

Exterior Lighting System an autotransformer, and a lens. The lights
are used to provide a reference to the
The exterior lighting systems include airplane’s position and attitude during
la n d ing , t er ra in , an d t ax i lig h ts , night operations. The navigation lights
navigation, inspection and refueling are controlled by a STEADY-OFF-FLASH
lights; fuselage, anti-collision, and switch on the forward overhead panel.
exterior maintenance service lights. The
navigation, leading edge, landing, taxi, Taxi Lighting
fuselage, and anti-collision lights are
controlled from the forward overhead The taxi lights are located at the nose
panel. landing gear and forward end of each
main landing gear door. These lights
Landing and Terrain Lighting provide forward illumination for the
airplane to aid in night taxiing operations.
Two retractable landing lights are located The nose landing gear light bulb has a
in the lower wing surface. These lights 400-watt filament for taxiing purposes
provide for the illumination of the runway and a 600 watt filament for landing. The
or ground during low-level flight, take-off, left and right main landing gear door lights
or landing operations at night. Each light consist of two 450-watt bulbs used for
operates from a position of full down to full taxiing purposes. All of these lights are
forward and is capable of stopping in any controlled by ON-OFF switches on the
intermediate position. The lights may be pilot’s forward overhead panel. The taxi
extended or retracted at indicated air lights are energized along with the
speeds up to 350 knots. Individual leading edge inspection lights. Each light
ON-OFF and EXT-OFF-RET switches for assembly includes an autotransformer for
each light and a LT EXTENDED indicator 28 VAC operation.
light are located on the pilot’s forward
overhead LANDING LIGHTS panel. Anti-collision Strobe Lighting

Inflight Inspection Lighting The anti-collision strobe lights are located

on the aft bullet of the horizontal stabilizer
The inflight inspection lights are located ( e m p e n n a g e) . Th e u p p er c en t e r
on each side of the fuselage and forward fuselage, and the lower center fuselage.
of the wing. These lights provide for the These lights are provided to visually
illumination of the wing leading edge and forewarn other airplanes in the vicinity.
e n g in e in let s du r ing nig h t f lig ht
operations. The inspection lights are Each anti-collision strobe light assembly
turned on with the taxi lights by a single consists of a red filter lens and a clear lens
switch on the pilot’s forward overhead over white, xenon arc-discharged
LANDING LIGHTS panel. flashtubes. Each strobe light (red or
white) flashes at the rate of 55 to 65
Navigation Lighting flashes per minute.

The navigation light system includes a red The flashtubes for each anti-collision
light on the left outboard wingtip, a green strobe light are powered by a separate
light on the right outboard wingtip, and a power supply that converts the airplane’s
clear light on rear of empennage bullet.

7-12
 Electrical Systems

115 VAC, 400 Hz power to 300 volts, and controls these lights is located on the
provides the logic and timing circuits for pilot’s forward overhead panel.
the lights.
Aerial Refueling Lighting
The three strobe lights are controlled by
three toggle switches on the anti-collision The aerial refueling lights are located on
strobe light panel located on the pilot’s the refueling receptacle. The lights
forward overhead panel. The white lights provide illumination of the aerial refueling
function in flight and for test when the receptacle for night refueling operations.
airplane is on the ground. The red lights The lights are shielded to proclude direct
on the upper fuselage and empennage light being projected into openings in the
function when the airplane is in flight or on tanker or receiver since observations
the ground. The red light on the lower must be made during final hook-up or fuel
fuselage functions in flight and for test transfer. The lights consist of two white 28
when the airplane is on the ground. V AC li g h t a s se m b lie s. T he
Touchdown relays No. 9 and No. 10 transformer/dimmer control located on
disable the white lights and the lower the aft overhead panel permits the pilot to
fuselage red light when the airplane is on adjust the lights from full OFF to bright.
the ground.
Exterior Maintenance and Service
Fuselage Lighting Area Lighting

The fuselage lights are located in the wing The exterior maintenance and service
center section and under the cargo area lights are located in the main and
compartment floor, forward of the main nose wheel wells, and at fuel servicing
landing gear wheel wells. These lights are points. These lights provide a minimum of
used in conjunction with other exterior 30 foot-candles of illumination at these
lighting systems to indicate the airplane’s points. When not in use these two
position and attitude during night p o rta b le lig h t s will b e sto we d in
operations. The lights consist of a 28-volt containers mounted in the right and left
light assembly and an autotransformer at main wheel well.
each location. The ON-OFF switch that

7-13
Electrical Systems

Exterior lighting

7-14
 Electrical Systems

Wing tip navigation light assembly (typical)

Wing landing light assemblies

7-15
 Electrical Systems

Nose landing gear landing/taxi light assembly

7-16
 Electrical Systems

Main landing gear taxi light assemblies

Main landing gear inspection lights

7-17
 Electrical Systems

Typical strobe/anti-collision light assembly

7-18
 Electrical Systems

Typical fuselage light assembly

7-19
 Electrical Systems

Nose landing gear inspection lights and downlock light

7-20
 Electrical Systems

Pilot’s exterior lighting control panel

7-21
 Electrical Systems

the flight station area. The lights are

Interior Lighting System installed overhead above the pilot’s
station, above the copilot’s station, above
The interior lighting system consists of the observer’s station, and near the flight
several individual systems which provide engineer’s and navigator’s station.
general and special illumination of the
cargo, troop, and crew compartment Flood Lighting
dome lighting, flood and instrument
lighting at flight station areas, utility, There are 41, 28 VAC floodlights and
caution, and advisory lights, entrance and eight variable autotransformer controls.
service area lights, and emergency exit T h e s e lig h t s p ro v id e d s e c on d a ry
lights at troop jump and entrance doors. illumination of the primary instrument
panels, overhead panel, center console,
Flight Station Lighting and the navigator’s and engineer’s work
station panel. The system also operates
The flight station lighting system includes as part of the thunderstorm lighting
pilot’s and copilot’s, navigator’s, and flight system.
e n g in e e r ’s s t at io n a r ea g en e ra l
illumination lighting. Thunderstorm Lighting

Instrument and Panel Lighting The thunderstorm lighting system

provides a maximum level of light on the
The instrument panel lighting system main instrument panel. The thunderstorm
consists of the main instrument panel, lighting consists of a switch and 23 relays.
overhead panel, navigator’s panel and With the switch in the ON position, the
flight engineer’s panel lighting. The flight station dome and caution lights are
panels are illuminated with white lights activated to full intensity, overriding all
and the intensity of the lights is controlled other dimming controls. The ON-OFF
by an individual dimming control located switch is located on the forward overhead
a t e a c h s t a t io n . A b o v e t h e m ain panel.
instrument panel is installed a glare shield
to prevent undesirable reflections. Work Table Lighting
Special provisions are made for the pilot
and copilot to independently adjust the There are three lights for the flight
lighting intensity of selected functions on engineer’s work table and five lights for
the ADI’s (HDG, G/A, and ILS symbols). the navigator’s work table. These lights
The controls for these functions are the p rovide illumin atio n fo r th e flight
DIM/BRT eight position wafer switches, engineer’s and navigator’s work table.
which are located on the Flight Station Aft
Overhead Lighting Control Panel. Utility Lighting

Dome Lighting There is a utility light installed at each of

the pilot’s, copilot’s, navigator’s and flight
There are five dome light fixtures in the engineer’s stations. The utility lights
flight station; one ON-OFF switch controls provide a flexible lighting system to
the three forward dome lights and one augment the other lighting systems used
dimming autotransformer controls all five at the flight station. A red or white light in
lights. These lights provide illumination of

7-22
 Electrical Systems

either a spotlight or floodlight is available Cargo Compartment Lighting

to suit the operator’s needs. Each light
assembly can be dimmed from full BRT There are 164 overhead light assemblies
(bright) to OFF by means of a dimming mounted in longitudinal rows. Eighteen of
control. This control is an integral part of these are red lighting fixtures (nine on
the light assembly. each side) used for night paratroop jump
operations. These lights are controlled by
Circuit Breaker Panel Lighting O N / OF F s w i t c he s l o ca te d on t he
loadmaster’s panels.
The circuit breaker panel lighting system
cons is ts of in div id ual clear lights Crew Rest Area Lighting
recessed within the panel nomenclature
and are controlled by a dimming rheostat. There are 10 dome lights, 21 reading
Turning the dimming control on the panel lights, two lavatory lights, and one service
from OFF to BRT increases the intensity door floodlight in the crew rest area.
of the light in the panels. These lights provide general and aisle
illumination.
Passenger and Crew Information
Lights Troop Compartment Lighting

I n fo r ma t i on l i gh t s, to i n dicate no The troop compartment lighting system

smoking, a nd seat-belt fastened consists of six dome lights and one
requirements are provided throughout the stairwell access light in the main troop
airplane. The information system is compartment, and one light in each
controlled by a switch on the pilot’s aft lavatory. The troop compartment dome
overhead panel. lights are controlled by a circuit breaker
and dimming rheostat on the troop
Indicator Light Test compartment and lighting control panel.
The light intensity can be adjusted from
The indicator light test system provides a OFF to full BRT by using the dimming
means of testing the indicator lights. The control. The stairwell access light is
test system is controlled by four circuit controlled by a circuit breaker on the aft
breakers on the flight engineer’s panel loadmaster control panel.
and test switch on the navigator’s panel,
and flight engineer’s panel, and copilot’s Emergency Exit Lighting
main three instrument panels.
Emergency exit lights are installed
adjacent to each emergency exit, each
crew door, and each personnel door. The
lights operate automatically when the
airplane is subjected to excessive shock
o r w h e n t h e e le c t r ica l s y s t e m is
de-energized. The emergency lights are
controlled by an ARM-TEST-DISARM
switch on the forward overhead panel.

7-23
 Electrical Systems

Flight station interior lighting system component locations

7-24
 Electrical Systems

Pilot’s overhead interior lighting system control panel

7-25
 Electrical Systems

Flight engineer’s station lighting control panel

7-26
 Electrical Systems

Typical interior light assemblies

7-27
 Electrical Systems

Typical cargo compartment light assemblies

7-28
 Electrical Systems

Emergency exit light locations

7-29
 Electrical Systems

annunciator lights and to show the pilot

Master Caution System when a fault has occurred. When a fault
occurs, both the specific CAUTION light
The master caution system shows the on the annunciator panel and the master
pilot or copilot that a particular system or CAUTION lights go on. The CAUTION
event is or is not functioning properly. This lights illuminate for critical systems and
is accomplished by using 13 banks of the AUTO lights illuminate for autopilot
annunciator lights to indicate the specific systems.
events monitored by means of an
illuminated legend plate. The annunciator Smoke Detection
lights due to size and quantity, must be
located out of the normal line of vision of The smoke detection system consists of
the pilot and copilot. Therefore, a master six smoke detector assemblies, a control
CAUTION light is provided for the pilot amplifier, a test selector and control panel
and copilot, mounted as close to the a s s e mb ly, an d p a ne l lig h t s a nd
normal line of vision as possible. The associated wiring.
lights illuminate bold letters reading
CAUTION or AUTO in a dual light
assembly. They are used to monitor the

7-30
 Electrical Systems

Master caution system light assemblies

7-31
 Electrical Systems

Typical smoke detector and control panel

7-32
Electrical Systems

BLANK

7-33
Electrical Systems

BLANK

7-34
 Radio, Communications, and Navigation Systems

RADIO, COMMUNICATIONS, AND NAVIGATION

Flight Station Interphone

Public Address (PA) and
Interphone Systems Interphone equipment at the flight station
includes the interphone control panels,
PA System m o n it o r p a n e l s , a n d as s o c ia t ed
m ic r o p h o n e s , h e a d s e t s , c on t ro ls
The PA system provides crew contact switches, and speakers. There are two
with the cargo compartment, bunk and fire fighters oxygen masks stowed in
relief crew areas, and loading areas containers for use by the pilot and copilot
adjacent to the airplane. during fire emergencies. These masks
contain headsets and microphones which
Interphone System p r o v id e c o mm u nica t io ns wh en
connected to the interphone control panel
The interphone system provides the cord assemblies.
capability for communications between
the various stations in the airplane and
ground maintenance personnel, and
provides for remote control of the cargo
loading winch. The system also provides
the necessary switching and mixing
controls for interfacing with the radio
communications and navigation systems.

8-1
 Radio, Communications, and Navigation Systems

Public address and interphone system control panels

8-2
 Radio, Communications, and Navigation Systems

Antenna Coupler
HF/SSB-High Frequency
Single Side Band Radio An antenna coupler is provided for each
HF radio system. Each coupler consists
Two AN/ARC-190 HF radio systems, HF of a pressurized tuner assembly and a
No. 1 and HF No. 2 receive and transmit sealed control compartment. The tuner
on any one of 280,000 manually selected assembly is pressurized to prevent high
frequency channels spaced at 100 Hz altitude high-voltage arcing, prevent
increments, or any one of 30 preset corrosive materials from entering the
frequency channels in the HF band a sse mbly an d p rovides a cooling
(2.0000 to 29.9999 MHz). Modes of medium. The antenna couplers are
operation include upper sideband, lower digitally tuned, processor-controlled
s i d e b a n d , a mp l it u d e m o du la t ion devices that match the impedance of the
equivalent, continuous wave, and data a n t e n n a t o t h a t o f t h e s e le c t ed
u p p e r s id e - b a n d a nd da t a lo we r receiver-transmitter to provide maximum
sideband. Each system consists of a p o we r transfer from t he
control panel, receiver-transmitter and receiver-transmitter to the antenna. The
antenna coupler. The antenna, located in digital impedance matching network
the lower leading edge of the vertical consists of fixed coils and capacitors that
stabilizer is common to both systems. are switched by high voltage vacuum
Each system operates from 115 VAC 400 relays. The couplers are mounted on a
Hz three-phase power and 28 VDC supporting rack located in the upper aft
through circuit breakers located on the compartment below the vertical stabilizer.
navigator’s circuit breaker panels. HF No.
1 circuit breakers are located on navigator
circuit breaker panel No. 1 and HF No. 2 HF/SSB Radio Secure-Voice
circuit breakers are located on navigator
circuit breaker panel No. 2. Reception Provisions for two identical HF/SSB radio
and transmission on both HF radio secure voice systems are installed in the
s y s t e m s a re r ou t e d t h ro u gh t he airplane. Each system, when installed, is
intercommunication system to enable used with an HF radio. The No. 1 system
communication on either system from is used with the pilot’s No. 1 HF radio, and
flight crew positions. the No. 2 system is used with the copilot’s
No. 2 HF radio. Controls are located on
the overhead console and on the pilot’s
and copilot’s side consoles.

8-3
 Radio, Communications, and Navigation Systems

HF/SSB receiver transmitters and control panel locations

8-4
 Radio, Communications, and Navigation Systems

HF radio system antenna and coupler locations

8-5
 Radio, Communications, and Navigation Systems

according to the time of day. Because the

UHF-Ultra High frequency used at a particular instant
Frequency/VHF-Very High depends on the precise time of day, both
Frequency Radio UH F r a d io s o f a Hav e Qu ick
communication link must have clocks,
Dual VHF radio systems are used for and these clocks must be synchronized.
li n e -o f - s i g ht ra d io -t e lep h o ne The Universal Coordinated Time (UCT)
communication. Communication range has been adopted for the Have Quick
will vary with altitude. As the altitude of the UHF radio time.
airplane increases, the line-of-sight range
increases The systems provide two-way UHF and VHF Radio Secure Voice
AM (a m p li t u d e m o d u la t io n )
double-sideband transmission and Provisions for two identical UHF radio
reception. secure voice systems and two identical
VHF radio secure voice systems are
The antenna for the VHF No. 1 system is installed in the airplane. Each system is
located on the visor door. The antenna for used with a UHF or VHF radio. The No. 1
VHF No. 2 system is located on the top of UHF radio secure voice system is used
the fuselage. with the (pilot’s) No. 1 UHF radio and the
No. 2 UHF radio secure voice system is
UHF Radio System used with the (copilot’s) No. 2 UHF radio.
The No. 1 VHF radio secure voice system
Dual UHF radio systems are used for is used with the (pilot’s) No. 1 VHF radio
lin e -o f -s ig h t , ra d io -t e lep h o ne and the No. 2 VHF radio secure voice
c o mm un ica tio n. Th e s ys t ems are system is used with the (copilot’s) No. 2
designated UHF No. 1 and UHF No. 2. VHF radio. Controls are located on the
Communica tio n ra nge varies with overhead console.
altitude. As the altitude of the airplane
incre ase s, the line -of-s ight range Static Discharger
increases. The systems provide two-way,
AM ( a mp l it ud e m od u la tio n ), Sixty-four static dischargers are located
double-side-band transmission and at various points along the trailing edges
reception. The Have Quick UHF radio of the wings and empennage. The static
s y s t e m ha s a f re q ue n c y h o p pi ng dischargers help prevent avionics
capability. Frequency hopping is a systems interference by dissipating
technique where the frequency being accumulated static electricity into the
used for communication is rapidly atmosphere.
changed many times per second. The
frequency hopping is implemented by
storing a pattern of the frequencies to be
used for a given day within every Have
Quick UHF radio and utilizing this pattern

8-6
Radio, Communications, and Navigation Systems

UHF/VHF radio communication components

8-7
Radio, Communications, and Navigation Systems

UHF/VHF radio system control panels

8-8
 Radio, Communications, and Navigation Systems

until the lithium battery pack in the

CDPIR and Emergency transmitter is depleted. The emergency
Locator Systems lo c a to r t ra n s mit t er o p er a te s
independently from the airplane electrical
CDPIR System power except for the 28 VDC required to
reset the transmitter. 28 VDC power is
The Crash Data Position Indicator supplied from avionics DC bus No. 1 on
Recorder (CDPIR) system (installed on navigator’s circuit breaker panel No. 1.
C-5A models) is intended to minimize the The battery used in the transmitter is a
time required to locate a downed airplane hermetically sealed lithium battery pack.
in the event of a crash and to provide a
record of voice transmissions and Cockpit Voice Recorder
selected airplane operational data. The
recorded information is preserved on a The cockpit voice recorder system is
magnetic tape. The recorder is contained installed in the airplane to monitor and
in an airfoil that is separable from the record audio from the flight station. The
airplane. The airfoil also contains a cockpit voice recorder control unit is
beacon transmitter that transmits on the located on the pilot’s station center
international distress frequency of 243.0 c o n s o le . Th e f lig ht s t a t ion a r ea
MHz. Transmission is automatically microphone is located above the pilots’
initiated when the airfoil is separated from center instrument panel. The voice
the airplane. recorder is mounted within the vertical
stabilizer on the left side.
ELT System
Digital Flight Data Recorder
The Emergency Locator Transmitter
(ELT) (installed on C-5B models) serves The digital flight data recorder (DFDR)
the same purpose as the CDIPR. The records selected airplane parameters
system automatically and simultaneously and time. The system consists of a single
transmits emergency distress signals on digital flight data recorder M18A which
121.5 and 243.0 MHz in the event of a in t e r f a c e s wit h t h e (M ADARS )
crash or forced landing. The ELT control malfunction detection, analysis, and
panel is located on the pilot’s center recording system via the MADARS
console. The antenna is mounted on the multiplexer (MUX) processor ARINC 717
top surface of the horizontal stabilizer and data bus. The shock-mounted recorder
the transmitter is located within the aft c o n t a i n s a n e x t e rn a lly m ou n t ed
bullet below the antenna. The transmitter underwater locator beacon. The recorder
is secured to a mount and plate. The is located in the vertical stabilizer on the
control panel enables remote manual right side. A test playback receptacle is
control and test of the transmitter. installed in the cargo compartment, just
forward of the aft personnel door, at
The crash force sensor is subjected to an fuselage station 1836, waterline 177.
impulse force of 5g (+ 2, -0) for a minimum
of 11 milliseconds. Transmissions will
continue for approximately 45 to 50 hours

8-9
 Radio, Communications, and Navigation Systems

Crash data position indicator recorder system components

8-10
Radio, Communications, and Navigation Systems

Cockpit voice recorder system components

8-11
 Radio, Communications, and Navigation Systems

Digital flight data recorder and cockpit voice recorder

8-12
 Radio, Communications, and Navigation Systems

function selector switch, a NAV VOL

Radio Navigation Systems control, a NAV TEST/LAMP test switch,
four slewing switches, a COMM/NAV
VHF Navigation slew enable switch, and a display
brightness control.
Two complete VHF navigation systems
are used to provide the capability for VHF/NAV Antenna
reception of VHF Omni-Range (VOR)
signals, instrument landing system (ILS) The two DMN4-28 VHF navigation
signals, localizer (LOC) signals, and antennas are installed in the upper half of
glideslope (GS) signals. In addition, the th e ve rt ica l sta bilize r . Bo th V HF
No. 1 system performs the functions of a navigation systems are connected to the
marker beacon (MB) receiver. The antennas by means of a tee adapter. Both
AN/ARN-147 and AN/ ARN-127 are systems can be operated simultaneously
solid-state VHF navigation systems on the same or different frequencies with
consisting of a remote receiver, a receiver this one antenna.
control, and the associated VOR/ILS, GS,
and MB antennas. Three independent Glideslope Antenna
receivers within the navigation receiver
unit are integrated to provide for reception The Collins 528-0688-063 glideslope
of 200 VOR/LOC channels,40 GS antenna is installed inside the nose
channels, and MB. Audio outputs are radome on the lower bulkhead. This
provided for station identification and single antenna is used for both glideslope
voice reception. The system furnishes receivers.
relative bearing to the horizontal situation
indicators (HSI) and the bearing distance Marker Beacon Antenna
heading indicator(BDHI) of the pilot and
copilot. It furnishes guidance information The DMN27-lA marker beacon antenna is
to the flight director, and when activated, mounted at FS 934 on the bottom of the
operates the marker beacon indicator airplane fuselage. Vertical antenna
lamps on the pilot’s and copilot’s main patterns permit MB reception in a cone
instrument panel. It also furnishes course, about 150 degrees wide in pitch and 100
glideslope, and flag information to the HSI degrees wide in roll. There is an
and attitude director indicator ADI. approximate 15-degree null directly
below the antenna so that a cone of
Control Panel silence exists as the airplane passes
directly over the ground station.
Two dual VHF-Comm/Nav control panels
are installed on the center console. The Localizer Antenna
co n t r o l p an e l d ispla ys will sho w
frequency and/or comm channel number. The DMN4-20 localizer antenna is
T h e t o p d i s p la y is f or t h e V HF mounted on the radome plug at FS 281,
communication system and the bottom WL approximately 294.
one is for the VHF navigation system. The
rest of the system controls consist of the
fo llowing swit ches: a COMM/NAV

8-13
 Radio, Communications, and Navigation Systems

Automatic Direction Finder (ADF) TACAN

Navigation
The TACAN system is a polar coordinate
The ADF navigation system provides a navigation system, which provides an
radio aid to navigation as an automatic indication of magnetic bearing and
direction finder, manual direction finder, distance from the airplane to a TACAN
a u r a l n a v iga t io n re c e iver , a nd ground station or suitably equipped
c on ven tion al lo w f reque ncy a ural cooperating airplane. The TACAN
receiver. As an automatic direction finder, system operates in the UHF frequency
the system continuously indicates range which limits the operating range to
bearing to any selected radio station and line of sight. The maximum operating
simultaneously provides aural reception range is 300 nautical miles and depends
of audio transmissions from the station. on airplane altitude and terrain.
As a manual direction finder, the system
enables the operator to find the bearing to The TACAN system uses two stub-type
a selected radio station by manually antennas mounted on top of the airplane
c ontro lling th e n ull d irection of a a n d t wo f l u s h -m o un t e d a nt e n na s
d ir e c t i o n a l a n t e n n a . As a n a u ra l mounted on the bottom of the airplane.
navigation receiver, the system provides E a c h s y s te m (No . 1 a n d No . 2 )
navigation data from low frequency radio receiver-transmitter is connected to one
r a n g e s . V oice a nd u nm o du la t ed upper antenna and one lower antenna.
transmissions are received by the system
as a conventional low frequency aural
receiver.

8-14
Radio, Communications, and Navigation Systems

VHF navigation system components

8-15
Radio, Communications, and Navigation Systems

ADF navigation system components

8-16
Radio, Communications, and Navigation Systems

TACAN system components

8-17
 Radio, Communications, and Navigation Systems

cavity oscillator in the transponder

Identification Friend/Foe section. The transponder generates an
(IFF) System RF coded reply which is radiated back to
the interrogating source to complete the
The IFF system is used to identify that the identification. The test section provides a
airplane is friendly when properly visual indication of points critical to fault
interrogated. The interrogation signals localization. All necessary voltages are
can be transmitted from land bases, provided by the power supply.
aboard ships or other airplanes. Pulse
coded signals, transmitted from the IFF Transponder Computer,
interrogator, are decoded by the IFF KIT-lA/TSEC
system. If the interrogation code is
correct, a coded reply is transmitted. This P ro v isio n s a re m a de f o r an I F F
reply is received, processed, and transponder computer to be installed on
displayed by the interrogation control the shelf in avionics rack bay 3. The
center. The display indicates whether the receiver-transmitter can be operated
airplane is friend or foe. wi t h o u t t h e c o mp u t er . Wh e n t he
c o m p u t e r i s c on n e c te d , M od e 4
(IFF) System Receiver-Transponder interrogations bypass the decoder in the
receiver-transmitter and are applied
The receiver-transponder consists of six directly to the computer. The coded
basic sections; receiver, decoder, coder, interrogation pulse is decoded in the
transmitter, test, and power supply. The computer and a coded reply pulse
receiver section receives, amplifies, and generated which is returned to the
detects the coded IFF interrogation receiver-transmitter for transmission to
pulses picked up by the antenna. The the interrogating source. An IFF light on
resultant video pulses are then applied to the center console annunciator panel
the decoder section. If the interrogation comes on when Mode 4 interrogations
pulses contain the proper characteristics are not properly decoded. (The IFF light
for the mode in use, the decoder does not operate unless the computer is
generates signals to the coder section. installed.)
The coder then generates a train of reply
pulses which is used to modulate the

8-18
Radio, Communications, and Navigation Systems

IFF kit-1A

IFF system components

8-19
 Radio, Communications, and Navigation Systems

Receiver/Transmitter
Color Weather Radar
The receiver/transmitter is a lightweight,
The color weather radar system is a airborne unit consisting of synchronizer
multimode X-band radar for use in circuit, servoamplifier, and power supply
weather avoidance, ground mapping, circuits. The unit is housed in a single, full
beacon interrogation and reception, and ATR form factor case located behind the
navigation. It also incorporates a self-test visor bulkhead. The front panel of the
function. The system operates at a center receiver/transmitter contains a connector
frequency of 9375 MHz with a power for use with the test equipment, fault
output of 65 kw. Data acquired by the indicator lamps (ANT, RT), elapsed time
system is displayed in color on the radar i n d i c a t o r , a c c e s s ho l e s f o r g ai n
indicator to aid the pilot in weather adjustments (STAB, PITCH, ROLL), and
avoidance and navigation. Distance and a XMTR ON/OFF switch for use in
heading information is also displayed by maintenance procedures.
range and azimuth markers.
Antenna
The system, functioning as a weather
radar, furnishes continuous enroute The antenna is an X-band, sector scan
weather information relative to cloud wea th er radar with pitch an d ro ll
formation, rainfall rate, thunderstorms, stabilization about two separate axes.
and areas of turbulence and icing The antenna is used for both transmitting
conditions by means of radar echos and receiving. It can be manually titled, by
processed and displayed on the radar the radar control, to any position between
indicator. The system can furnish 14 degrees above and 14 degrees below
enroute weather information to enable the the horizontal, zero-degree attitude.
pilot to avoid the turbulence associated
with thunderstorms; hence the radar Radar Indicators
system acts as a path-finder to aid the
pilot in selecting a path through the Two radar indicators are installed in the
weather. airplane, one at the pilot’s station on the
pilot’s main instrument panel, and one at
In addition to its primary purpose of the copilot’s station on the copilot’s side
weather mapping, the radar system can console. The radar indicators provide a
be used, day or night, for ground three-color display of weather and ground
mapping. As a terrain mapping radar, the targets within the area scanned by the
system defines and displays different radar antenna. Internally generated
types of terrain features. The system is range marks and azimuth lines are
also capable of skin painting C-130 or displayed to assist in determining the
larger type aircraft for formation flying and range/azimuth bearing of targets, so that
also has a beacon navigation mode, significant weather disturbances may be
which is capable of displaying X-band avoided and navigation enhanced by use
beacons’ identification codes. of the ground mapping information.
Additionally, flight parameter data and
directional displays, selected on the
display interface control unit (DICU) can
be displayed on the indicators.

8-20
Radio, Communications, and Navigation Systems

Color weather radar receiver transmitter

8-21
 Radio, Communications, and Navigation Systems

Pilots radar indicator on center instrument panel

Radar indicators

8-22
 Radio, Communications, and Navigation Systems

assembly, is controlled to maintain a

Triple (INS) Inertial vertical and horizontal reference with
Navigation System respect to the earth from which all
airplane movement is measured. Gyros,
The triple INS contains three inertial a c c e l e r o me t e r s , t o r q u e m ot o rs ,
navigation systems each composed of synchros, and resolvers are mounted on
the sensors, computer processing, and the platform. These devices, with the
monitoring displays required for reliable electronics, form stabilization and
precision attitude reference and accurate accelerometer loops. The gyros sense
global navigation entirely independent of platform movement around the pitch and
ground reference signals. System roll axes and generate output signals
o u t p u t s p r o v id e s m o ot h , f ly a ble which are routed to the electronics along
commands to the pilot, copilot, and with travel-over-the-earth corrections
autopilot. The three INSs and an INS signals from the computer. The electronic
mount assembly consisting of an avionics outputs drive the torque motors which
rack and three INS cooling units (ICU) correct for platform movement. The
make up a triple inertial navigation system accelerometers sense acceleration along
installation. Each of the INSs consists of the pitch and roll axes of the airplane and
a navigation unit (NU), control and display provide corresponding signals to the
unit (CDU), mode selector unit (MSU), computer where they are translated into
and battery unit (BU). information required for navigation
calculations. In addition to its function in
Navigation Unit (NU) the stabilization and accelerometer loops,
the electronics also conditions and
The three navigation units (NUs) are distributes input power and controls the
mounted side-by-side in the prealigned temperature of the platform.
avionics rack on the bottom shelf in
avionics compartment bay 1. Mounted Inertial Navigation System (INS)
between the navigation units are three Cooling Unit
INS cooling units (ICUs) which provide
cooling air for the navigation units. A Three INS cooling units (ICUs) (part of the
decal with four temperature-sensitive INS mount assembly) provide cooling air
indicators is affixed to the front panel of to the navigation units. The ICUs are
each NU. Each indicator is related to a mounted on the rack between the
particular temperature (160, 170, 180, n a v i g a t io n u n it s in t h e a v ion ic s
190) and turns irreversibly black when the compartment bay 1. Two of the ICUs are
indicated temperature is exceeded. mounted between NU-1 and NU-2 while
the third is mounted between NU-2 and
The navigation unit senses all airplane NU- 3. Each ICU consists of an inverter,
movement and produces all INS output blower, air sensing switch, blower
signals. The INS has three functional electronics assembly, and miscellaneous
sections which operate together to hardware. The inverter receives 28 VDC
determine all navigation and attitude from either the avionics DC bus or the
output signals. Located in the navigation battery unit and converts the DC to AC for
unit, these sections are the stabilized use by the blower. The air sensing switch
p la t f o r m , e l e c t r o n ic s , a n d d ig ita l monitors air flow and causes a lamp to
computer. The platform, a four-gimbal illuminate on the master caution panel

8-23
 Radio, Communications, and Navigation Systems

when air flow is less than required for NU Mode Selector Unit (MSU)
cooling. The blower electronics assembly
contains the necessary electronics The three mode selector units (MSUs) are
elements for control of the inverter and mounted in the pilot’s and copilot’s side
blower. consoles; MSU-1 and MSU-3 in the pilot’s
side console and MSU-2 in the copilot’s
Control/Display Unit (CDU) side console. An optional location for
MSU-3 is provided at the navigator’s
The three control/display units (CDUs) station. The three MSUs are identical.
are normally installed in the flight station Each contains a selector and two
center console. An optional location for indicators. The selector provides the
CDU-3 is provided at the navigator’s pilot/copilot with the means of selecting
s tation. Each CDU serves as the system modes of operation. The selector
c ommun ications link b etween the has five positions: OFF, STBY, ALIGN,
operator and the navigation unit digital NAV, and ATT. Normally, the STBY and
computer. All pertinent navigation data is ALIGN positions are used on the ground
displayed on the CDU in decimal form. only, while the NAV and ATT positions are
The CDU is also used to insert flight plan associated with inflight functions.
data, select waypoints which determine
desired track, and monitor system Inertial Navigation System (INS)
operation and status. The CDU contains Select Panel
a power supply, logic circuits, controls
a n d in dic a t o rs . T h e c o nt rols a nd The INS select panel is located at the
indicators are used to insert information flight station center console. This panel
int o th e comp ut er a nd t o display provides the pilot and copilot with a
in f o r m a tio n c o n ta in e d with in t he means to select the desired INS system
computer. The CDU also displays system for operation. The panel contains two
operating status. switches designated for use by the pilot
and copilot. The pilot may select either
The Fuel Savings Advisory System INS 1 or INS 3. The copilot may select
(FSAS) CDU display is a cathode ray tube either INS 2 or INS 3.
(CRT) with six lines of data up to 13
characters per line. The FSAS CDU Inertial Navigation System (INS)
displays the same information as the INS Status Panel
CDU left and right data displays. In
addition, various special symbols such as T wo id e n t ica l I NS s t at u s p a ne l
greater than, less than, pound sign, assemblies are installed in the flight
asterisk, etc. are displayed. All data station. One assembly is installed on the
selection is accomplished by means of pilot’s instrument panel, and the other
the 41-key keyboard. Data to be loaded assembly is installed on the copilot’s
into the computer is first loaded into the in s t ru m e n t p a n e l . T he s e p a ne l
data display by operating the keyboard. assemblies provide the pilot and copilot
Disp lay o f t he data allo ws v is ual with a visual display of system status.
verification of the data before loading the E a c h p a n e l a s s e mb l y i n c lu de s
data into the computer. annunciator lights for the following
functions: INS attitude failure, INS
heading failure, INS 3 selected, INS 3

8-24
 Radio, Communications, and Navigation Systems

selected by both pilots, TACAN mix, and 28 volts DC. A 20- ampere circuit breaker
leg change alert. The INS failure status on the front of the BU protects it from
information that is displayed to the pilot is excessive current flow. The BU is
for INS 1 and INS 3. The INS failure status connected to the system for a short time
information that is displayed to the copilot (12.8 seconds) during the initial alignment
is for INS 2 and INS 3. sequence after turn-on to check that it is
f u n c t i o n in g p r o p e rl y. Th e BU is
Navigation Selector Panel (NSP) automatically charged by a battery
charger in the NU when the system is
Two identical navigation selector panels operating on normal power. A fully
are installed above the pilot’s center charged BU can sustain system operation
instrument panel and beneath the glare for up to 30 minutes.
shield. One selector panel is provided for
use by the pilot, and the other selector Ground Proximity Warning System
panel is provided for use by the copilot. (GPWS)
Each selector panel allows the inertial
navigation mode (I-NAV) to be selected. The ground proximity warning system
Other modes which may be selected are (GPWS) provides the pilots with visual
heading, VOR/ILS, ILS, TACAN, flight and aural warning of any potentially
director test, and navigation aids off. dangerous flight paths relative to the
ground. The warning system is activated
Battery Unit (BU) whenever anyone of the following
conditions occur:
The three battery units (BUs) are located
on the floor of avionics compartment bay • Excessive rate of descent
3. Each BU provides reserve power for
the INS should the 115 volt primary input • Excessive closure rate to the
power be interrupted or should it drop ground
below the minimum allowable voltage • Negative climb
level. On AF83-1285 and up, each BU
also provides power to the MADARS • Unsafe configuration
multiplexer processor (MUX/PROX). This • Excessive deviation below the
power retains the software program glideslope
lo a d e d into the M UX / PRO X
c o m p le m e n ta r y m e ta l o x ide
semiconductor (CMOS) memory. The
battery contains 19 nickel-cadmium cells
which are connected in series to furnish

8-25
Radio, Communications, and Navigation Systems

INS control panels

8-26
Radio, Communications, and Navigation Systems

Navigation instruments

8-27
Radio, Communications, and Navigation Systems

Triple INS mount with navigation units

8-28
 Radio, Communications, and Navigation Systems

outputs and provides an appropriate

Fuel Savings Advisory warning message or flag.
System (FSAS)
Control Display Unit (CDU)
The Fuel Savings Advisory System
enables the flight crew to accomplish The Control Display Unit (CDU) provides
f li g h t p r o f ile s wit h min imu m f ue l the primary interface between the
consumption. Using EPR data, total air aircrew, FSAS, and INS No. 1. It serves
temperature data, INS data, altitude and as a terminal for the FSC and provides full
airspeed data, fuel flow data, and the flight management capability for both the FSAS
crew-inserted desired flight plan data, the and INS No. 1. The CDU contains a power
system will compute the most efficient supply, logic and control circuits, a
flight profile. All inputs and their computed keyboard for data entry, and a cathode
results can be called up and displayed on ray tube (CRT) for the display of data and
the FSAS Control Display Unit (CDU). In messages. The CRT displays 6 lines of
addition to providing an advisory flight data with a maximum of 13 characters in
profile, the FSAS provides coupling to the each line. The FSAS CDU also serves as
A FC S a u t o p ilo t a n d a u t o -t h ro t tle the CDU (CDU-1) for INS No. 1.
subsystems and provides signals to the
Color Weather Radar indicators, GPWS Display Interface Control Unit (DICU)
speaker and inter- phone channel, and
the pilot’s and copilot’s wind-shear The Display Interface Control Unit (DICU)
warning and altitude alert annunciators. provides control of the FSAS ac power,
The FSAS is also interfaced with INS No. selection of altitude alert targets,
1 of the Triple Inertial Navigation System annunciation of autopilot-coupled FSAS
through the FSAS CDU to provide control modes, and annunciation of INS No. 1
and display of the FSAS-selected INS operation on battery power. The DICU
functions. also provides selection and control of
FSAS/INS data that can be displayed by
Fuel Savings Computer (FSC) Color Weather Radar. The DICU contains
three green annunciators (CLB, CRZ, and
The Fuel Savings Computer (FSC) is a DES), an amber annunciator (BAT), a
16-bit, medium-speed, general-purpose pull-on toggle switch (FSAS PWR), a
d ig i t a l c o m p u t e r . I t c on t a ins an m o m e n ta r y -c o n ta c t t o g gle s witc h
analog-to-digital/digital-to-analog signal (ALERT WARN), a four-position cursor
data conversion system and an integral co n t r o l switch (CURS OR) , an
p o we r s u p p ly . T h e c o m pu t e r eight-position rotary mode selector
continuously monitors, computes, and s w i tc h, f ou r th umb w he el s e le c to r
updates distance between waypoints, switches (ALT ALERT and RNG), and a
engine performance, fuel flow, and t h r e e - p o s it io n to g g le s witc h
airplane environmental conditions. It (UP/center/DN). In addition, the DICU
utilities this information to arrive at c o n t a i n s a n int e rn a l an n u nc ia t o r
optimum flight profiles. In addition, the bright/dim control module.
computer monitors the entire system and
internal operation for invalid inputs and

8-29
Radio, Communications, and Navigation Systems

Pilots’ center console layout

8-30
 Radio, Communications, and Navigation Systems

FSAS and DICU control panels on pilots’ center console

8-31
 Radio, Communications, and Navigation Systems

Communication, navigation system antennas and transmitters

8-32
Radio, Communications, and Navigation Systems

BLANK

8-33
Radio, Communications, and Navigation Systems

BLANK

8-34
 Flight Controls

FLIGHT CONTROLS

The flight control system of the C-5 Aileron System

airplane is comprised of the primary flight
controls, the secondary flight controls, the The roll motion of the airplane is
stallimiter system, automatic flight controlled by two conventional ailerons
controls, and associated cockpit controls. assisted by 10 flight spoiler panels. The
The functions and operation of the flight 10 flight spoiler panels serve a dual
control systems covered by this manual purpose in that they also function as
are described in general in the following ground spoilers. (The spoiler system will
paragraphs. be discussed separately.) Each aileron is
operated by a dual hydraulic servo control
Primary Flight Controls unit. The aileron servo control unit
responds to pilot manual control and
The primary flight control system consists inputs from the automatic flight control
of the aileron, elevator, and rudder control system. Manual control is accomplished
system. The control surfaces are of the by rotation of the control wheel and
multisurface concept consisting of transmitted through the aileron cable
outboard ailerons, four elevators and two system to the aileron servo control unit.
rudders. Control cable runs are as The pilot’s and copilot’s aileron controls
straight as practical to reduce cable are two separate systems. The pilot’s
a n g le s a n d t u r n s . Ca b l e t e n s ion control wheel is attached to the left
regulators are incorporated to maintain forward aileron tension regulator located
adequate tension in the cables under under the cockpit floor. A closed cable
thermal and load changes. Dual hydraulic runs from the pilot’s quadrant along the
actuators are located at each aileron, rear face of the left wing spar to a final
elevator, and rudder surface. Hydraulic output quadrant located near the aileron.
power is supplied to the flight controls The final output quadrant is connected to
systems by four separate engine-driven the aileron servo manifold by two links. A
pump-type hydraulic systems. The pilots similar system connects the copilot’s
controls maintain the proper feel during control wheel to the right wing final output
normal operation through the use of quadrant. An interconnect rod attached to
springs with positive centering. Torque the pilot’s and copilot’s forward tension
limited pilot assist cable servo (PACS) regulators and rear beam quadrant
units, which reduce breakout forces at the connects the two systems. The aileron
controls, are provided for the aileron and servo manifold receives hydraulic power
elevator controls. from three hydraulic systems. The
combination use of the three systems is
such that no single hydraulic failure will
abort a mission, and the ailerons will be
controllable after the loss of any one
hydraulic system.

9-1
 Flight Controls

Aileron Trim Control stabilizer. Each rudder is deflected by a

d ua l, irr ev er sib le h y dra ulic s ervo
Aileron trim control is achieved with the assembly. Normal maneuvering of the
ailerons. (The C-5 airplane has no trim airplane is accomplished by positioning
tabs.) The trim actuators trim the aileron the conventional rudder pedals. Input
actuator valves, deflecting the aileron command at the pedals is transmitted
from the normally faired position. through a single cable system from the
flight station to the upper and lower rudder
Elevator System servo input quadrants. Hydraulic power is
supplied to the rudder servo assemblies
The elevator control system is used to by three separate hydraulic systems, with
control the pitch attitude of the airplane. two connecting to each servo unit. The
This is accomplished by the use of four servo units are supplied power in a
separate elevator surfaces hinged at the manner such that control of the airplane
trailing edge of the horizontal stabilizer. is maintained in the event of the loss of
Control column travel forward and aft any two hydraulic systems.
provides full elevator movement. The
elevator surfaces are actuated by Rudder Trim Control
full-power hydraulic actuators. Each
inboard surface is powered by a dual The trim actuator provides a parallel input
hydraulic system power control servo to the rudder system. The actuator
unit. Each outboard surface is powered repositions the neutral point of the
by both a dual and a single hydraulic centering bungee after the rudder pedals
system servo unit. have been displaced to a desired trim
position. Two rudder trim control switches
Rudder System located on the cockpit center console
operate the trim actuator. The upper and
The directional control of the airplane is lo w e r s u r f ace s are t r imm ed
accomplished by the rudder system. The simultaneously.
rudder control system consists of an
upper and lower rudder surface, pivoted
to the trailing edge of the vertical

9-2
 Flight Controls

Cable Tension Regulators Cable Tension Regulator Surge

Locks
The aileron, elevator, and rudder control
systems contain tension regulators which Each tension regulator incorporates a
differ slightly in appearance and indicator surge lock assembly which locks the
scale readings but are identical in sectors together on their shaft in the event
operation. The main function of the a cable breaks. This minimizes sudden
tension regulators is to maintain a control surface travel. For example, if an
constant tension on cables regardless of elevator up control cable were to break,
temperature or structural deflection. The the two sectors of the tension regulator
tension regulator does this with moveable would lock relative to each other. The only
sectors connected together on a common input to the elevator system would be that
s h a f t b y m e a n s o f s pr in gs a nd associated with the reduction in tension in
interconnections. the still intact elevator down cable. When
a surge lock is inadvertently set, it is
evidenced by a spongy control system
with excessive lost motion. To reset a
surge lock, increase tension on both
cables to obtain a tension higher than the
rigging tension, and then slowly release
tension on the cables.

9-3
 Flight Controls

Primary flight controls

9-4
 Flight Controls

Primary flight control cable routing

9-5
 Flight Controls

Control column cable routing

9-6
 Flight Controls

Aileron cable tension regulators

9-7
 Flight Controls

Aileron actuators

9-8
 Flight Controls

Aileron manifold assembly

9-9
 Flight Controls

Elevator quadrants

9-10
 Flight Controls

Inboard elevator servo actuators

9-11
 Flight Controls

Outboard elevator servo actuators

9-12
 Flight Controls

Lower rudder quadrant and limiter assembly

9-13
 Flight Controls

Rudder actuators

9-14
 Flight Controls

through an angular displacement of two

Secondary Flight Controls degrees from the flaps-up position, a
switch is actuated, causing electrical
The secondary flight controls are power to be removed from solenoid
composed of the flap system, the slat operated control valves in the clutch and
system, the spoiler system and the pitch brake assembly. The clutch then engages
trim system. A brief description of each and the brake disengages to provide
system is covered in the following power for slat deployment. The slats
paragraphs. reach the fully-extended position when
the flaps reach the 15 degrees position.
Flap System Asymmetry detection and brakes are also
employed in the slat system.
Twelve wing flaps, six in the trailing edge
of each wing, extend to increase the lift of Spoiler System
the wings, resulting in greater stability of
the airplane at low air speeds. The flaps Eighteen spoiler panels are mounted on
are controlled by a flap control handle the upper wing surface near the trailing
situated on the cockpit center console. edge. All eighteen are employed during
The flap handle has four primary the landing rollout, to destroy lift. The ten
positions: up, 40% take-off, 62% take-off outboard panels serve a dual purpose in
and approach, and landing. The flap that they are used in conjunction with the
system is activated by two hydraulic ailerons during flight for more positive
motors, and a gear box for torque power lateral control. A mechanical mixing box
transmission to screwjacks at each flap. in each wing converts the input command
The motors are powered by two hydraulic from the aileron cable system to a
systems, but will operate with one proportional command to the ten flight
system. A flap asymmetry system is spo ilers. Sp oiler con trol ha ndles,
p r o v id e d t o d e t e c t as y m me t rica l provided at each side of the cockpit center
conditions between the left and right wing console, connect the panel actuator
flaps. The system removes hydraulic control valves through a single closed
power and actuates flap brakes located in loop cable. An actuator is provided for
the wing tips when asymmetry limits are each spoiler panel. The spoiler system is
reached. powered by all four hydraulic systems,
and will be controllable after the loss of
Slat System any two systems. Safety features are
incorporated to prevent inadvertent
Fourteen leading edge slats are used in ground spoiler deployment while the
conjunction with the flaps during the take- airplane is airborne or during take-off. The
off and landing portion of the flight to ground spoiler handle is locked in closed
increase lift at low speeds. The slats position unless two forward or aft main
receive power from the flap power landing gear struts are compressed or
package, to a clutch and brake assembly, spin up attained on diagonal opposite
and a gear box for torque tube power bogies. The locking feature may be
transmission. The flap handle controls the overridden by a manual release handle.
slats. Displacement of the flap handle to
the takeoff and approach detent rotates
an input quadrant on the flap power
package. As the input quadrant passes

9-15
 Flight Controls

Pitch Trim System cause the actuator to extend or retract.

Three means of operating the horizontal
The pitch trim system relieves the pilot of stabilizer actuator are provided. They are:
control column load caused by varying switches on the control wheel, a manual
loading and flight conditions. The pitch lever, and center console switches.
trim control, completely independent of
the elevator system, is accomplished by Stallimiter System
pivoting the horizontal stabilizer about its
attachment shafts to raise or lower the The stallimiter system is composed of a
leading edge of the stabilizer. The stall warning system. The system
horizontal stabilizer is, therefore, the pitch computer m o n it o r s s p e e d,
trim control surface. The system includes a n g le - o f- a tt a c k a n d o t he r f lig ht
the horizontal stabilizer actuator and an information and determines permissible
input system. The actuator is equipped or nonpermissible flight conditions. When
with an in dependent rotating nut and a the permissible angle-of-attack has been
rotating screw drive. The actuator stands exceeded, the system warns the pilot and
in a v e rt i c a l p o s i t io n wit hin t he copilot by shaking the control columns
empennage. Pitch trim is achieved by and further deviation from permissible
rotating the screw within the nut utilizing angle-of-attack conditions activates an
the screw drive or rotating the nut using audible warning.
the nut drive. A hydraulic brake device
holds one drive while the other is
operating. Either mode of operation will

9-16
 Flight Controls

Secondary flight controls

9-17
 Flight Controls

Secondary flight controls cable routing

9-18
 Flight Controls

Flap control lever assembly

9-19
 Flight Controls

Flap system power package

9-20
 Flight Controls

Flap system torque tube assembly (typical)

9-21
 Flight Controls

Slat/flap angle gearbox

9-22
 Flight Controls

Flap track, carriage, and actuator assembly

9-23
 Flight Controls

Flap asymmetry detector, gearbox, and brake assembly

9-24
 Flight Controls

Slat drive system

9-25
 Flight Controls

Slat clutch and brake assembly and flap angle gearbox

9-26
 Flight Controls

Slat clutch and brake assembly

9-27
 Flight Controls

Slat asymmetry brake, gearbox, and detector

9-28
 Flight Controls

Slat/flap angle gearbox (decoupler unit)

9-29
 Flight Controls

Typical slat track and actuator

9-30
 Flight Controls

Typical moving island assembly

9-31
 Flight Controls

Ground spoiler control levers

9-32
 Flight Controls

Typical spoiler actuator

9-33
 Flight Controls

Typical spoiler assembly

9-34
 Flight Controls

Pitch trim actuator

9-35
 Flight Controls

Pitch trim control handles

9-36
Flight Controls

BLANK

9-37
 Flight Controls

disengaged. Pressing the go-around

Automatic Flight Controls button the second time will disengage the
go-around mode. The autopilot may be
The automatic flight control system re-engaged during or after the go-around
contains all the subsystems necessary to maneuvers.
automatically control airplane stability,
aerodynamic handling characteristics Angle-of-Attack Subsystem (AOA)
r e s p o n s e s , a n d ma i n t a in t he
pre-established flight direction in all three T h e r e a r e f ou r an g le -o f -a t ta c k
planes. At any time during an automatic transducers on the airplane, two on each
mode of operation, the pilot can take side of the fuselage. These transducers
manual control of the airplane. All s u p p l y o u t p u t s t o t h e s t a l l i mi t e r
automatic modes are controlled by s u b s y s t e m , g o - a ro u n d a tt it u de
in d e p e n d e n t s y s t e m s s o t h a t a subsystem, and the automatic throttle
malfunction in one mode will not affect the s u b s y s t e m . T h e a n g l e -o f - a t ta c k
others. For ground functional testing, the transducer is a servoed unit which is
automatic flight controls system (AFCS) actuated by a vane extending into the
has built-in-test equipment (BITE). airstream to measure the angle between
local airflow and the fuselage reference
Pilot Assist Cable Servo System line; the output of the transducer is
(PACS) proportional to that angle.

The Pilot Assist Cable Servo system used Pitch Augmentation Subsystem
in the aileron and elevator control cable
runs are similar. These systems are The pitch augmentation subsystem
provided to aid the pilot in moving the improves the airplane short period natural
control surfaces. The application of pilot frequency of oscillation and acts as a
effort at the wheel will result in the PACS damper to elevator movement when
assisting in over-coming the total necessary. The pitch augmentation
breakout force. The PACS servos are subsystem utilizes signals from three
electromechanical torque motors with a pitch rate gyros in the pitch augmentation
small output torque. Force sensors in computer.
each control wheel hub detect pilot effort
and transmit a signal which is amplified Lateral Augmentation Subsystem
and transferred to the PACS. The
maximum torque of the units is adjusted The lateral augmentation subsystem
so that the PACS alone cannot result in provides roll damping and reduces the
surface movement. dutch roll characteristics. The subsystem
uses signals from two central air data
Go-around Attitude Subsystem computers, three INS navigation units,
(GAAS) and three roll rate gyros in the yaw/lateral
augmentation computer.
In addition to providing angle-of-attack
information to the VSFI, the GAAS
p r o v id e s t h e FD C wit h d ire c t o r
c o m m an d s t o p er f or m a ma n ua l
go-around. At the time go-around is
initiated the autopilot will be automatically

9-38
 Flight Controls

Yaw Augmentation Subsystem Autopilot Subsystem

The yaw augmentation subsystem, The autopilot subsystem for the C-5
provides stabilization for the lateral airplane controls the pitch and roll axes.
d ir e c t i o n a l a x is a n d p ro p er t u rn Included in the two axes autopilot are the
coordination needed to reduce sideslip. n e c e s s a r y e q u ip m e n t t o pe r fo r m
The subsystem uses signals from the two automatic landings and automatic
central air data computers, three INS navigation functions in addition to the
navigation units, and three yaw rate gyros conventional autopilot mode capabilities.
in th e y a w/la te r a l a u gm e nt a t ion Vertical navigation information from the
computer. The system also accepts fuel savings advisory system (FSAS) can
rudder commands from the roll-yaw b e co up led t o th e pit ch aut opilot
autopilot in the automatic approach and computer. This allows selected FSAS
landing modes. mode control of the airplane through the
pitch axis autopilot.
Automatic Throttle Subsystem
Active Lift Distribution Control
The autothrottle subsystem automatically Subsystem (ALDCS)
positions the throttles to control the
airplanes airspeed, mach number, or The Active Lift Distribution Control
angle of attach. The system is composed Subsystem provides a means of reducing
of input sensors, computer, and two wing fatigue due to maneuvers and gust
throttle servo assemblies. loads through regulated aileron and
inboard elevator response to wing and
fuselage normal acceleration, as well as
p it c h r a t e a n d n o rm al e lev a t o r
commands. The aileron and inboard
elevators are moved by the lateral and
pitch augmentation subsystems as a
result of ALDCS commands.

9-39
 Flight Controls

Autopilot system component locations

9-40
 Flight Controls

Autopilot system components

9-41
 Flight Controls

Autopilot computers

9-42
 Flight Controls

switches, an autopilot disengage switch,

Flight Station Controls and a c om b ina t io n mic r o ph o n e a nd
Instruments intercommunication momentary contact
switch, go-around switch, and a pitch trim
The flight controls, control levers, disconnect switch. The co-pilot’s control
switches, and indicators used in the wheel is symmetrically opposite to the
control of the primary, secondary, and pilot’s wheel.
automatic flight controls of the C-5
airplanes are illustrated in the following Rudder Control System
section.
The rudder control system incorporates a
Control Wheels single cable system from the flight station
to the upper and lower rudder servo input
The U-shaped control wheels which quadrants. The rudder pedals which
control aileron operation are mounted control rudder operation are mounted
near the top of the control columns. Each forward of the pilots and copilot’s control
control wheel is connected by concealed columns under the respective main
cables to separate tension regulators instrument panels. Both the pilot’s and
beneath the flight deck. The pilot’s and copilot’s rudder pedals are connected by
c o p i lo t ’s t e n s io n r e g u la t o rs a re by an interconnect rod beneath the flight
connected by means of an interconnect deck. The pilot’s lever is connected to a
rod and cranks. This interconnection tension regulator and from here two
causes the control wheels and dual single closed-loop cables connect the
control cable system to operate in unison; tension regulator to the lower rudder input
it allows operation of both control cable quadrant and the lower input quadrant to
systems from either of the control wheels. the upper input quadrant.
The pilot’s control wheel assembly
contains force sensors, pitch trim

9-43
 Flight Controls

Flight station controls and instruments

9-44
 Flight Controls

Flight station controls and instruments

9-45
Flight Controls

BLANK

9-46
 Landing Gear

LANDING GEAR

The C-5 airplane has five retractable and emergency. The emergency system
landing gears, one nose landing gear and will open the doors and extend the gears
four main landing gears. In addition to the only.
normal functions of supporting the
airplane on the ground and braking the Landing Gear Control Panel
landing speed, the landing gears have the
following capabilities: nose wheel Landing gear controls are centralized on
steering, aft main landing gear caster, the center instrument panel at the flight
and kneeling. station. Panel controls include a handle
which raises and lowers the landing gear,
Landing Gear Extension a lock to prevent accidental operation of
the gear while the airplane is on the
and Retraction ground, individual indicators to show the
condition of each landing gear assembly,
Each MLG consists of a shock strut and HORN SILENCE switch, and WARN
bogie assembly. The bogie supports six LIGHT and HORN TEST switch.
brakes, wheels, and tires and is attached
to the shock strut by a universal joint. The Landing Gear Control Handle
MLG retracts into pods on each side of the
airplane during flight. During extension The control handle is a lever with a
and retraction, the gear and the pod doors wheel-shaped knob. Moving the handle to
move simultaneously, being powered by the DN position lowers the landing gear;
the same actuation system. Three moving it to the UP position reacts the
methods of operation are available: gear. Two red warning lights in the control
normal, alternate, and emergency. The handle knob indicate that the landing gear
emergency system will extend the gear is in operation. The lights come on when
only. the gear is up and the control handle is
moved to DN. The light stays on until the
Each NLG consists of a shock strut NLG downlock locks and the MLG is
mounting four wheels and tires. The locked at the zero-degree position. The
shock strut incorporates internal cams to lights also come on when the gear is down
ensure that the wheels will be in the and the control handle is moved to UP.
straight ahead position at landing. The The light stays on until all landing gear
NLG retracts aft into a pod at the bottom doors are closed and locked.
of the airplane. Three methods of
operation are available: normal, alternate,

10-1
 Landing Gear

Landing Gear Position Indicators the landing gear is not down and locked
and the f la p s are in a
A separate indicator for each landing gear greater-than-the-approach position. Two
assembly continuously displays the switches are provided on the landing gear
condition of the landing gear. Indicators control panel for manual operation of the
are square windows labeled NOSE, L warning horn. A WARN LIGHT AND
FWD, R FWD, L AFT, and R AFT. HORN TEST button tests the horn and
Landing gear conditions appear in the the warning lights on the landing gear
windows in a distinctive color pattern for control handle. A HORN SILENCE button
each condition. The color patterns are silences the horn if it is sounding because
controlled by relays which are actuated by a throttle(s) is at the minimum cruise
the landing gear position sensors. setting before the landing gear is in a safe
Landing gear indications are as follows: landing condition. However, the HORN
When the landing gear is in transit or SILENCE button will not turn off the horn
when system power is off, black-on-white if it is sounding because the flap control is
diagonal stripes appear in all five in the greater-than-the-approach position
windows. When the landing gear is down while the landing gear is not in a safe
and locked, a pair of vertical green wheels landing attitude. After the horn has been
on a white background appears in all silenced for one condition, it retains its
windows. When the landing gear is in the warning capability for other conditions,
fully retracted position, a white UP on a and will sound again if needed by other
black background appears in all windows. systems.
When the gear is being extended and the
MLG assemblies are oriented 90 degrees Emergency Extend Switches
to the landing attitude of the airplane, a
pair of red horizontal wheels on a white A series of switches on the center
background appears in the four windows console, one for each landing gear
associated with the MLG. assembly, is available for emergency
lowering of any assembly that fails to
The NOSE landing gear indicator will extend by the normal system. A red light
display a pair of red horizontal wheels on to the left of the switches illuminates when
a white background when the doors are either NLG door is open, or when the
o p e n a nd t he g ea r is in t ra n s it. affected MLG assembly has rotated to the
Black-on-white diagonal strips will appear zero-degree position. The light notifies
when only the doors are in transit. the pilot that gear extension has been
completed, and reminds him that landing
Warning Horn and Silence Switches g ea r co nt rol is in th e e mergen cy
operation condition.
A warning horn on the overhead panel
sounds an alarm for a variety of unsafe Main Landing Gear Sequence
conditions. With respect to the landing Control Panel
gear, the horn sounds during extension if
t h e la n d i n g g e a r i s n o t in t he The MLG sequence control panels (one
down-and-locked position and one or RH and one LH) consist of relays which
more of the throttles are in a minimum provide logic command signals. These
cruise setting with airplane speed below signals, in turn, control MLG retraction
200 knots. The horn also sounds any time and extension. The control panel receives

10-2
 Landing Gear

gear position command signals from the Nose Landing Gear Sequence
landing gear control handle or from the Control Panel
emergency extend switches in the flight
compartment. These signals command The NLG seq uence con trol panel
t h e c o n t r o l p a n e l t o e n e r giz e o r receives gear position commands signals
deenergize relays which control the from the landing gear control handle or
landing gear control manifolds. The from the emergency extend switch
proximity indicating switches provide the located in the flight compartment. These
control panel with signals which indicate signals command the sequence control
the prerequisite gear and door positions p a n e l t o e n e r g iz e o r d e e ne r giz e
so that retraction and extension may be solenoids which control the hydraulic
started. The indicator panel section of the power system. The DOOR OPEN and
control panel consists of blue and green NLG EXTENSION override switches on
lights which monitor the functional status the sequence control panel bypass the
of circuits, within the MLG system. s e q u e n c e c o nt r ol r ela y s du r ing
emergency extension. These switches
are to be used during in flight emergency
condition only. The indicator panel
section of the control panel consists of
blue and green lights which monitor the
functional status of circuits within the NLG
system.

10-3
 Landing Gear

Landing gear controls (center instrument panel)

10-4
 Landing Gear

Main landing gear sequence control panels

10-5
 Landing Gear

Main landing gear manual control manifolds

10-6
 Landing Gear

Nose landing gear sequence control panel

10-7
 Landing Gear

Landing gear wheel and tire position identification

10-8
 Landing Gear

Main Landing Gear Collar Lock

Main Landing Gear Cylinders

Main Landing Gear Shock Strut Two lock cylinders are mounted on the
Assembly landing gear crosshead. The normal lock
cylinder is used to lock and unlock the
The shock strut is an oleo-pneumatic collar lock and is operated by the
strut. It consists of an outer cylinder and hydraulic system operating the gear. The
a piston. The upper part of the shock strut emergency cylinder is used to lock the
has a primary air chamber which contains collar lock during emergency extension
hydraulic fluid and a high pressure and is powered by the APU accumulator.
charge. The lower part of the shock strut The lock cylinders, when locked, lock the
contains a higher pressure (secondary) lock actuator collar so that the positioning
air chamber. The two chambers are collar is mechanically linked with the
separa ted by a floating piston. A bogie.
s e c o nd a ry a ir c ha m be r fu rn ish es
additional shock-absorbing capacity Main Landing Gear Bogie Assembly
d u r in g la n d in g a n d t a k e o f f f r o m
u n im p r o v e d la n d in g s t r ip s . T he The bogie assembly attaches the brakes,
secondary air chamber also limits landing wheels, and tires to the shock strut. The
impact loads transmitted to the airplane bogie is attached to the shock strut by a
structure if the airplane lands at an universal joint consisting of a roll pin and
excessive sink rate. The stroke of the strut a gudgeon. The major components of the
piston is 25.0 inches. bogie assembly are the center axle beam,
two aft axle beams, brake torque
The upper end of the shock strut outer compensator link, forward axle, pitch
cylinder is the crosshead. The crosshead positioner cylinder, bogie positioner roller,
contains mounting provisions for the and the gudgeon. (The roll pin is a shock
functional components to operate the strut component.)
collar locks and rotate the MLG bogie.
T h e c ro s s h e a d a ls o p ro v id e s f o r Main Landing Gear Bogie Positioner
attachment of the ballscrews. Rollers

Main Landing Gear Rotation The bogie positioner rollers mount

Cylinders between lugs on the forward top side of
the bogie center axle beam. During
Two rotation cylinders are mounted on retraction of the landing gear, the bogie
the landing gear crosshead. One rotation rotates 90 degrees inboard to retract the
cylinder is for normal operation; the other forward wheels into the wheel well first.
is for emergency operation. The normal The rollers engage a retraction guide
rotation cylinder rotates the bogie under the cargo floor in the wheel well.
assembly 90 degrees during normal The positioner rollers guide the bogie
retraction and after normal extension. along the retraction guide. The main gear
Th e em erg en c y ro ta tion cylinder, trunnion is continually rotated during
powered by pressure from the APU start retraction. The retraction guide forces the
accumulator, rotates the bogie assembly bogie out of its 90-degree relationship
to the zero degree position during
extension.

10-9
 Landing Gear

with the shock strut and levels the gear Gudgeon

during retraction.
The gudgeon is the bogie component of
Brake Torque Compensator Link the universal joint between the bogie
assembly and the shock strut. It has an
A brake torque compensator link is arm that anchors the brake torque
installed adjacent to the longitudinal arm compensator link. The gudgeon permits
of the bogie center axle beam. The link is movement of the bogie to allow for
a structural member with fittings at each uneven ground levels and permits the
end. The aft end of the link is anchored to bogie to rotate during landing gear
a fixed arm of the gudgeon. The forward retraction. The gudgeon is splined where
end of the link attaches to a lug on the it engages the roll pin so that movement
forward axle. When the brakes are occurs only between the gudgeon and the
applied, brake torque causes the forward lugs at the aft end of the center axle beam.
wheels to dip and the rear wheels to rise. The arm of the gudgeon attached to the
This movement of the wheels is reacted brake torque compensator link is fixed in
by the brake torque compensator link. relation to the shock strut.

Pitch Positioner Roll Pin

The pitch positioner is mounted on the The roll pin is the shock strut component
inboard side of the center axle beam. It of the universal joint connecting the bogie
connects to the lugs at the top of the assembly and the shock strut. The roll pin
forward axle collar and to a yoke at the permits movement of the bogie to allow
t r a n s v e rs e me m be r o f t h e b o gie for uneven ground levels of the wheels. A
assembly. It is a pneumatic centering transverse bore through the roll pin is
device to hold the bogie 90 degrees to the splined to give positive locking of the
shock strut when the landing gear is gudgeon. At the aft end of the roll pin, two
lowered. During retraction of the landing lugs permit installation of the two roll
gear, the pitch positioner causes the positioners. A single tow lug is forged
forward wheels to approach the wheel between the roll positioner lugs.
well ahead of the aft wheels. After the
forward wheels enter the wheel well, Roll Positioner Cylinders
rollers on the front of the bogie engage the
retraction guide on the fuselage structure. Two roll positioner cylinders are mounted
One of these rollers actuates a hydraulic aft of the connecting point between the
master cylinder to release a lock inside shock strut and the axle beam. The two
t h e p it c h p o s itio n e r. Th is a c t ion cylinders connect to lugs on the shock
disconnects the bogie leveling portion of strut piston and roll pin. The positioners
the cylinder to guide the bogie into its maintain the bogie perpendicular to the
retraction position. During landing gear shock strut when the wheels are off the
extension, the positioner re-locks when ground.
the rollers leave the retraction guide.

10-10
 Landing Gear

Brake and Skid Control Parking Brake

Six brakes are mounted on the axles of The parking brake is a mechanical
each of the main landing gear bogies. The linkage which locks the pilot’s or copilot’s
brakes are the multiple disk type with brake pedals in the brakes applied
multiple hydraulic pistons for actuation. position. The parking brake handle is
The skid control is a fully modulated located on the center console, forward
system with solid state modular control and left of the throttle quadrant. The
circuit design. It acts as a surveillance unit parking brake handle is attached by a
to control a skid by overriding braking cable to a latch mechanism. The latch
action of the pilot. The skid control system mechanism holds the two dual brake
incorporates built-in test equipment metering pilot valves in the open position.
(BITE) for on the ground and inflight To operate the parking brake when the
testing. Three modes of operation are engines are shut down, it is necessary to
a v a i la b le : n o rm a l, a lte r na t e , a nd move the brake control panel switch to the
emergency. The normal and alternate EMER position. Depressing the brake
m e t h o d s h a v e s kid c o nt r ol; t he pedals will release the parking brake
emergency system does not. The mode handle after the brakes have been set.
of operation is controlled by the BRAKE
SUP (brake supply) switch on the brake Emergency and Park Brake
system control panel, located on the pilots Accumulator
center instrument panel, copilot’s side.
T h e e me r g e n c y a n d p a r k b ra k e
Brake Mechanical Control accumulator provides a reserve supply of
hydraulic pressure for emergency braking
The rudder control pedals also function as a n d f o r t h e p a r k in g b r a k e s . T he
brake pedals. The right or left landing accumulator is located on the cargo
gear brakes are applied by toe pressure compartment wall adjacent to the right
on either the pilot’s or copilot’s rudder hand forward MLG. The capacity of the
pedals. A series of pushrods and torque accumulator is 400 cubic inches. A direct
tubes transfer rudder pedal toe pressure reading pressure gage and a high
to a dual brake metering pilot valve. The pressure air valve are provided for
pilot’s left and right brake pedals are servicing the accumulator.
connected by linkage to the copilot’s left
and right brake pedals. The left brake Seven-port Brake Valve
pedals are connected to the left brake
control valve; the right brake pedals are The valve makes up the lower link of the
connected to the right brake control valve. scissors of each MLG and is mechanically
Thus, depressing one of the left brake operated by the extension/compression
pedals operates the 12 brakes on the left of the strut at takeoff and landing. When
side of the airplane, depressing one of the the gear is on the ground and the strut
right brake pedals operates the 12 brakes compressed to the ground position the
on the right side of the airplane. Full brake valve connects the brake lines from the
pedal travel is approximately 25 degrees. anti-skid manifold to the wheel brakes.
When the strut extends at liftoff, the valve
is positioned to block the brake lines from

10-11
 Landing Gear

the anti-skid manifold and connect the gear indicating lights indicate the position
anti-rotation pressure line to the brakes. of the gear shift and kneel pads.

Kneeling Individual Kneel Switches

The landing gear is capable of kneeling The individual kneel switches are used to
the airplane in three modes: forward control each gear individually for ground
kneeling (nose down), aft kneeling (tail operations. Each gear can be kneeled or
down), and level kneeling. Kneeling the unkneeled independently of the other
airplane permits truckbed height loading gears. The switches are located in the
at either the forward end or the aft end, or MLG pod forward of the MLG wheel wells.
at both ends simultaneously. Selection of
the kneeling mode is made at the kneel Main Landing Gear Permanent
control panel on the flight engineer’s Kneeling Collars and Spacers
control panel. The MLG shock struts
(outer cylinder) move up and down within Permanent kneeling collars, 5.5 inches
their supporting structures approximately long for the AFT MLG and 4.0 inches long
the same distance for the three kneeling for the FWD MLG, attach to the lower end
modes. The different heights of the ends of the MLG yokes. Permanent kneeling
of the cargo floor are controlled by the spacers (rotational stops) are also
kneeling position of the NLG. The NLG installed on each MLG ballscrew to stop
partially retracts during the forward and the drive of the MLG should the electrical
level kneel modes and is supported by a system fail to stop the kneeling operation.
kneel stop mechanism in the kneeled
position. The NLG remains erect for the
aft kneel mode. The NLG is kneeled Main Landing Gear Temporary
h y d r a u li c a lly t h ro u gh t he n or ma l Kneeling Collars
extension and retraction system. The
M L G k n e e l d r ive m o d u les a re Various sized kneeling collars, stowed in
hydraulically driven. Extendable support the loose equipment lockers located on
legs are installed to support the crew the right side of the cargo compartment,
entry stair/ladder in the extended are provided to maintain the desired
position. The support legs are stowed position of the airplane in the forward and
during operation of the crew entry aft kneeled position. Two 4 inch main
door/stair/ ladder and the crew entry door. landing gear kneeling collars are used if
the airplane is to be forward or aft
Kneel Control Panel kneeled. For the forward kneel operation,
the collars are attached to the aft left and
The kneel control panel on the flight right main gear struts. For the aft kneel
engineer’s control panel contains the operation, the collars are attached to the
control switches and indicator lights for forward left and right main gear struts.
the kneeling system. The switches are the Two 2-3/4 inch collars are also provided
KNEEL COMMAND and the KNEEL for use when aft kneeling the airplane.
SELECT switches. The indicating lights The collars are placed around the two
indicate when each of the five gears is not forward MLG during aft kneeling since the
unkneeled or kneeled. The nose landing NLG does not partially retract.

10-12
 Landing Gear

Main Landing Gear Position and released or until the rotation limits of the
Emergency Control Panel normal positioning actuators are reached.
Hydraulic system No. 4 supplies pressure
The MLG position and emergency control for aft main gear bogie emergency
panel on the copilot’s side console positioning.
consists of two bogie position indicators
and two emergency control toggle Main Landing Gear Door Systems
switches. The two indicators, LEFT MLG
and RIGHT MLG, have scales graduated There are four outboard doors, four
20 degrees outboard and 90 degrees inboard doors, and eight folding slot doors
inboard from center of zero degrees. in the MLG door system. The doors
Each indicator has two pointers mounted enclose the MLG in the fairings when the
on concentric shafts, one labeled A (Aft landing gear is retracted. There are four
MLG) and the other F (Forward MLG). door locks on each outboard door. The
During caster operation, a feedback inboard and the slot doors are held closed
signal from the MLG bogie sensors by drive arms overcenter linkage.
positions the appropriate pointer at the
scale setting corresponding to the bogie Door Lock and Lock Actuating
angle. If the caster/power-back system Mechanism System
malfunctions, MLG bogies can be rotated
individually by manipulating the two Each MLG door is locked in the closed
s pr in g- lo ad ed c e nt er, t og gle-t ype ( g e ar r et r act e d ) p o s it ion b y f o u r
emergency control switches. Each switch overcenter locks. At each end of the door,
has positions LEFT or RIGHT and is an internal locking hydraulic cylinder and
spring loaded to the OFF position. Placing linkage operates two overcenter locks. A
a switch to either LEFT or RIGHT separate independent hydraulic cylinder
removes the hydraulic block on the is provided on each of the four overcenter
normal positioning actuator by applying l o c k s f o r e m er g en c y un l o c k i n g.
pilot pressure to open the shutoff valves Micro-switches on the internal locking
blocking the cylinder ports and to actuate cylinders, and proximity door close
the bypass valve to interconnect all targets on the inboard lock assemblies,
cylinder ports. The bogie emergency are described elsewhere in this section.
actuator will rotate the bogie in the
commanded direction until the switch is

10-13
 Landing Gear

Main landing gear assembly (typical)

10-14
 Landing Gear

Main landing gear crosshead components

10-15
 Landing Gear

MASTER CYLINDER PITCH POSITIONER

MLG Bogie pitch positioner and master cylinder

10-16
 Landing Gear

MLG brake torque compensator link

10-17
 Landing Gear

ROLL POS. CYLINDERS

SEVEN PORT VALVE

MLG roll position cylinders

10-18
 Landing Gear

Mechanical parking brake components

10-19
 Landing Gear

MLG brake and skid control components

10-20
 Landing Gear

Anti-skid control box Anti-skid control valves

Typical carbon brake assembly

10-21
 Landing Gear

MLG position and emergency control panel

10-22
 Landing Gear

Kneel control panel and individual kneel switches

10-23
 Landing Gear

MLG outboard door assembly (gear extended)

10-24
 Landing Gear

MLG door assembly (gear retracted)

10-25
 Landing Gear

MLG door lock components

10-26
 Landing Gear

solenoid-operated hydraulic control

Nose Landing Gear valves to open or close and automatically
sequences the operation of door, door
The NLG assembly has four wheels lock, gear, and gear lock actuators after
mounted on a single axle. The shock strut one initial pilot command function. If all
which is mounted to the fuselage by hydraulic power is lost, the NLG may be
means of a trunnion beam, retracts aft lo w e re d b y o p e ra t in g th e NO SE
about the trunnion beam into a wheel well L A NDING GEA R EM ERGENCY
at the bottom of the forward fuselage EXTEND SWITCH.
section.
Nose Landing Gear Shock Strut
A drag brace supports the NLG in both the Assembly
gear down and gear up positions. The
drag brace is attached to lugs at the top The NLG shock strut in conjunction with
of the shock strut and is mounted forward the MLG provides support for the airplane
of the shock strut to a drag brace trunnion. during takeoff, landing, and ground
During landing gear retraction, the drag operations. The shock strut is attached to
brace folds, then extends again and locks the airframe by two trunnion arms and a
in the gear retracted position. drag brace. The shock strut rotates aft
about the trunnion arms for retraction.
The retraction mechanism consists of Retraction and extension of the shock
dual ballscrew assemblies, drive shafts, a strut are accomplished by two ballscrews
high-low speed ratio gearbox with a that mount between the drag brace
brake, a gear shift mechanism, and the trunnion and retract arms on the aft side
ball screw drive assemblies. The NLG of the shock strut. Nose wheel steering is
normal extension/retraction system is accomplished by two power steering
powered by a hydraulic motor for normal cylinders mounted in lugs at the base of
actuation. The hydraulic motor is supplied the retract arms. The steering manifold,
by utility hydraulic system No. 1, with the pulleys, and cables also mount on the
two aft main landing gears. In the event shock strut. During kneeling of the
that the No. 1 hydraulic power system has airplane, the NLG partially retracts. A
failed, but there has been no loss of kneeling roller is mounted on the aft side
hydraulic fluid, the NLG system can be of the shock strut axle. During the forward
po were d h ydraulically from No. 2 and level kneeling modes, the kneeling
hydraulic power system through a power roller rests against the kneeling stop at
transfer unit (PTU), between the No. 1 the aft end of the wheel well to take the
and No. 2 hydraulic power systems. side load off the shock strut. The upper
part of the shock strut contains hydraulic
Both NLG doors are opened or closed fluid and a high pressure (primary) air
simultaneously by a single actuation chamber. The lower part of the shock strut
system powered by a hydraulic motor contains a higher pressure (secondary)
operated by controlled hydraulic flow. air chamber. The two chambers are
The same hydraulic system supplies both separated by a floating piston. The
the door and gear actuation systems. A s e c o nd a ry a ir c ha m be r fu rn is h es
series of proximity sensors and pressure additional shock absorbing capacity
sensors sense the relative positions of the d u r in g la n d in g a n d t a k e o f f f r o m
door and gear components and signal a u n im p r o v e d la n d in g s t r ip s . T he
control panel. This control panel signals

10-27
 Landing Gear

secondary air chamber also limits landing operate. The up/down lock actuators
impact loads transmitted to the airplane actuate the latch that holds the drag brace
structure if the airplane lands at an links in the extended position, thus
excessive sink rate. The stroke of the strut locking the landing gear in both the gear
piston is 22.0 inches. up and gear down position. Two spring
cartridges assist the actuators to move
Nose Landing Gear Torque Arm the latch into the locked position when the
Assembly drag brace links reach the fully extended
position. The up/down lock actuators
Two torque arms control directional overcome the spring pressure to unlock
alignment of the strut piston, and thus the the latch. The actuators are hydraulic
wheels. The lower torque arm connects cylinders. The piston rod transmits the
to lugs on the strut piston. The upper action to a bellcrank which operates a
torque arm connects to lugs on the pushrod to unlock the latch.
steering collar. Rotation of the steering
collar results in the steering of the nose Manifolds
wheels.
The NLG normal control system uses a
Nose Landing Gear Steering Collar gear control manifold plus a down lock
valve to ensure the down lock linkage
A steering collar imparts the steering remains locked. The emergency control
command from the steering power system uses an emergency isolation
cylinders to the torque arms. The steering manifold and a NLG and NLG door
power cylinders connect to lugs on the emergency unlock manifold. All manifolds
steering collar, which changes the linear are the cartridge module type. All valves
action of the power cylinders to rotational used within the manifolds are the
motion . At the base of the steering collar ca r t r id ge inse r t t ype f o r ea sy
is a rig pin fitting assembly. It is employed replacement. The control manifold,
during rigging of the steering system to emergency isolation manifold, and the
zero-degree position. A hole through the emergency unlock manifold are located
fitting permits sighting the steering angle a lo n g t h e le f t s id e of th e c a r go
protractor. A channel is machined around compartment above the nose wheel. The
the top edge of the steering collar for the manifolds control the direction and flow of
steering cable which is used to feed back the hydraulic fluid upon command of an
the actual steering position. A taxi light is e le c t ri ca l s ig n al o r a pr e v iou s ly
mounted on the forward side of the sequenced operation.
steering collar.
Nose Landing Gear Door Lock and
Nose Landing Gear Up/Down Lock Lock Actuating Mechanism
Actuators
Each NLG inboard door has two lock
There are two identical up/down lock actuation systems, one forward and one
actuators installed at the top of the shock aft. Each system consists of a lock and
strut. One of the actuators is designated unlock cylinder, two lock assemblies, two
as the emergency actuator and serves as e m e rg e nc y u n lo c k c y lin d e rs a nd
a backup for the normal actuator in the connecting arms, rods and torque shafts.
event the normal actuator should fail to

10-28
 Landing Gear

Nose Landing Gear Door Lock by the steering wheel, has a limited
Assembly movement of 5 degrees to right or left of
neutral. The major components of the
The four door lock assemblies on each steering system are a hand wheel, a
inboard nose landing gear door support sprocket and chain drive, a steering
and position the doors in the closed quadrant assembly, a pivot beam, a
position. When the doors are closed, closed loop cable run, rudder pedals, and
these locks latch on rollers attached to associated linkage.
adjustable mounts on the wheel well
structure. The door lock assembly Hand Steering Wheel
c o n s ist s of a h o o k s h a p ed la tch
connected through an overcenter linkage The hand steering wheel, at the forward
to a pivot crank. The pivot crank has end of the pilot’s side console, is the
splined input-output shafts. Actuating primary control for steering the airplane
arms are attached to the pivot crank during ground operation. The steering
shafts and to push-pull rods operated by wheel connects to the steering quadrant
th e lo ck a n d u nlo ck cylind er. An through a shaft and a sprocket, and chain
emergency unlock link attached at one drive. Rudder pedal steering disconnect
end to the latch and the overcenter switches are attached to the shaft on a
linkage, and at the other end to the torque arm.
emergency unlock cylinder, opens the
latch when the emergency unlock Steering Cylinders
cylinder is actuated. Side plates enclose
the lock mechanism, and are used to Two steering cylinders on either side of
mount the lock assembly on the door the NLG shock strut under the NLG
structure. When opened, the latch is held trunnion are double acting, hydraulically
open by hydraulic pressure to the lock operating assemblies, used to position
and unlock cylinder. the NLG during steering. The piston rods
are attached to the NLG steering collar
Steering and the cylinders are mounted on the
NLG trunnions by universal fittings
The NLG can receive steering commands allowing two-way swivel motion.
from three different sources. The primary
steering command is by the hand steering Nose Landing Gear Strut Extension
wheel at the left side of the pilot. Other Indicator
steering commands are initiated by pilot
and copilot rudder pedal movement. The strut extension indicator located on
the NLG upper torque arm provides a
The steering system is used to control the visual indication of strut extension. If the
airplane during taxiing. Manipulation of pointer is not in the green area the NLG
the hand steering wheel or the rudder strut is not properly serviced and the NLG
pedals actuates the hydraulic system for must not be kneeled.
the NLG. The hand steering wheel is the
primary control during taxiing, and can
rotate the NLG 60 degrees to the right or
left of the airplane centerline. Rudder
pedal steering, which can be overridden

10-29
 Landing Gear

Nose Landing Gear Strut Limiter Nose Landing Gear Kneel Door

An extension limiter is installed on the The NLG kneel door is located behind the
nose landing gear during forward NLG wheel well. During kneeling, the
kneeling operations to prevent the strut folding bulkhead and kneel door hinge
from over extending and subsequently upward to provide ground clearance in
making improper contact with the kneel the kneeled position. The kneel door is
stop pad. The strut limiter is attached to locked down during normal airplane
crosspins on the steering collar lugs and operation.
the piston-axle lugs with quick disconnect
pins. The strut limiter may be installed
with either end up.

10-30
 Landing Gear

Nose landing gear assembly

10-31
 Landing Gear

NLG torque arm and strut extension indicator assembly

10-32
 Landing Gear

NLG door and lock assembly

10-33
 Landing Gear

NLG steering system components

10-34
 Landing Gear

NLG kneel stop pad assembly

10-35
 Landing Gear

NLG kneel stop pad kneel configurations

10-36
 Landing Gear

NLG kneel door and folding bulkhead

10-37
Landing Gear

BLANK

10-38
 Forward and Aft Loading Systems

FORWARD AND AFT LOADING SYSTEMS

The forward and aft loading systems Visor Actuator

provide access to the forward and aft
parts of the cargo compartment for The visor actuator is provided with a
loading, off loading, and maintenance mounting pad for attachment of the
actions. The following sections provide hydraulic motor. The actuator drive unit
information on structural and actuation contains a gear reduction assembly, a
components, locking provisions, and planetary gear transmission, and two
control and monitor systems. multiple-disk brakes. The drive unit
contains 6 rows of sprockets of 20 teeth
Visor System each. An idler sprocket is mounted on one
end of the unit on a fixed shaft. Two
Visor Structure sections of triple-strand roller chain are
installed over the main drive sprocket. A
The visor structure opens and closes the second idler sprocket is installed in the
forward end of the cargo compartment. other end of the unit in a spring-loaded
The diameter of the visor is 20 feet at FS frame and is used for adjustment of the
350.0. The structure extends aft from FS roller chain. Four back up shoes are
160.0 to FS 514.0 at WL 318.0. The installed in the unit. Two adjustable center
approximate weight of the visor, without guide rollers and four adjustable side
the radome, is 5,500 pounds. The arc of guide rollers are installed in the unit. The
rotation from the closed position to the side guide rollers en gage mat ing
open position is 65.5 degrees. The visor vee-grooves in the rack to ensure
consists of a pressure bulkhead, upper alignment of the unit in the track. The drive
beams, hinge arms and pins, side panels, unit also contains a roller failure detector
fairings, access panels, a catwalk, and a system.
visor track and supporting members.
Visor Hydraulic Brake
Pressure Bulkhead
Dual hydraulic-actuated, spring-loaded
The pressure bulkhead acts as the brakes are used to hold the visor in a
forward-most pressure containment static position when hydraulic pressure is
structure in the fuselage. The bulkhead is removed from the actuator. When the
attached to the visor structure at FS 297.0 hydraulic motor is pressurized by the No.
and consists of panels, skin strips, 4 hydraulic system, hydraulic pistons in
beams, frames, and attaching parts. The the brakes operate to overcome spring
panels are sheet metal and stringer compression to release the braking
construction. Removable covers are action.
installed on the aft side to provide access
for radar component maintenance. Visor Track and Rack
Fittings are provided on the forward side
for the installation of radar components. A curved rack is installed in the track. The
Fifteen latches and 27 shear pins lock the rack consists of five interchangeable
nose radome assembly to the visor curved segments secured and positioned
structure. by index plates. The track is secured to

12-1
 Forward and Aft Loading Systems

the visor structure on BL 0.0 with the top Visor Tongue and Clevis Upper
located near FS 296.0. The lower end of Locks
the track terminates near FS 435.0.
Eleven struts secure the track and rack to Two tongue and clevis locks secure the
the visor structure. Two lower rack guides forward closeout member of the flight
are installed in the fuselage to center and station under-floor structure and the
guide the track as the visor nears the upper-most portion of the visor. The locks
closed position. The rack guides are are located at FS 299.0, WL 322.0, BL
equipped with fore and aft rollers for 18.0, left and right. The lock is provided
alignment of the track on BL 0.0. with eccentric bushings for alignment of
th e visor to aerod yna mic contour
Visor Snubbing and Shutoff requirements. When the visor is fully
Provisions closed, the actuator pin is extended to
secure the tongue and clevis fittings.
The forward loading system hydraulic
system is designed to provide a snubbing Visor Receptacle and Pin Locks
action to the visor at the top and bottom
extremes of travel. The snubbing action Fourteen receptacle and pin locks are
is ac c o m plis h e d b y m ec h an ica lly installed on the fuselage No. 1 side panel
reducing the hydraulic fluid flow rate to the canted bulkheads and the mating canted
visor actuator motor. This action occurs closeout members of the visor in a
during the first 4 to 5 inches, and the last symmetrical pattern. Nine receptacle and
10 to 12 inches of travel of the visor during pin locks are installed along the interface
the opening cycle. During the closing of the forward closeout member of the
cycle, the snubbing action occurs during ramp and the mating lower closeout
the first 10 to 12 inches and the last 4 to member of the visor structure. The two
5 inches of travel. The snubbing effect primary parts of the unit, pin and
reduces the visor rate of movement and receptacle, are provided as a matched
thereby decreases the shock upon set. The pin has a truncated cone on its
stopping. contact end; the receptacle has a
matching cavity. The pin and receptacle
Visor Locking and Support have a transverse hole to accommodate
Provisions the actuator pin. Eccentric bushings are
provided on the pin for adjustment during
Two types of hydraulically actuated locks visor rigging. Each receptacle and pin
are used to secure the visor to the lock is provided with a limit switch (visor
fuselage and ramp when the visor is locked) to indicate a locked or not locked
closed. Support hooks and yokes are condition. The 23 receptacle and pin
used to provide for additional visor locks are provided with visual lock
support and alignment. indicators to back up the light indications
displayed on the forward loadmaster door
lock indicating panel.

12-2
 Forward and Aft Loading Systems

Visor Actuator Hydraulic Motor seal. A splined output shaft provides

operating torque of 189 inch-pounds. The
The motor attaches to the visor actuator motor speed is 4,640 RPM for visor
on a square flange mounting surface. closing and 3,280 RPM for visor opening
This motor provides input power for the (snubbed rate at either end of opening or
visor actuator to open and close the visor. closing cycle is 1,080 RPM). This speed
The motor is of the fixed displacement is reduced through the 105.377 to 1
type that has two ports for clockwise or planetary gear reduction unit. The chain
counterclockwise rotation, a case drain drive sprocket speed is 31.1 RPM for
port connected to return and a seal drain opening and 44.0 RPM for closing.
port for fluid, that passes beyond the shaft

12-3
Forward and Aft Loading Systems

Visor structure

12-4
Forward and Aft Loading Systems

Visor actuator

12-5
 Forward and Aft Loading Systems

Visor track guide rollers

Visor motor manifold and associated components

12-6
 Forward and Aft Loading Systems

Visor snubbing and shutoff components

12-7
 Forward and Aft Loading Systems

Visor locking and support provisions

12-8
 Forward and Aft Loading Systems

counter-clockwise, the action of the

Forward Ramp System pushrods retracts the pins from mating
holes in the ramp structure so that the
The forward ramp system consists of the door may be removed when the cargo
forward ramp, ramp extension, and seven winch is to be used.
ramp extens ion toes. The system
contains an actuation system, locking and Ramp Extension
sealing provisions, and support pads and
manually retractable support jacks. The ramp extension is hinged to the
forward closeout member of the ramp to
Ramp provide an additional loading platform 8.5
feet long and 19 feet wide. A tapered floor
The ramp acts as an extension of the panel which is reversible, is installed on
cargo compartment floor during loading the centerline of the ramp extension. The
and offloading. The structure also serves panel utilizes logistic rails on one side,
for fuselage pressure containment by the and is smooth on the opposite side. The
use of sealing provisions, when closed. panel may be used to provide access to
The ramp is 10 feet long and 19 feet wide the interior of the visor structure, when
with a usable cargo floor area of c l o s e d , f or m a int e n an c e a c t io ns .
approximately 175 square feet. The Supporting, telescoping jacks are
upper surface is provided with cargo installed on the forward underside of the
tiedown rings. Retractable restraint rails structure to provide support during cargo
and rollers, and fixed side rails for loading or offloading in the truckbed
alignment during loading or offloading. A mode.
removable winch access door is provided
on the right side of the upper floor surface Ramp Extension Toes
f o r ac c e s s to th e w i nc h s to wa ge
compartment. Four support pads are Seven toes are attached to the forward
installed on the forward closeout structure end of the ramp extension. Each toe is
of the ramp to provide additional support approximately 4.5 feet long and 2.5 feet
during drive-in loading or offloading. wide. The toes provide a vehicular
drive-in platform 19 feet wide, when
Winch Access Door deployed.

An access door is installed in the upper Ramp Locks

floor surface of the forward ramp to
p ro t e c t t he c ar g o winc h s to wa ge The locks are installed on the left and right
compartment when closed. Bulb seals fuselage No. 1 side panels and on the
are installed around the lower periphery upper surface of the ramp floor. The
of the upper skin to provide weather installation consists of four aft-opening,
sealing. A latch-type handle is recessed overcenter hooks connected in series
into the upper skin surface of the winch with three tie rods. The aft hook is
access door and is held in the recessed attached to the ramp lock actuator which
position by spring action. The handle is actuates to lock and unlock the ramp on
linked to a series of short and long the left and right sides. Each hook
pushrod assemblies which in turn, are engages an eccentric pin installed in
connected to bullet- nose pins. When the mating angular fittings attached to the
h a n d le is lif t ed a n d t ur n ed

12-9
 Forward and Aft Loading Systems

upper surface of the ramp. Visual compartment. The panel provides display
indication of ramp lock condition is of lock position for the 25 visor lock
provided by a mechanical indicator at actuators, for position of the ramp to
each hook position. As a backup to each fuselage locks, for crew door lock
mechan ical indicator, the forward condition, for the forward underfloor
loadmaster door lock indicating panel compartment door lock condition and on
provides visual display of ramp lock AF83-1285 and up for the forward
condition. The ramp lock system includes fuselage underfloor bilge access hatch
an auxiliary manual locking system. This lock condition.
system contains provisions at each lock
for insertion of a 5/8-inch diameter locking Forward Loading System Hydraulic
pin through fixed side plates and System
bellcrank assembly. The manual locking
pins are inserted after the forward loading The components of the system utilize
system has been fully closed and locked electrical and hydraulic power for control,
prior to flight to prevent the system from actuation, sequencing, and monitoring. In
becoming unlocked under abnormal the automatic mode, both electrical and
conditions. An eight-pin stowage rack is hydraulic power are utilized for system
located near the ramp control manifold for function. In the manual mode, only
stowing the manual locking pins. hydraulic power is used. The system
components are the loading control
Loadmaster Control Panel manifold, ramp control manifold, visor
motor manifold, and various in-line check
The panel is located in the forward cargo valves, flow regulators, selector valves,
compartment on the left side between FS relief valves, restrictors, pressure
524 and 544, between WL 195 and 205. reducers, and shuttle valves.
The panel contains the switches for visor
and ramp control and circuit breakers and Loading Control Manifold
switches for overhead and side cargo
lights. A dimmer control is provided. On The manifold is located in the left forward
AF66-8303 through AF70-467 a switch is section of the cargo compartment near
mounted on the panel for cargo winch the loadmaster control panel between FS
selection. Another switch provides control 544 and FS 564. The manifold distributes
for the ATM-driven hydraulic pump. The hydraulic pressure to the actuation
panel contains lights to display cargo components of the forward loading
doors ARMED and RAMP ARMED s y s t e m . T h e m a n if o ld in c lu de s
indications. A ROLLER FAULT light is solenoid-operated cartridge valves to
mounted on the panel to provide a position directional control selector
warning indication of failure of the visor valves that direct hydraulic power to
actuator side guide rollers. various actuators for sequencing the
visor, ramp, ramp extension, and ramp
Loadmaster Door Lock Indicating extension toes. These buttons provide
Panel manual control of each valve when the
a i r p l a n e e l e c t ri c a l s y s t e m i s
The panel is located directly above the de-energized. The manual capability is
forward loadmaster control panel in the used for alternate operation and during
le f t f or wa rd s e c t io n o f t he c a rgo rigging.

12-10
 Forward and Aft Loading Systems

Ramp System Hydraulic Actuation extension structure to raise and lower the
Components ramp extension. Each of the seven ramp
e xt en sio n to es are d ep loyed and
The hydraulic actuation components r e t r a c t e d b y in d i v id u a l h y d r au lic
contained in the ramp system consists of actuators. All actuation components of
two ramp actuators attached to the left the ramp system are operated by
and right sides of the ramp upper floor pressure supplied by the No.4 hydraulic
surface and to the fixed fuselage side system.
panels to raise and lower the ramp. Two
ramp extension actuators are attached to
the ramp structure and to the ramp

Forward ramp extension ramp toes

12-11
 Forward and Aft Loading Systems

Forward ramp structure and actuation components

12-12
Forward and Aft Loading Systems

Forward ramp telescopic jacks

12-13
Forward and Aft Loading Systems

Ramp lock clevis

Forward ramp locks

12-14
 Forward and Aft Loading Systems

Forward and aft loadmaster control panels

12-15
 Forward and Aft Loading Systems

Forward loadmaster door lock indicating panel

12-16
 Forward and Aft Loading Systems

Forward loading system control manifolds

12-17
 Forward and Aft Loading Systems

switches open and close at different

Aft Ramp System positions during drive-in loading. The first
limit switch is energized when the pad is
Aft Ramp in its stowed position and interlocks with
the aft door closing operation. The
The aft ramp acts as an extension of the second limit switch is energized when the
cargo compartment floor during loading pad is deployed and signals the ramp to
and offloading. The structure also serves lower. The third limit switch is energized
for fuselage pressure containment by the when the pads are on the ground and
use of sealing provisions, when closed. sequences the pressure door to lower as
The ramp is 13.5 feet long and 19 feet a ramp extension.
wide with a usable cargo floor area of
approximately 227 square feet. The Ramp Lock System
upper surface is provided with cargo
tiedown rings. retractable restraint rails The ramp locks are similar to the forward
and rollers, and adjustable side rails for ramp locks except for the number of
alignment during loading or offloading. A hooks. The locks are located between RS
removable winch access door is provided 30 and RS 158. The locks consist of
on the right side of the upper floor surface seven f o r wa r d - o p e n in g hooks
f o r ac c e s s to th e w i nc h s to wa ge interconnect with tie rods. A hydraulic
compartment. actuator is connected to a bellcrank
attached to the fifth hook. Each hook
Ramp Support Pads engages an eccentric pin installed in a
yoke attached to each floor bracket on the
The ramp support pads are located on the ramp. Adjustment of the hooks is
aft face of the ramp at BL 56.0 left and provided by adjustment of the floor
right. Each pad consists of a rectangular brackets. Visual verification of a locked or
pad assembly, electro-mechanical linear unlocked condition is provided by an
actuator, and a series of linkage actuation indicator installed at each hook location.
components. The linear actuator is When the hooks have fully engaged the
energized through the aft loadmaster mating eccentric pins in the ramp yokes,
control panel after selection of the drive-in the hooks and bellcranks are overcenter
loading mode. Power to energize the and locked, and the orange portion of the
actuator is supplied from the DC electrical visual indicators may be seen. The
system. Integral limit switches in the indicators provide a backup to the
actuator open to interrupt the circuit to the electrical display provided on the
internal motor when the actuator reaches loadmaster control panel. Three limit
the retracted or extended position. A switches are installed on each ramp lock
thermal protective device provides installation, left and right. These switches
overload protection for the actuator are used to display ramp locked or
motor. The actuation components include unlocked condition, and for electrical
a transmission composed of a torque sequencing of the aft loading system in
tube, linkages, bellcranks, and spring the automatic mode. The ramp lock
loaded compression rods which extend system includes an auxiliary manual
and retract to program ramp support pads l o c ki n g s y s t e m . T h e s y s te m ha s
when pads are being deployed or provisions at each lock for insertion of a
retracted. Each support pad installation 5/8-inch diameter locking pin through
utilizes three limit switches. These limit

12-18
 Forward and Aft Loading Systems

fixed side plates and the bellcrank. The Pressure Door

locking pins are inserted after the aft
loading system has been fully closed and T h e p r e s s u r e d o o r s er v e s th r ee
locked prior to flight to prevent the system purposes. When the ramp is lowered for
from becoming unlocked under abnormal drive-in loading or offloading, the
conditions. A 14-pin stowage rack is pressure door is hinged to the aft end of
located near the ramp control manifold for the ramp to become a ramp extension.
storing the locking pins. When the ramp is retracted to the closed
position, the pressure door assumes a
Aft Loadmaster Control Panel near-vertical position and serves as the
aft pressure bulkhead for the cargo
The aft loadmaster control panel is compartment. During truckbed mode the
located in the aft left side of the cargo pressure door is attached to the upper
compartment between FS 1884 and hinge and operated to its overhead
1904. The panel contains the switches for position and stowed. During air drop the
aft door, ramp, and pressure door control, pressure door is attached to the upper
and includes the lock position indicator hinge, the extraction parachute and its
lights for all aft loading system locks. The release mechanism is attached, and the
panel also contains circuit breakers and door is operated to its overhead position.
switches for cargo compartment lights as
well as lights to display ramp armed and
ADS doors armed indications. Pressure Door Wedge Toes

Aft Loading Control Manifold Three wedge toes are installed on the
upper end of the pressure door. When the
There are two aft loading control door is lowered as an extension of the
manifolds in the left aft section of the ramp for drive-in loading, the toes are
cargo compartment. They are located at manually extended to provide initial
approximately WL 210 between FS 1,924 ground contact and support structures.
and 1,964. These manifolds provide the When the pressure door and ramp are
means for distribution of fluid pressure for closed, the toes are manually released
operation of the actuation components of and automatically lock in place behind the
the system. Each manifold consists of a pressure door when the door closes. The
manifold body and a number of hydraulic drive-in floor surface of the toes is
cartridge valves. There are 14 solenoid- provided with non-slip material to aid
operated valves which are electrically traction.
o p e r at e d t o p re s s u riz e s y s t e m
components for operation of the ramp, Pressure Door Seals
pressure door, center door, and side
doors. Each solenoid-operated valve is The pressure door when closed, is sealed
provided with a spring-loaded button across the bottom by mechanically
which provides manual control of the actuated seals, at the sides and corners
associated component function when the by manually actuated seals, and across
a i r p l a n e e l e c t ri c a l s y s t e m i s the top by fixed seals. The fixed seal is
de-energized. used across the forward edge of the
fuselage structure which interfaces with
the upper aft edge of the pressure door.

12-19
 Forward and Aft Loading Systems

The lower edge seal is mechanically u p lo c k h o o k s ma y b e ma n u a lly

actuated at ramp closure. A handle is disengaged by pulling the emergency pull
provided, on both side walls of the cargo handle.
compartment, near the side seals, to latch
the seals in the open position during aft Ramp Asymmetry System
loading syst em o perations . When
manually opening the seals, the lower The ramp asymmetry system is a
corner gusset seal must be opened me cha nically con tro lled fe edba ck
(retracted) first; then the side seals are actuator installation. This installation
opened and latched by the seal retaining includes a cable assembly attached to left
handles. The upper corner seals and the and right ramp actuators. The cables
lower corner gusset seals are held open extend upward from the upper end of the
by the side seals. Two limit switches are actuator pistons, pass through 36 inches
installed (one near each side seal of 0.050-inch diameter flexible conduit
retaining handle) to ensure both side connected at the upper ends of the
seals are stowed and latched in position actuators, and then terminate at the
prior to operation of the aft door system in feedback mechanism on the servo. The
the automatic mode. Unless both limit servo is installed on a bracket at WL 310
swit c hes are de pres sed (c los ed), below the overhead fuselage structure
electrical power is interrupted and and is located on BL 0.0 and approximate
automatic mode operation cannot take FS 2,091. The servo consists of a servo
place. valve, manifold, spool and sleeve, cam
and gear, two control boxes, and backup
Pressure Door Uplock System asymmetry limit switch. The servo valve
divides the hydraulic flow between the
When the pressure door is raised to the two ramp actuators so that they move in
overhead position, the door is secured to phase within l/2 inch of each other even
the upper hinges and at the aft end by an t h o u g h t h e ra m p m a y b e lo a d ed
uplock on each side of the aft fuselage asymmetrically. The servo valve senses
structure. Each uplock consists of a the relative positions of the ramp
spring-loaded hook, a release cable, and actuators by the motion of the feedback
a limit switch. The release cable is cables and requires no electrical inputs.
connected at the aft end of the uplock Any malfunction sufficient to cause the
actuator which is installed in the overhead ramp actuators to drive out of phase by
fuselage structure. An emergency lever more than one inch, will cause the servo
and cable is connected to the forward end valve to go "hard over" and trip the backup
of the uplock actuator. The other end of asymmetry limit switch, thus shutting
the emergency pull cable terminates at an down electrical sequencing of the ramp
emergency pull handle located above the and pressure door. Whenever the ramp
aft loadmaster control panel. In the operates in any mode, the asymmetry
pressure door normal closing mode, system operates; but the purpose of the
hydraulic pressure is supplied to the asymmetry system is to prevent the ramp
actuator. This pressure causes the from twisting and driving the pressure
actuator to pull the two overhead cables door into the side structure during drive-in
and disengage the springloaded hooks open/close.
from the mating striker pins on the aft side
of the pressure door. The pressure door

12-20
 Forward and Aft Loading Systems

Ramp Lock Actuators Pressure Door Uplock Actuator

Two ramp lock hydraulic actuators are The pressure door uplock actuator
used to lock the ramp to the fuselage. consists of a flanged cylinder body, an
Each actuator consists of a cylinder body, internal spring, and a dual-action piston.
a piston, and a piston rod. The actuators The spring-assisted stroke of the piston
contain internal locks that lock the rod during extension is approximately
actuators in the retracted (ramp locks 0.750 inch. During retraction, hydraulic
locked) position. pressure must compress the spring, so
that extension time is significantly shorter
Ramp Actuators than the retraction rate. The internal
spring is compressed by an applied load
The two ramp hydraulic actuators provide of 45 po unds with the piston rod
the force to raise and lower the ramp. The extended. The spring is compressed by
actuators are located at FS 2080. The an applied load of 90 pounds when the
lower clevis end fitting of each actuator is piston rod is fully retracted.
connected to a fitting on the ramp floor.
Attached to this clevis, and passing Pressure Door Upper Hinge Select
through the center of the actuator, is a Actuators
con tr ol c a ble whic h op era te s the
asymmetry system servo mechanism. Two identical actuators are used to
provide the motion for the locking and
Pressure Door Lower Lock Actuators unlocking of the upper pressure door
hinge. The actuators are located at BL
Two identical pressure door lower lock 118, left and right, on the pressure door
hydraulic actuators are used to provide upper hinge attached to the canted
the motion for locking the pressure door pressure bulkhead. During retraction the
at the lower hinge to the ramp. The piston rod moves a linkage on the hinge
actuators are located at BL 28, left and to an overcenter position. This motion
right, on a bracket attached to the aft rotates the inboard hinge fitting, locking
bulkhead of the ramp below the floor the hinge to a wedge fitting on the side of
surface. The lower fixed end of each the pressure door. When the piston
actuator is attached to the bracket; the extends, the hinge then unlocks from the
upper piston rod end is connected to a door.
bellcrank in the locking mechanism. The
rod end of the unit may be turned to Pressure Door Upper Actuators
provide adjustment during rigging. The
actuator consists of a cylinder body, Two pressure door upper hydraulic
piston, and piston rod. Self-aligning actuators are provided to rotate the
bearings installed in each end of the pressure door to and from the overhead
actuator provide for slight misalignment at position. one actuator is located at each
assembly. of the pressure door upper hinges at FS
2,106, BL 118, left and right and WL 280.

12-21
Forward and Aft Loading Systems

Aft loading system structures

12-22
 Forward and Aft Loading Systems

Aft loading system control manifold

12-23
Forward and Aft Loading Systems

Aft ramp locks

12-24
Forward and Aft Loading Systems

Aft ramp support pads

12-25
Forward and Aft Loading Systems

Pressure door upper hinges

12-26
Forward and Aft Loading Systems

Pressure door lower hinge

12-27
 Forward and Aft Loading Systems

to adjust for fuselage deflection. Two

Aft Center and Side Doors forged aluminum actuator arms are
attached to the fuselage structure at the
Center Door outboard edge of the door and are spaced
approximately 13 feet apart. Hydraulic
The center door is approximately 47 feet actuating cylinders are attached to the
long and 13 feet wide. When the center actuator arms and provide the motive
door, side doors, and pressure door are power for opening and closing the door.
open, access to the aft end of the cargo Two latches are used to secure the door.
compartment is provided through a A bayonet latch (located on the aft
rectangular opening 19 feet wide and fuselage structure) engages a receptacle
9-1/2 feet high. The center door is attached to the forward edge of the door,
designed to be opened for cargo airdrop, and a grab latch (attached to the
leaving the side doors closed. The fuselage) secures the aft edge of the
forward end of the door is supported by door. Internal mechanical locks on the
two arms and is actuated by jackscrews. side door actuators provide additional
The arms rotate about fixed points in the locking during airdrop. A drag latch is
overhead fuselage structure to lift the located in the forward track on each side
forward end of the door up and aft. The of the side door. The latch serves to lock
aft end of the door is supported by roller the center door to the side door in the fully
carriages which slide aft on tracks closed position.
attached to the aft fuselage structure.
Two guide fittings located on the forward Hinge Doors
edge of the door engage stop fittings on
the ramp when the center door swings There are four hinge doors installed in the
down and forward during closure. Three aft fuselage, left and right. The hinge
rub posts on each side of the center door doors are located above the trim line of
prevent the door skin from contacting the the side doors at intervals between FS
side doors during operation. The forward 2,146 and 2,428. The hinge doors are
and aft slide blocks on each side of the mechanically linked to the side door hinge
center door engage tracks on the side actuating components and open and
door during door closure to provide c l o s e s im u lta n e ou s ly to pr o v ide
proper alignment of centering side doors. clearance for these components. The
hinge doors attach to the fuselage at the
Side Doors upper edge by the use of hinges. Seals
are installed along the edge of each hinge
There are two side doors in the lower aft door to provide weather protection for the
section of the fuselage structure. Each interior of the unpressurized area of the
door is approximately 38 feet long and 6 aft fuselage.
feet wide at the widest section. The door
is attached to the fuselage structure by
two hinge fittings. One hinge is designed

12-28
 Forward and Aft Loading Systems

Center Door Actuating Mechanism depending on the direction of piston

travel. The two drag latch actuators
The center door actuating mechanism is unlock in series. Upon unlocking, the first
located at FS 2328 on WL 281. The unit provides hydraulic pressure through
actuating mechanism consists of a the integral sequencing port to the second
hydraulic motor mounted on a speed unit, which then unlocks. Pressure
reducer gear box which drives two drive through the sequencing port of the
shafts. The center of the gear box is second unit is then directed downstream
located 8 inches to the right of BL 0 to shuttle a cartridge valve which applies
looking forward. Each drive shaft is hydraulic pressure to open the center
constructed with a splined universal joint door.
at each end to compensate for slight
misalignment. At the outboard end each Side Door Actuators
drive shaft engages a secondary speed
reduction drive box which drives a For each door there are two hydraulic
jackscrew. The jackscrews rotate to drive actuators used to provide the opening
the center door up and down. The lower and closing force for the side doors, left
ends of the jackscrews terminate in clevis and right. The two actuators are similar in
fittings which connect to the driver arms design and identical in function. One
of the center door. Hydraulic pressure actuator is attached to the fuselage and
drives the motor to rotate the internal to the side door actuating components at
reduction gearing of the gear box at a canted fuselage station 2273, WL 223.
4:21:1 ratio. The gear box is provided with The other is installed at canted fuselage
a handcrank for manual operation. Gear station 2429. The actuators are attached
ratio of crank-to-shaft rotation is 2:24:1. A at the cylinder end to a truss and at the
detent pin is provided for handcrank piston rod end to a fuselage mounted
stowage. The handcrank must be stowed hinge bracket. During the side door
for normal operation. opening cycle movement of the piston rod
toward the extended position drives the
Center Door Forward Drag Latch truss downward. A tubular strut is
Actuator attached to the truss at the upper end and
to the side door at the lower end to
The center door is held in the closed complete the actuation linkage.
position by locking action of a drag latch
pawl in each forward track mounted on Side Door Forward Bayonet Lock
the side doors. Linear motion to engage Actuators
and disengage each drag latch pawl is
provided by the drag latch actuator. The A hydraulic actuator is used to secure the
actuator consists of a three-port cylinder forward edge of each side door. The
body, a piston and a clevis-end piston rod. actuator body terminates in a mounting
The clevis end of the piston rod may be flange at the rod side of the piston for
adjusted for rigging purposes. The ports attachment of the unit to the fixed
of the cylinder body are identified as the fuselage structure. When the piston rod
extension, retraction and sequencing extends, the bullet-nose rod which is
ports. When the piston rod reaches a connected to the piston rod end engages
predetermined point in the cylinder, the a mating hole in a receptacle on the side
sequencing port is opened or closed d o o r s t r u c t u r e . T h r e e p or t s a re

12-29
 Forward and Aft Loading Systems

incorporated into the design of the bracket which is mounted on the upper
actuator body. These ports are identified frame surface of the side door. The three
as the pressure, return. and sequencing, ports in the cylinder are identified as the
ports. Movement of the piston to a pressure, return, and sequencing ports.
predetermined position opens the Wh e n t h e p is t o n r e a c h e s a
sequencing port to allow automatic predetermined point during actuation, the
sequencing of the series-connected sequencing port is opened to permit the
components. four side door forward and aft latch
actuators to unlock in series. The first,
Side Door Aft Grab Latch Actuators upon unlocking, sends pressure through
the sequencing port to unlock the second.
The aft end of each side door is secured This action is repeated for the third and
in the closed position by an aft grab latch. fourth units until all are unlocked. After the
The actuator provides the force for fourth is unlocked, system pressure is
locking and unlocking the latch. The unit applied downstream to shuttle a cartridge
is installed at FS 2538.80 left and right. valve which actuates to supply pressure
The unit is a three port hydraulic cylinder to open the side doors.
with piston and piston rod. During
extension, the piston rod moves outboard
to rotate a clevis up to engage a pin in a

12-30
 Forward and Aft Loading Systems

Center door and actuation components

12-31
Forward and Aft Loading Systems

Side door assembly

12-32
 Forward and Aft Loading Systems

rollers that ride in tracks on each side of

Crew Entry Door and the crew entry door. This permits the
Stair/Ladder stair/ladder to travel up and down the door
d u r i n g o p e r at i o n of t h e s y s t e m.
The crew entry door and stair/ladder Adjustable support legs are installed to
system provides a means for personnel support the door stair/ladder in the fully
to enter and leave the airplane. The extended position when the airplane is in
s y s t e m c o n s ists o f t he do o r a nd the unkneeled mode. Each leg is
stair/ladder, and the hydraulic and adjustable to 29 different positions and is
mechanical components necessary for held in place by a lock pin. The legs are
the operation of the door and stair/ladder. manually moved to the stowed position,
and remain stowed during the door
The crew entry door and stair/ladder operation. When stowed, the legs
contains steps that form an integral part position the stair/ladder stop for stair/
of the door structure. A pressurized-type ladder retraction and door closing.
bulb seal is attached to the door edges to
seal the door during pressurization of the
airplane. The stair/ladder is equipped with

12-33
Forward and Aft Loading Systems

Crew entry door assembly

12-34
Forward and Aft Loading Systems

Crew entry door control lever

Crew entry door control system

12-35
Forward and Aft Loading Systems

BLANK

12-36
 Environmental Control and Oxygen Systems

ENVIRONMENTAL CONTROL AND OXYGEN

SYSTEMS

The oxygen system provides oxygen to all Liquid Oxygen Converters

compartments and stations through a
built-in feed system. Portable units are A 25-liter converter and a 75-liter
also available for areas where no other converter which are installed in the left
oxygen provisions are made. The bleed main landing gear pod, store liquid
air, air conditioning, cabin pressurization, oxygen and convert it into gaseous
avionics equipment cooling, cargo floor oxygen. The amount of oxygen in the
heat, fire extinguishing ice detection, and converters is shown on capacitance type
fire suppression systems make up the indicators located on the flight engineer’s
C-5 environmental control system. instrument panel. The operating oxygen
pre ssure is 30 5 (+10) PSIG. The
Oxygen System c o n v e rt e r s a re c on n e c te d t o a
combination fill, build-up and vent valve
The oxygen supply system consists of and to a drain valve, both of which are
two, (one on AF68-213 and AF68-216) located in a filler box. The converter is
li q uid o x y g e n c on v e rt e r( s ) with serviced through the combination valve,
associated servicing, drain, and check the operation of which is automatic when
valves. The distribution system consists coupled to the liquid oxygen service cart
of heat exchangers, pressure demand hose. The vent valve of the converter is
regulators, automatic continuous flow also connected to an overboard vent in
regulators, automatic mask presentation the lower skin below the converter
units, portable rechargers, and portable compartment.
units.
The 25-liter converter will sustain 20
The oxygen supply system provides persons for 5 hours at 25,000 feet. The
gaseous oxygen to the crew, relief crew, 75-liter converter will sustain an additional
and troop compartment when oxygen is 75 persons for 5 hours at 25,000 feet.
r e q u ir e d . D ilu t e r -d e ma n d o x y g en
regulators are provided adjacent to each Manual Shutoff
crew duty station and each bunk for the
crew. A manual shutoff valve is used to isolate
the liquid oxygen supply from the system
Portable oxygen units, of two different in the event of a fire or leak downstream.
types, are provided to furnish oxygen to The valve is located adjacent to the
personnel moving about the fuselage or converters and access is through the
during an emergency. These portable shutoff valve door located on the left side
units are located throughout the airplane of the cargo compartment at FS 1462.76
in strategic locations. and WL 173.34.

13-1
 Environmental Control and Oxygen Systems

Heat Exchangers c o m p a r t m e n t s . As c a b i n a lt it u de
decreases to 12,250 (+750) feet, the
F o u r h e a t e x c h an g e rs (t wo h e at pressure sensing valve automatically
exchangers on AF68-213 and AF68-216) closes the regulators, and flow of
are installed in series in the oxygen gaseous oxygen to outlets in relief crew,
supply system to elevate the temperature troop/courier, and troop compartments is
of the supply system gaseous oxygen to cut off. When the regulators are opened
ambient temperature. The exchangers manually oxygen will continue to flow to
are located in the cargo compartment various compartment outlets regardless
ceiling between the ceiling beams. of cabin altitude.

Diluter Demand Regulator Automatic Oxygen Mask

Presentation Units
There are six regulators in the relief crew
bunk compartment, and one at the flight The automatic oxygen mask presentation
engineer’s, copilot’s, pilot’s, observer’s, units located in the overhead modules are
and navigator’s stations. When the connected to service lines from the
emergency toggle lever is set to NORM, continuous flow regulator panel in the
diluter lever to NORMAL OXYGEN, and relief crew compartment. Automatic or
SUPPLY lever to ON, gaseous oxygen is manual actuation of the continuous flow
diluted with atmospheric air before regulators allows gaseous oxygen from
flowing to the oxygen mask. As the the liquid oxygen converters to flow to
airplane cabin altitude increases, the each automatic mask storage container.
regulator air inlet is gradually closed by a Oxygen pressure trips the door latch on
bellows and a higher concentration of the manifold assembly, the door opens,
o x y g e n f lo ws to t he ma s k un d e r and the oxygen masks drop down ready
increasing positive pressure. At a cabin for use by personnel. The lanyard must
altitude of 34,000 feet and above, the air be pulled to initiate oxygen flow.
inlet is completely closed and 100 percent
oxygen flows to the mask. To attain flow Visual and Audio Warning System
of 100 percent oxygen to the oxygen
mask under positive pressure, regardless The oxygen warning system is used to
of cabin altitude, set diluter lever to 100% alert the passengers and crew of low
OXYGEN and emergency toggle lever to cabin pressure or of any emergency
EMER. situation which would necessitate the use
of oxygen. The visual and audio warning
Continuous Flow Regulator system of the oxygen system consists of
an OXYGEN ON light, warning horns, and
T wo c on t in uo u s f lo w re g u lat o rs , h o r n s ile n c e s witc h . Brig h t a r ea
connected in parallel, are mounted on the compartment lights and NO SMOKING
continuous flow regulator panel in the signs are also actuated during oxygen
relief crew compartment. When cabin warning. A test switch is also incorporated
altitude increases to 13,250 (+750) feet, to test the warning system.
an altitude pressure sensing valve
automatically opens the regulators, and
gaseous oxygen flows to outlets in relief
c r e w, t r o o p / c o u r ie r, a n d tr o op

13-2
 Environmental Control and Oxygen Systems

Liquid Oxygen Quantity Indicating illuminate when the liquid oxygen

System remaining in the corresponding converter
is less than 10 percent of its total capacity,
This system consists of a 25-liter and a press-to-test switch. The switch,
indicating system and a 75-liter indicating light, and indicator are located on the flight
system (one for each converter). Each engineer’s panel.
system consists of a null balancing
capacitance-bridge type servo indicator,
a QTY LOW warning light which will

Liquid oxygen converters

13-3
 Environmental Control and Oxygen Systems

LOX converters, manual shutoff, and combination valves

13-4
Environmental Control and Oxygen Systems

Oxygen supply system heat exchangers

13-5
Environmental Control and Oxygen Systems

Continuous flow regulators

13-6
Environmental Control and Oxygen Systems

Automatic oxygen mask presentation unit

13-7
 Environmental Control and Oxygen Systems

LOX quantity indicators and typical diluter demand regulator

13-8
 Environmental Control and Oxygen Systems

failure. Air temperature is controlled by

Air Conditioning System mixing bleed air from upstream of the
primary heat exchanger with air from the
The air conditioning system is composed water separator. Each compartment has
of two parallel units that share the same an independent, automatic temperature
ducting. Normally, both units operate at control with a manual override.
the same time, but limited air conditioning
can be provided if only one of the units is Cooling Turbine and Heat Exchanger
operative. An air conditioning flow control
system provides the proper airflow rate The two cooling turbines together with the
required for pressurization, ventilation, heat exchangers provide cool air for air
heating, and cooling during all flight and conditioning. The primary heat exchanger
ground operating conditions. Bleed precools the bleed air by dissipating heat
airflow control and shutoff valves provide energy to the cooling air; the cooling
for control of two flow rates: one for turbine adds work energy by additional
speeds below 0.3 Mach and one above. compressing of the air, thus increasing its
Each refrigeration unit has a cooling temperature again so that more heat
turbine, two heat exchangers, a water energy can be dissipated to the cooling
separator, check valves, and temperature air in the secondary heat exchanger; the
control valves and sensors. The cooling temperature and pressure of the air is
turbine, with the heat exchangers, cools then reduced by isentropic expansion in
the bleed air. The temperature controls the turbine. Each turbine has a thermal
and valves modulate the flow of hot switch, set at 585F, that signals the air
bypass air around the cooling turbine to conditioning flow control and shutoff valve
attain the required mixed air temperature. to close, and illuminates an AIR COND
The water separator removes excess OVHT light on the environmental control
moisture from the air. The check valves panel in the event of compressor
are strategically located to prevent discharge overheat.
reverse flow and or loss of air in the event
of component rupture. The cooling fan Cooling Fan
p r o v ide s c oo lin g a ir t o th e h e at
exchangers at airspeeds below Mach 0.3, The cooling fan provides cooling air for
when slats are extended and during the heat exchangers at airspeeds below
ground operation. Above this speed, ram Mach 0.3 when slats are extended and
air is used. The cooling air exit valve during ground operations. Bleed air to
modulates the cooling airflow to maintain drive the cooling fan turbine is extracted
a temperature of 160F at the primary heat from the cross ship manifold, inboard of
exchanger exit. the inboard pylon on each side of the
airplane. Exhaust air from the turbine of
Du r in g n o rm al o pe r at io n , o ne the cooling fan is vented overboard
refrigeration unit supplies the flight through a venturi which limits fan rotor
station, relief crew compartment, and the speed. The cooling fans are actuated
troop compartment, with a small amount during flight when a signal from the
going to the cargo compartment. The Central Air Data Computer or slat position
other unit supplies air to the cargo switch opens the cooling fan shutoff
compartment. Each unit is capable of valves and allows bleed air to enter the
p r o v id i n g a d eq u a te air t o a ll fan drive turbine. The fan valve is
compartments in the event of a unit’s

13-9
 Environmental Control and Oxygen Systems

modulated by the cooling air exit control. Compartment Temperature Control

It works in sequence with the exit control System
valve.
The temperature of each compartment is
Cooling Air Exit Valve controlled by mixing bleed air from
upstream of the primary heat exchanger
The cooling air exit valve is provided to with air from the water separator in the
minimize the drag penalty of the cooling proper proportions to maintain the
circuit by modulating the cooling air flow. selected compartment temperature.
An automatic control system positions the
valve to maintain the primary heat Compartment Temperature Control
exchanger discharge temperature at Unit
160F (71C) or the bleed air flow control
schedule, whichever requires the greater Each compartment is provided with an
amount of cooling air. independent, automatic temperature
control network, and a manual override.
Water Separator Each network includes a temperature
selector with a range of 40 to 95F, a
Discharge air from the air cycle turbine is temperature control mode selector
passed through a water separator, where switch, a compartment temperature
excess moisture, condensed by the sensor, duct sensors, an electronic
cooling process, is removed. In the temperature control box, and an AC
separator, air is passed through a motor actuated temperature control
perforated metal cone supporting a valve.
woven dacron fabric coalescer bag which
collects the water droplets. As the fabric Ram Air Ventilation System
becomes saturated, water is discharged
in large drops which are centrifuged out Ram air is taken from the left-hand heat
of the air by downstream swirl vanes. The exchanger cooling duct, upstream of the
water is drained into the overboard sump heat exchangers through a 10-inch, AC
while the air passes through the center of actuated, butterfly valve. Ram air will flow
the separator into the distribution duct. into the upper deck distribution system
Ho t a ir, byp a s s in g t h e t ur b ine when the AIR COND selector switch on
compressor, is introduced at the water the environmental control panel is placed
separator inlet to prevent freezing. in the AUX VENT position. Auxiliary
ventilation is provided on the ground by
utilizing bleed air from the APU to drive
the left-hand system heat exchanger
cooling fan.

13-10
Environmental Control and Oxygen Systems

Air conditioning system components

13-11
Environmental Control and Oxygen Systems

Ram air ventilation

13-12
 Environmental Control and Oxygen Systems

Flight engineer’s environmental control panel

13-13
 Environmental Control and Oxygen Systems

Compartment temperature control valve locations

13-14
 Environmental Control and Oxygen Systems

Environmental control system components

13-15
 Environmental Control and Oxygen Systems

Bleed Air Temperature Augmenter

Bleed Air System Valve

Each of the four engines furnishes hot The bleed air temperature augmenter
bleed air which is distributed throughout valve is a combination modulating and
the airplane by a system of ducting. This shutoff valve. The valve is located
air powers the environmental control b e t we e n t h e e n gin e c om p re s s o r
system and the engine and nacelle discharge bleed air manifold and the
anti-icing system. The two auxiliary power eighth-stage bleed air manifold. The
units (APUs) provide hot bleed air during valve is spring loaded to the closed
ground operations to start the engines, position to provide shutoff operation. The
and perform all of the functions of the valve is armed when the anti-ice system
engine hot bleed air except the powering is turned on and modulates in response
of the engine anti-icing system. The bleed t o s ig n a ls f r om th e do wn s t re a m
air system is controlled through various te mperature augmenter sensor to
valves that allow selection distribution maintain the mixed air temperature at the
and provide automatic switching in some desired level. A light is provided on the
instances. In addition, a bleed air flight engineer’s environmental control
overheat detection system is provided to panel to indicate when the valve is in the
permit sensing elements located at open position.
critical duct joints and valves throughout
the system to signal excessive leakage or Bleed Air Check Valve
area overheat. The bleed air system
controls and indicators are located on The bleed air check valves are insert type,
control panels at the flight engineer ’s split flapper valves without return springs.
station. The bleed air check valves prevent
reverse flow of air into the eighth-stage
Bleed Air Pressure Augmenter Valve ports.

The bleed air pressure augmenter valve Pylon Bleed Air Shutoff Valves
is a combination pressure regulator and
shutoff valve. The valve incorporates a The pylon bleed air shutoff valve provides
p n e u m a t ic s e nso r f or p re s s u re the capability to shut off all bleed air flow
regulation. The valve controls air flow from the engine into the cross ship
from the sixteenth-stage compressor m a n if o ld a n d p r o v id e s a u to m at ic
discharge manifold to the eighth-stage pressure and temperature backup for the
duct as a result of air pressure sensed in bleed air augmenter valves. The valve will
t h e e igh t h -s t a ge du c t . Th e va lve automatically close in the event of an
increases the downstream pressure with augmenter valve failure that would allow
sixteenth-stage bleed air to maintain the pressure upstream of the pylon valve
differential pressure at 30 ( + 2) PSIG. A to exceed 100 PSIG.
switch and light assembly is provided on
the flight engineer’s environmental
control panel for the valve control and
valve position indication.

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 Environmental Control and Oxygen Systems

Plyon Bleed Air Shutoff Valve Bleed Air Overheat Detection System
Temperature Switch
The bleed air overheat detection system
Temperature override is provided by a is divided into three separate and
d o wn s t re a m t h e rm os wit c h . T he independent systems designated as the
thermoswitch closes the pylon bleed air left, right, and center system. The left
s hu to ff v a lve whe n fa ilu re o f the system monitors the left wing and pylons
temperature control function in either bleed air ducting, left air conditioning
a u g me n te r v a lve a llo ws t h e d uc t bleed air ducting, primary heat exchanger
temperature to exceed 650F (343C). ducting, refrigeration unit, ducting up to
the secondary heat exchanger, and the
Wing Isolation Valves ducting up to the upper deck temperature
control valves. The right system monitors
The two AC motor actuated wing isolation identical components on the right side of
valves, located in the cross ship manifold, the airplane except the ducting that goes
enable the isolation of one wing duct from to the upper deck temperature control
the other, which allows the airplane to be valves. The center system monitors the
pressurized in the event of any single ducting between the wing isolation valves
failure or malfunction in the bleed air to the cargo floor temperature control
system. Manual override is provided in valves, the APU control valves, and the
the event of actuator failure. The valves APU isolation valves.
are c o n t ro lle d by in d iv id ua l
OPEN-CLOSE switches located on the Bleed Air Manifold Pressure
environmental control panel and an Indicating System
indicator light illuminates when the valves
are closed. T h e b le e d a ir ma n i f o ld p re s s u re
indicating system consists of a synchro
APU Isolation Valve in d i c a t o r and two
s y n c h r o -s en s o r- t ra n s mit t er s . T he
The two electrically operated APU sensor-transmitters are located in the
isolation valves, located inboard behind cross ship bleed air manifold. The face of
the left hand and right hand APU the indicator is calibrated to measure
compartment firewall, isolate the APUs pressure from 0 to 120 PSI.
and ATMs from the engine bleed air
systems. The valves will automatically Bleed Air Flow Control and Shutoff
close in the event of a center duct Valves
overheat condition, or if the fire handle is
pulled on the APU panel or loadmaster The bleed air flow control and shutoff
forward control panel. The valves are valves, located between each of the air
controlled by individual OPEN-CLOSE conditioning units and the cross ship
switches located on the environmental manifold , provide the proper airflow rate
control panel, and an ISO VALVE OPEN required for pressurization, ventilation,
indicator light illuminates when the valves heating, and cooling during all conditions
are open. of flight and ground operations. The
valves have a secondary function of bleed
air shutoff for the air conditioning
systems. Each valve provides two flow

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 Environmental Control and Oxygen Systems

rates which are dependent upon the rate is for all other airspeeds and ground
airplane speed. The high rate is for operations.
airspeeds over Mach 0.3 and the lower

Bleed air system distribution diagram

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Environmental Control and Oxygen Systems

Bleed air system manifold layout

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 Environmental Control and Oxygen Systems

Pressure augmenter and temperature augmenter valves (typical)

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 Environmental Control and Oxygen Systems

Engine bleed air system components and control panel

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 Environmental Control and Oxygen Systems

Wing isolation valves and cross ship manifold

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Environmental Control and Oxygen Systems

APU isolation valves

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Environmental Control and Oxygen Systems

Bleed air overheat detection and control

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Environmental Control and Oxygen Systems

Bleed air flow control and shutoff valves

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 Environmental Control and Oxygen Systems

through risers into lateral air passages

Cargo Floor Heat System formed by the floor, floor supports, and a
fabric isolation panel which directs the hot
The cargo compartment floor from the air against the floor to prevent excessive
forward ramp hinge to the aft ramp hinge heat loss to the outer fuselage structure.
is provided with heating facilities for use The air is then discharged into the
on the ground or in flight. Heating is underfloor space from which it returns to
accomplished by distributing a mixture of the cargo compartment through air
b le e d a ir a n d re c ir c ula t e d c a r go passage holes in the chine. The forward
compartment air beneath the floor. The and aft floor heat systems are controlled
mixed air is channeled under the floor by a single switch located on the
through longitudinal distribution ducts. environmental control panel.
Some of this air flows to longitudinal air
passages in the floor structure in the area
of the wheel wells. The remaining air flows

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Environmental Control and Oxygen Systems

Cargo floor heat system diagram

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Environmental Control and Oxygen Systems

Floor heat system temperature sensors

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Environmental Control and Oxygen Systems

Floor heat recirculation fans

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 Environmental Control and Oxygen Systems

by one of two duct-mounted exhaust fans.

Avionics Equipment Should one fan fail the other automatically
Cooling System assumes the load. The MADAR display
equipment is cooled by a fan-induction air
Both fan-powered air induction and free system. Ducts also provide airflow around
air convection are used to cool the the circuit breaker panel, flight engineer’s
electronic equipment, instruments, and control panel, and pilot’s and copilot’s
circuit breakers to maintain acceptable main instrument panels. The avionics
temperatures around the equipment. The equipment cooling system controls and
avionics compartment is cooled by an indicators are located at the flight
induced air system. The air is drawn engineer’s station adjacent to the
through two cooling air inlets into the hydraulic control panel.
compartment and exhausted overboard

Avionics cooling ducts

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Environmental Control and Oxygen Systems

Avionics equipment cooling fans

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 Environmental Control and Oxygen Systems

from exceeding 8.7 PSI in the event of

Cabin Pressurization failure of the automatic pressurization
Control System system or improper manual control
settings. Either valve has sufficient flow
The cabin pressurization control system cap acity to re gu lat e the requ ired
regulates pressurization of all occupied maximum pressure.
compartments and may be operated
either automatically or manually. The Cabin Altitude And Differential
cabin altitude selector permits selection Pressure Indicator
of cabin altitude, cabin rate-of-climb or
descent, landing field elevation, and The cabin altitude and differential
correction for local barometric conditions. pressure indicator is an integrally lighted
The cabin pressure regulator outflow instrument that indicates the cabin
valve is electrically powered for all modes pressure altitude and the pressure
of operation. The cabin pressurization difference inside and outside of the
controls and indicators are located on airplane. There are two scales on the face
control panels at the flight engineer’s of the meter. One scale is calibrated to
station. indicate altitudes of from 0 to 50,000 feet.
The other scale is calibrated to indicate
The cabin pressure regulation system pressures of from 0 to 10 PSI. The
consists of outflow valves, safety valves, instrument has two pressure ports. One
negative pressure relief doors, control port is connected to the airplane static
box, manual controller, emergency pressure system. The other port is open
depressurization switch, cabin altitude to the cabin air. Power for the instrument
selector, and the mode selector switch. li g h t in g i s o b t a i n e d f r o m t he
INSTRUMENT LIGHTING bus in the flight
Cabin Negative Pressure Relief engineer’s lighting control panel.
Doors
Cabin Altitude Selector
The negative pressure relief doors are
located in the aft pressure bulkhead of the The cabin altitude selector provides the
troop compartment. These doors are part flight engineer with the means to make
of the bulkhead structure and are selections of cabin altitude, cabin rate of
restrained by a spring-loaded latch which climb or descent, landing field elevation,
automatically releases the doors to vent and correction for local barometric
the cabin if a negative pressure condition conditions at the landing field. The
exists. selections are shown on taped displays.

Cabin Pressure Relief Valves Cabin Pressure Regulator Outflow

Valve
The cabin pressure relief valves are
located on the cargo compartment aft The cabin pressure regulator outflow
pressure bulkhead, one on each side. valve is electrically powered for all modes
T h e s e v a lv e s , wh i ch f u n c t ion on of operation utilizing two actuators and a
differential pressure, are independent of single drive mechanism. The valve is
any other airplane system. The valves are divided into two separate sections
programmed to prevent cabin pressure consisting of a thrust recovery valve and

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 Environmental Control and Oxygen Systems

a butterfly valve. The thrust recovery unpressurized flight, and for emergency
valve controls the overboard flow of cabin depressurization.
air during all normal flight conditions while
the butterfly valve is closed. The butterfly
valve is opened during ground operation,

Aircraft pressurization envelope

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 Environmental Control and Oxygen Systems

Cabin altitude and differential pressure indicator

Pressure regulation system components

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 Environmental Control and Oxygen Systems

container so that either container can be

Engine and APU Fire discharged into either nacelle.
Extinguishing Systems
The APU fire extinguishing system is
A high-rate-discharge fire extinguishing similarly a dual, high-rate-discharge
system is p r ovid e d , u s ing system using two agent containers
dibromodifluoromethane (CBr2F2) as the located in the lower aft corner of the right
agent. Three identical subsystems are main landing gear wheel well. The system
installed, one in each inboard pylon and is capable of discharging one container
one at the APU location in the fuselage. into each APU compartment, or both
Each engine/pylon subsystem serves the containers into one compartment.
two engines on its side of the airplane and
provides two discharges to one nacelle, The engine and APU fire extinguishing
or one discharge to each nacelle. The fire system provides a remote means to put
extinguishing agent is piped to the upper out fires that occur in the engine nacelle
forward section of the engine which and APU compartment. Actuation of the
encloses the high pressure compressor system is accomplished by pulling the fire
and to the upper aft section which h a n d le a t e ith e r t h e f o rwa rd le ft
encloses the combustion-turbine section. loadmaster’s control panel or on the APU
The agent will flow down and around both control panel and the engine emergency
sides of the engine. The fire extinguishing shutdown control panel at the pilot’s
agent is contained in four nitrogen station. When the handle is pulled the
pressurized spherical containers two of agent discharge switch is exposed.
which are located in the upper portion of Depressing the switch causes an
each inboard engine pylon. The fire electrical squib in the pressurized
extinguishing system receives 28-volt DC extinguishing agent bottle to discharge
power from two independent sources: the the agent. The shuttle valve permits the
battery bus and the isolated DC bus. Each discharging of the extinguishing agent
container has two outlets (each actuated from more than one bottle if required. Fire
by pyrotechnic squib) and a pressure warning lights on the pilot’s annunciator
gage. One outlet of each container is panel indicates need for actuation of the
connected to one outlet of the other extinguishing system.

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Environmental Control and Oxygen Systems

Engine fire extinguishers

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 Environmental Control and Oxygen Systems

Engine/APU fire extinguishing indication and control panels

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 Environmental Control and Oxygen Systems

The ice detector consists of a reference

Ice Detection System oscillator and an oscillating probe. When
the probe starts to ice, the frequency of
The ice detection system provides an the two oscillators synchronize providing
indication when icing conditions are an output signal to energize the anti-icing
encountered. The ice detection system system and operate the ICING warning
consists of an ice detector, control panel, lights. The ice detector panel provides the
and a warning light. The ice detector is control for the ice detection system and
mounted to the skin of the airplane at FS routes the output signal from the ice
315.5, WL 335, and RBL 4.0. The ice detector to the anti-icing system. A heater
detector control panel is mounted in the and control circuit inside the ice detector
flight engineer’s overhead panel. The deices the probe and strut within 10
ICING warning light is located on the seconds after encountering ice. Should
cabin altitude and pressurization control icing conditions still exist, the ice detector
panel mounted in the flight engineer’s recycles 60 seconds after the last icing
overhead panel. Power to the ice signal and continues to recycle until icing
detection system is supplied through signals cease. The ice detection system
flight engineer’s circuit breaker panels remains in an armed condition until icing
No. 3 and No. 5. is again encountered.

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Environmental Control and Oxygen Systems

Ice detector assembly (typical)

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 Environmental Control and Oxygen Systems

ARMED indicator light on the FE 1301 fire

Nitrogen Fire Fighting s u p p r e s s io n ( A F6 6 - 8 3 0 3 t h ro u gh
System AF7()-467), fire suppression (AF83-1285
and up) panel comes on. When a
The nitrogen fire fighting system provides discharge switch on an armed panel is
the means for suppression and fighting pressed, both master fire fighting valves
fires in unoccupied areas of the airplane. will open, charging the nitrogen fire
The fire fighting capability is established fighting manifold with liquid nitrogen. The
through fire fighting valves which spray zone valve for the zone switch pressed
liquid nitrogen into a designated zone or will open and liquid nitrogen will be
zones, in which a fire condition had been discharged into the zone area where the
sensed by continuous thermal sensors excessive temperature was sensed. The
(CTS). The nitrogen fire fighting capability amo unt of nitroge n d ischarged is
is distributed in unoccupied areas of the electronically determined by circuitry in
airplane designated as fire zones 1 the flow timer card in the CPU. Both the
through 12. In operation, a fire condition M AN I FO L D P RES SU RE a n d t he
is sensed in one of the unoccupied areas DISCHARGE lights on the nitrogen fire
by the CTS in the area. A switch in the suppression panel go on to indicate the
CTS responder closes, transmitting a flow of nitrogen into the zone.
signal to the central processing unit
(CPU). Signals are transmitted to the In addition to the above, an optical fire
flight engineer’s nitrogen fire suppression detection system is added to indicate a
panel where they cause the appropriate fire in the forward box structure area of
alarm indicator to come on. Signals also each pylon. This system consists of an
are transmitted to the nose wheel well optical fire sensor located in each pylon
panel where the corresponding alarm that switches on when a fire is detected.
indicator lights come on. If the airplane is This activates the FIRE WARNING
on the ground, two internal horns will also annunciator lights at the pilot’s and flight
blow. The ARM/PANEL SAFE switch on engineer’s panels and the PYLON FIRE
t h e f ligh t e n g ine e r’s FE 13 0 1 fire light at the flight engineer’s panel to
s u p p r e s s io n ( A F6 6 - 8 3 0 3 t h ro u gh indicate fire location. Pylons 1, 2, 3, and
AF70-467), fire suppression (AF83-1285 4 optical sensors are located in nitrogen
and up) panel is placed in the ARM fire suppression zones 1, 2, 3, and 4,
position. If the subsystem is to be respectively. Also, any time one or more
activated from the nose wheel well panel, engines are running, the CPU will
the POWER/ARM/PANEL SAFE switch automatically discharge nitrogen into
is placed in the POWER/ARM position. zones 1, 2, 3, or 4 when a fire condition is
Either of the switches will perform the detected by the continuous thermal
same function, arm only their respective sensor located in those zones.
alarm indicator switches with 28 volts.
When an arm switch is activated, an

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Environmental Control and Oxygen Systems

Fire suppression zones

13-41
Environmental Control and Oxygen Systems

Flight engineer’s FSS controls

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 Environmental Control and Oxygen Systems

the priority valve. In addition, the isolation

Fuel Tank Inerting and Fire valve will close automatically when the
Suppression System (FSS) dewar pressure falls to a predetermined
level, to prevent moisture, air, or fuel
Storage and Inerting Subsystem vapor from entering the dewar.

Three distinct functions are performed by Dewar Relief Valves

the components that comprise the
system: (1) the storage of liquid nitrogen; The dewar relief valves protect the
(2) inerting of the fuel tank by: (a) dewars from overpressure. Should the
scrubbing process as a result of which pressure in either dewar exceed 65 PSIG,
oxygen dissolved in the fuel is removed the dewar relief valve will open, venting
and vented overboard to maintain the the excessive pressure overboard
oxygen concentration in the fuel tanks through the overboard vent line. On later
under nine percent at all times, and (b) model relief valves, a manual override
pressurizing the wing tanks with nitrogen handle is provided as a method to relieve
to exclude atmospheric air containing dewar pressure for ground maintenance.
oxygen out of the tanks and vent boxes
while maintaining a slight positive Liquid Nitrogen Service Panel
nitrogen pressure in the fuel tank vapor
space. The service panel, containing controls
and indicators pertinent to the inerting
Dewars and servicing process, is located in the
right main landing gear wheel well. The
There are two identical dewars, which are service panel provides the means for
pressure vessels, each with a capacity of electrically interconnecting the C-5
110 gallons of liquid nitrogen. One dewar a ir p la n e a n d air p lan e -in s t a lled
is mounted on each side of the wing components of the FSS to the ground
cente r s ect ion . L iqu id nitrogen is service unit (GSU). An interval timing
introduced to the dewars through the fill component card is in stalled in the service
couplings. panel to provide a 4-minute timing interval
if the differential pressure (outboard main
Dewar Isolation Valves tanks to vent box) switches or the float
switch in the vent boxes in each wing are
A dewar isolation valve is located on each caused to actuate. The output of the
dewar. The isolation valve provides the interval timer controls the time the
means to supply nitrogen from a dewar to isolation valves are closed.
the scrub and pressurization subsystem.
In normal use the operation of the Inerting System Aspi-scrubbing
isolation valves is automatic. The valves Function
open and close in response to pressure
differentials or by electrical signals. The The aspi-scrubbing function scrubs the
isolation valves may be opened and fuel during refueling to such a low level of
closed manually by use of the pressure oxygen concentration that no additional
limiter manual override controls in the scrubbing is required during climb. The
c ar go c om pa rtm ent cro ss ove r, o r fuel coming out of the fuel level control
pneumatically by the pressure limiters via valve is collected by a shroud which is

13-43
 Environmental Control and Oxygen Systems

connected to an aspirator by a tube. The valve is to maintain a slight positive

aspirator draws nitrogen in from the tank’s differential pressure in the vent box in
ullage (which is pressurized from the vent order to prevent air from entering the fuel
box through the vent lines) and mixes it tanks. As the airplane ascends and
into the fuel. The ullage is pressurized descends and the pressure differential
wi t h n it r o g en b y t he f ue l t an k between the vent box and ambient
pressurization system through the vent pressure changes, the primary climb and
system. The fuel will not be inerted dive valve maintains the predetermined
( s c r u b b e d ) i f f u e l t a n k s a re n ot differential pressure by either venting to
pressurized with nitrogen. The fuel gets the atmosphere in the event of increasing
scrubbed while passing through the pressure within the fuel tanks, or opening
aspirator into a vortex gas separator and allowing an inflow of air if the pressure
where the oxygen contaminated nitrogen within the fuel tanks becomes less than
is separated from the fuel. This gas is ambient.
directed to a nozzle through which the gas
flows into the vent line and overboard. Secondary Climb and Dive Valve
The fuel still swirling flows from the
separator into a deswirler then to the The secondary climb and dive valve is
bottom of the fuel tank. The fuel entering located in the vent box, and is physically
the tank is scrubbed to approximately five integral with the primary climb and dive
percent oxygen concentration which is valve. The secondary climb and dive
low enough that it will not contaminate the valve controls vent box pressure in the
ullage at altitude when the fuel releases same manner as the primary climb and
its remaining dissolved oxygen. The dive valve in the event of failure of the
ullage remains below nine percent latter.
oxygen concentration level at all times.
Master Fire Fighting Valves
Heat Exchanger
A master fire fighting valve is mounted on
Six heat exchangers, three in each wing, each of the two dewars. Its function is to
are used to gasify the liquid nitrogen prior permit nitrogen to flow from the dewar into
to entrance into the vent boxes for the fire fighting manifold upon command
pressurizing purposes. Each set of three by an electrical signal from the CPU. Both
heat exchangers is arranged so that the valves are operated simultaneously, but
nitrogen flows through the three in series. either one can supply the necessary
The heat exchangers are located in the amount of liquid nitrogen to the fire
No. 1 and No. 4 main tanks. fighting valves.

Primary Climb and Dive Valve

A primary climb and dive valve is located

in the vent box of each wing. The primary
climb and dive valve is physically
attached to the secondary climb and dive
valve and together they have the
nomenclature of vent valve assembly.
The function of the primary climb and dive

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 Environmental Control and Oxygen Systems

Zone Fire Fighting Valves (1.25- sensed in the areas indicated on the
INCH) switch placard.

There are four 1.25-inch zone fire fighting FE1301 Fire Fighting System
valves, one each in zones 1, 2, 3, and 4.
The valves are pressure operated and The FE1301 fire fighting provides a
solenoid controlled. The solenoids means of fighting and suppressing fires in
receive an actuating signal from the CPU the avionics bay, center wing area, and
and remain open for a designated length cargo compartment. The signal is
of time. processed in the CPU and actuates the
alarm lights indicating the areas where
Zone Fire Fighting Valves (2.00-INCH) the fire has been sensed. If the signal
indicates a true fire exists, alarm lights
There are eight 2.00-inch zone fire indicate the areas where the fire has been
fighting valves, one each located in zones sensed. FE1301 is then discharged into
5 to 12 inclusive. The function and the indicated areas by actuation of
operation of the valves is the same as discharge switches which cause fire
described for the 1.25 inch valves. extinguishers located in the areas to
expel FE1301.
Nose Wheel Well Fire Suppression
System Panel Central Processing Unit (CPU)

The nose wheel well fire suppression The central processing unit (CPU)
system panel provides one of the means located in the avionics bay contains a
of operating the FSS in the event of a fire card cage in which nine replaceable
when the airplane is on the ground. It also component cards are installed. The
provides the means of operating the FSS removable component card consist of a
from battery power when the airplane is scrub sequencer, signal conditioner, two
on the ground. Four indicator light alarm detectors (zones 1 through 6, and
switches provide a means of presenting zones 7 through 12), flow timer and horn
alarms and actuating the nitrogen fire control, optical latch, power conditioner,
fighting subsystem. If external power is squib relay board, and power supply
applied, and a serviceable battery is (converter) component card.
installed, each of four indicator light
switches presents an alarm indication
that an overheat condition has been

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Environmental Control and Oxygen Systems

Dewars and associated equipment

13-46
Environmental Control and Oxygen Systems

Liquid nitrogen service panel

13-47
Environmental Control and Oxygen Systems

Fuel system inerting components

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Environmental Control and Oxygen Systems

Heat exchangers

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 Environmental Control and Oxygen Systems

Primary and secondary climb and dive valves (vent valve)

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Environmental Control and Oxygen Systems

FE 1301 fire extinguisher locations

13-51
Environmental Control and Oxygen Systems

BLANK

13-52