HANDBOOK OF OPERATING AND LOCKHEED JET & MAINTENANCE INSTRUCTIONS SY CHAPTER 7 LIFTING AND SHORING ‘TABLE OF CONTENTS Section 1.0 LIFTING . Papeete eeeisisttee 7 7.1 SHORING . ibe etattbatalstett : 1.2 METHODS OF HANDLING A DAMAGED AIRPLANE 6.0.04 ese e eee eeee SMR 151 Changed 1 July 1969 Page 1 vit cat] tyraLOCKHEED JET HANDBOOK OF OPERATING AND Meum MAINTENANCE INSTRUCTIONS SECTION 7.0 LIFTING Tol. Landing Gear Jacking Provisions... . . ‘7-2, Airplane Center of Gravity Chart ||) | | 7-8, Wing and Fuselage Jacking Provisions | 74. Holating Provisions, ........ 7-5. Major Component Weights | 7.0.1 Several means for jacking the airplane are available, The method uzed will depend on the main- tenance operation to be performed, Most operations can be performed with only one strut jacked, and this procedure should be used whenever possible, Some extensive maintenance procedures, as well a operational checks of the landing gear, will require jacking of the entire airplane, Jacking more than fone gear at a time 1s not recommended because of Jaeking instability, If the entire atzplane must be ‘raised, use the procedures given for wing-and-fuse~ lInge-nose jacking instead of trying to jack the individ val struts, 7.0.1.1 JACKING PRECAUTIONS, Failure to observe any of these safety pro- ‘cautions may result in damage to the air- plane oF injury to personnel. &, Do not jack the airplane outside the hanger if the wind exceeds 10 miles per hour, Head air- plane into the wind if possible, 'b, Always choose a level place with solid footing to jack, ©. Do not jack the airplane when wing panels-are removed or when structural damage is suspected, 4, Do not jack the airplane when there is fuel other than residual fuel in the external tanks, except 1s noted in paragraph 7.0.1.3, SMR 151 {, Check to see that landing gear downlocks have 8. Observe all other precautions relative to ground handling of the airplane as circumstances may require. 1h, Install main or nose gear strut locks if strut extension 1s not desired, ‘Operate the jacks at an even rate to avoid any attitude change which might excessively side load the jack pads, While jacking, Keep the jack locknut gerewed down to within one inch of the Jack case, When the airplane is jacked to the desired height, screw the locknut down until it seats against the case. J. I the alzplane has been Jacked outside thehangar, moor the alrplane in the normal manner so that wind gusts will not shift the alzplane, 1.0.1.2 WHEEL CHANGE JACKING, The dual wheels of the alzplane permit wheel change without jacking ‘the airplane, When only one wheel of the dual set ‘changed, run tho other wheel up an in-ocmmmED TET CZiy _ 2.0.1.3 STRUT JACKING. Do not attempt to raise the airplane by inflating the Tanding gear shock struts, Overinflation of the struts can regult in seal failures, Rapid Iowering of the airplane will endanger the airplane, ground equipment and personnel. Jack points are on the bottom of each gear strut, ‘Any one gear may be safely jacked up to an airplane gross weight of 41,500 pounds, providing the air~ plane's center of gravity is within permissible Hight limits, Strut-to-ground clearancesare shownon figure Tel, Use an axle jack with a minimum capacity of 8-1/4 to 10 tons for the main gear anda 4 to5- ‘ton jack for the nose gear. 1.0.1.4 WING AND FUSELAGE NOSE JACKING, A Sack point is provided on each wing and on the fuse- lage nose centerline for jacking the entire airplane, Wing and nove jacking is similar t gear jacking except the airplane's weight and center of gravity must be considered before jacking, To be safe for Jacking, the center of gravity location must fall with- fn the area below the curve in figure 7-2, With the ‘wolght and center of gravity location in this area, the maximum safe load on any jack pad will not be exceeded, Normally, the center of gravity will all Dbetwoon fuselage stations 470 and 488, since this represents the permissible center-of-gravity range {or Might, To be sure the center of gravity is per= miscible, always compute it for the particular load Condition existing at tho time of jadking, Refer to the ‘Weight and Balance Manual for istructions on weigh ing the alzplane and computing the center of gravity, Use the following procedure for jacking: a, Plot the alrplane center-of-gravity and weight fon the chart in figure 7-2 to be sure it is safe to jack, b, Position the airplane in the desired jacking area, It outside, head the airplane into the wind, cc, Release the parking brakes, 4, Remove wheel chocks, , Disconnect all external power, ut HANDBOOK OF OPERATING AND MAINTENANCE INSTRUCTIONS 1. Remove the cover plugs from the airplane jacking points and install 11011-MEU jack pade at each of the three jack points shown on figure 7. ‘The pads slip into sockets and are secured in place with one serew for each pad. g. Install the jacks in position beneath the jacking pads, Note ‘The installed pads tlt about 7 degrees from the vertical (the nose pad tilts forward andthe ving pads lt af), his normal condition does fot cause any slda-loading but does make it necessary 10 take care when positioning the jacks, © be sure they are placed directly Inder the pads and perfect mating exists between the jack recess and the ball on the jack pad, Install main or nose gear strut locks if strut ‘extension is not desired, , Operate the jacks at an qven rate to avold any attitude change which might excessively side-load ‘the jack pads, While jacking, keep the Jack lock~ rut screwed down to within One inch of the jack case, When the airplane is jacked to the de- sired height, screw the locknut down until it seats against the case, 4}. Ifthe airplane has been jacked outside thehangar, moor the aizplane in the normal manner #0 that ‘wind gusts will not shift the airplane, 7.0.1.5 LOWERING THE AIRPLANE, a, Clean the polished surtaces of the strut pistons and apply a light coat of MIL-L-7870 oil to them, b. Check the area beneath the airplane to be sure it is clear of all obstructions, (¢, Release the jack locknuts and lower the jacks at ‘an even rate to Keep the airplane level, 7.0.2 HOISTING, Hoisting provisions are available for the empennage assembly and the engines, See figure 7-4 for the means of attachment and part numbers on the hoists and slings, See figure 7-5 for approximate weight of major components, SMR 161LOCKHEED JET HANDBOOK OF OPERATING AND Aum MAINTENANCE INSTRUCTIONS ‘This page intentionally left blank. SMR 151 1sLOCKHEED JET SG MAINTENANCE 1 HANDBOOK OF OPERATING AND (NSTRUCTIONS (MAIN GEAR JACK CLEARANCE rouno A YJ Nd evel 61N, WITH NORMAL TIRE INELATION. NOSE GEAR LANDING GEAR GROUND CLEARANCES JACK aac CONDITION CLEARANCE CONDITION CLEARANCE (APPROXIMATE) (APPROXIMATE) BOTH TIRES, NORMAL INFLATION] 8 1/2IN. BOTH TIRES, NORMAL INFLATION | 53/41N. (ONE TIRE FLAT aN. CONE TIRE FLAT SIN. OTH TIRES FLAT 53/4 1N. BOTH TIRES FLAT 4IN. 16 NOSE LANDING GEAR AXLE JACKING ADAPTER P/N 11016-MEU INCLINED BLOCK Figure 7-1. Landing Geer Jacking Provisions rei SMR 151LOCKHEED JET S 4 HANDBOOK OF OPERATING AND MAINTENANCE INSTRUCTIONS SS AIRPLANE WEIGHT 1000 LBS. SMR 151 | a % ee ne a ) FUSELAGE STATION (INCHES) AIRPLANE CENTER OF GRAVITY (CG) LOCATION 1. SAFE JACKING VALUES ARE BASED ON ‘ALLOWABLE JACK PAD LOADS OF 13,996 POUNDS FOR EACH WING JACK POINT AND 4,708 POUNDS FOR THE FUSELAGE NOSE. JACK POINT. 2. NEVER JACK THE AIRPLANE WHEN THE WEIGHT AND CENTER-OF-GRAVITY FALL ‘OUTSIDE THE SHADED AREA ON THE CHART. we-22opee . Aleplane Contor of Gravity Chart 1LOCKHEED JET HANDBOOK OF OPERATING AND Yeumum- MAINTENANCE INSTRUCTIONS MAIN LANDING GEAR STRUT LOCK P/N 1OOL MEU JACKING AND MOORING ADAPTER PAD /N TIO11-MEU 1922-0703 Figure 7-3. Wing and Fuselage Jacking Provisions 1-8 SMR 151LOCKHEED JET & HANDBOOK OF OPERATING AND Memumm- MAINTENANCE INSTRUCTIONS ————$—————— ca D Figure 7-4. Holsting ProvisionsLOCKHEED JET HANDBOOK OF OPERATING AND Reem MAINTENANCE INSTRUCTIONS 12 APPROXIMATE WEIGHT OF MAJOR COMPONENTS. 0 6 13. 16 “4 1, SLIDING NOSE ASSEMBLY, sesseenees S2LBS, 2, EXTERNAL FUEL TANK ASSEMBLY (EACH).-++-+ 333.65. 3, LEADING EDGE FLAP (BOTH SECTIONS, EACHWING). 4. WING ASSEMBLY (LESS FLAPS, AILERON, AND EXTERNAL TANK). +0 steeee STO LBS, 5, AILERON (EACH), soeees BBLS, 46, TRAILING EDGE FLAP (BOTH SECTIONS, EACH WING) .....+.0++ 7. EMPENNAGE ASSEMBLY (LESS THE ELEVATORS AND RUDDER) ,.. 8, ELEVATOR (ONE S109), sosee TOULBS, Figure 7-5. 19, ENGINE NACELLE ASSEMBLY (EACH SIDE, LESS ENGINES) «00 10, MAIN ENTRANCE DOOR ,. 11, RUDDER... 12, SPEED BRAKE . 13, MAIN LANDING GEAR STRUT ASSEMBLY 760185. a7 uss, Tass. e813, (LESS WHEELS AND TIRES). 128185. 14, MAIN GEAR WHEEL AND TIRE (EACH ASSEMBLY) cso ese soseeee 10 LB5. 15, NOSE LANDING GEAR STRUT ASSEMBLY (LESS WHEELS AND TIRES). sees 146 UBS, 16, NOSE WHEEL AND TIRE (EACH ASSEMBLY). ‘Major Component WeightsHANDBOOK OF OPERATING AND LOCKHEED JET S Reem MAINTENANCE INSTRUCTIONS — EEE EEEIRUCTIONS 7.1.1 GENERAL, When the removal of a major structural item is required, it may be necessary to shore portions of the aircraft to avoid excessive eformation or failure, For specific shoring inatrue~ tions, contact the field service department of the Loctheed-Georgia Company, ‘SMR 151 7.1.2 WING ACCESS PANELS, It is necessary to shore the wing when the upper wing covers are removed, Detailed instructions for access cover removal are given in Chapter $2, TutsLOCKHEED JET HANDBOOK OF OPERATING AND Reem. MAINTENANCE INSTRUCTIONS ‘SECTION 7.2 METHODS OF HANDLING A DAMAGED AIRPLANE Contents Page GENERAL. «oo. eee ee : 11s EQUIPMENT AND MATERIALS oe oo 113 MOORING THE AIRPLANE FOR PNEUMATIC BAG LIFTING 14 METHOD OF USING PNEUMATIC BAGS . Tad RAISING THE AIRCRAFT ON ONE WING USING PNEUMATIC BAGS 1020002202200 0 01002 as RAISING AIRPLANE WITH NOSE GEAR COLLAPSED USING ACRANE (001211) Dilo1as MOVING AIRPLANE WITH BOTH MLG AND NLG STRUCTURALLY INOPERATIVE |... ..2.. 07-15 MOVING THE AIRCRAFT WITH THE NOSE GEAR INOPERATIVE 1-5 MOVING THE AIRCRAFT WITH EITHER MLG OR NLG OPERABLE || | | | 116 FIGURES 18, 7-1, Aizplane Mooring for Pnoumatic Bag Raising. . 7.2.1 GENERAL. Once an airplane is damaged on a runway, quick and effective means must be employed to clear the runway. During any removal, two major considerations should be kept in mind, Safe methods for lifting and removal will be uti- Uzed to protect personnel b. Approved proceaures for handling the airplane ‘will prevent further damage to the structure or ‘components. First stops in lifting the airplane in preparation for removing it from the runway Is to redice the weight toa minimum, ‘As parts and equipment are removed, the effect on {gross wolght and CG can be computed from data inthe hhandbook af Welght and Balance data and supplement applicable to the damaged airplane. Pneumatic Bags providean alternative means of rais~ {ng an airplane when the use of mechanical lifting de vices is impracticable or undesirable. The bags are 6-1/2 feet wide by 7-1/2 feet long (Inflated) and have a collapsed height of 6 inches, expanding to six feet when inflated. ‘The bags are made of a nylon fabric, similar to fuelbiadder cells, and have alifting capac ‘ty of 24,000 pounds. Eachbag weighs 135 pounds and {s inflated using a 3.5 psig at 40 cfm. blower, through ‘hose supplied with the bags, The bags can beused Intemperature of -85°C to 70°C. ‘Thetarpaulin cover serves as a protective pad on which to place the bag during lifting. ‘The manner in which the bags are used will varycon- siderably with many different factors such as airplane ‘eight, positional C.G., terrain, structural condition, Physical position and availability of equipment. In general however, the bags should be placed so that the ‘maximum possible lifting a1ea is in contact with the airplane structure and the airplane {s kept in a stable SMR 151 Pneumatic Bag Placement Under Wing and Fuselag Changed 1 July 1968 condition. Uso as many bags as possible. Careful consideration should be given to the position of the airplane C.G, for the particular case. If possible, the C.G. position should be improved and the bags placed and inflated according to the findings. In this manner it should be possible to prevent the airplane lilting or shifting position suddenly, An additional safety precaution is that of mooring the airplane dir- ing the lifting operations. This is explained more fully below. ‘The best place to apply lift is between the spars as near to the wing root rib as possible, Care should be taken to place the bags to avold ob- structing the MLG door and jack pad areas. This way flther the gear could be extended or the Jacks could be installed to replace the bags. Another bag could be placed under the nose just aft of the nose jack pad area in case of nose gear collapse. ‘Two other bags ‘should be placed, one on the outboard of each wing for stabilizing the airplane only. These bags should be Inflated gradually only after the other bags have ab- sorbed the lifting load. It should be understood that the pneumatic bags are a means for lifting only and fare not intended as a semi-permanent means of ‘support. 7.2.2 EQUIPMENT AND MATERIALS, ‘Bags ~ 24,000 pound lifting capacity, ‘Available from the following a. Preumatic ‘MIL-P-6640, sources: U. 8, Rubber Co,, Woonsocket, R. I, General Tire & Rubber Co., Akron, Ohio Goodyear Tire & Rubber Co., Los Angeles, Cal Firestone Tire & Rubber Co., Los Angeles, Cali. >, Air Compressor, or equivalent ~ capable of main- (taining 8.5 psig’ minimum at a volume of 40 cfm. 1s ERELOCKHEED JET HANDBOOK OF OPERATING AND Meum MAINTENANCE INSTRUCTIONS 1.2.2 (Cont). Note For convenienée in rough terrain, air-nitrogen bottles, used with a regulator, "would be the best means of inflation. fe. Wood timbers suitable for cribbing wing and fuselage. 4. Emergency Mooring Equipment 1. Cables or ropes of sutficient strength to ade~ quately moor the airplane during lifting oper~ ations with pneumatic bags. 2, Block andtackle or equivalent means of keep- ‘ng cable taut or paying cable out while lifting airplane. 3. Padding for insertion between cables, erib- bing and airplane structure, 1.2.3 MOORING THE AIRPLANE FOR PNEUMATIC BAG RAISING. The airplane is equipped with moor- ing and tie down provisions on the MUG and NLG and allthree jack points (Reference figure 7-8, page 7-8). For mooring when using pneumatic bags while the gears are retracted, see figure 7-1 and the following Instructions. a Install ‘and mooring adapter pads (P/N 11011-MEU) to wing and fuselage jack points, b, Attach cables and/or block and tackleassemblies ‘to these three points to support the airplane in both forward and aft inboard and outboard axis. €. Anchor the ends of these cablesor ropesto stakes riven into the ground or ted to heavy equipment placed in the proper position, 1.2.4 METHOD OF USING PNEUMATIC BAG. a. Air bags may be placed under fuselage near nose fr tall in order to keep airplane level while it 18, Deing Lifted. b, Ordinarily, lifting load on fuselage structure is ‘not enough to develop local damage, but some ‘areas should not be lifted with air bags. The fol~ lowing fuselage areas are capable of support when. ‘using air bags. Directly aft of fuselage station 232,00 under cockpit area. 2, Forward of fuselage station 490.00 between wing root ribs. ¢. The following underbody areas must not be used with air bags for lifting. 1. Under the main landing gear wheel well door 114 Changed 1 July 1969 2. Wherever antennas or pitot systems are installed. 4 Moor airplane to restrict {ts movement. Soe paragraph 7.2.3 "MOORING AIRPLANE FOR PNEUMATIC BAG LIFTING. e, Clear ground, on which bag is to be placed, of all sharp Or rough objects and check that underside of structure to be lifted has no sharp protrusions for other possible sources of camage to the bag. ‘Any sich sources should be removed or covered with a thik padding. 4. Position a bag near each location shown on figure 17-6, undo tarpaulin cover straps and remove in- flation hose. & Spread the tarpaulin cover fat, unroll the bag and. arrange the bottom of the bag so that itis flat and properly centered on the cover. 1h, Unfasten the outlet covers and check that each outlet sleeve is properly tied off to prevent air escaping. J. Replace sleeve inside its base reinforcement, and close and secure outlet covers. &, Maneuver tarpaulincover intoposition, attempting to getthe inlet valve as near the air supply source a5 possible, The cover should be positioned so that the bag will have maximum contact with the structure 1, Remove valve cap and attach inflation hose to bag and to air supply souree, ‘m, Start the blowers and inflate the bags. Progres- sively crib the inspar area of wing and under oulk- heads at fuselage stations 282.00 and 490-00 to Provide secondary support inthe event of & bag THE PRIME REQUISITE 15 TO KEEP THE AIRPLANE LEVEL THUS PREVENTING SLIPPING OR TILTING. 1. Support airplane on its landing gear or, if this is ‘smpossible, on eribotng, crash dollies, or jacks. JACKS MUST BE SET ON LEVEL GROUND ‘WITH THE RAM VERTICAL TO AVOID IM- POSING SIDE LOADS ON JACK OR JACK PADS. USE STEEL OR WOODEN SUPPORTS OF SUFFICIENT THICKNESS AND BEARING AREA, AS NECESSARY, TO DISTRIBUTE LOADS AND PREVENT JACKS FROM TIPPING OR SINKING INTO SOFT SURF ACE. 0. Deflate bags by opening one or both outlets. SMR 1813 LOCKHEED JET 7.2.4 (Cont). Note Using doth outlets release pressure quickly in case of an emergency. P+ Remove inflation hose, replace valve cap, and move taxpaulin cover, with bag still on it, away to an uncongested area for packing. 4 Buamine allpartsandauracesfor énmage. Clean ae required’ + Deflate the bag by compressing and rolling t towards the outlets. ed Place rolled bag centrally on tarpaulin, place colled inflation hosetoward one end of rolied bag, fold over tarpaulin ends and secure strap. 7.2.5 RAISING THE AIRCRAFT ONONE WING USING PNEUMATIC BAGS. Air bags are advantageous for fting one side of airplane only. When one main gear collapses and other main gear and nose gear support the airplane in a one-wing-down position, low wing ‘must be rotated until it (s about level with opposite wing. As low wing comes up, jack point moves out- ‘board as it rotates about opposite main gear. Ifa jack were used for such a lifting job, sovere side loads would be induced and jack would require shifting out- ‘board in inerements to keep up with outboard shift at the jack point. ‘4, Moor aft fuselage section of atrplane im paragraph 7.2.3. outlined D. Defuel down wing and inboard tanks of opposite Jack point. €. Allow fuel to remain in up wing outboard and ex- ternal tanks. This will provide aid in rolating ‘down wing up again and reduee lifting loads under ‘down wing. 4. Raise down wing to height so that MLG can be extended. fe: Large sheets of steel or timbers must be used under jacks to distribute load over a wide ground area. 1, Remove all romaining fuel to reduce overall weight for towing. & Watrplane ts on soft ground, planking will pro- videa temporary roadway to main runway surface. 1.2.6 RAISING AIRPLANE WITH NOSE GEAR COL- LAPSED USING JACKS. a. Raise alrplane by using a jack at each wing jack pad. Do not exceed maximum load on each wing jack. Figure 7-2, Page 7-7. b. Crib forward fuselage at fuselage station 232.00 as airplane Is ralsed by wing jacks. HANDBOOK OF OPERATING AND Xmas MAINTENANCE INSTRUCTIONS ©: Follow forward fuselage up with a restraining Dlock and tackle to prevent aft fuselage from ro- tating around wing jack points to ground. 7.2.7 RAISING AIRPLANE WITH NOSE GEAR COL- LAPSED USING A CRANE. A crane may be used in combination with a sling to lift the nose. b. ‘The sling should be tied around nose at fuselage station 232.00; this is the strongest bulkhead in the nose for such a lifting operation. ‘Thick pad- ding oF tires must be used between the fuselage and the slingto distribute the load and protect the airplane from damage. ¢. The load atthe nose should be reduced to a mini- mum, even if a crane of larger capacity available. 4. A load in tail either in the aft equipment area or ‘spread evenly on floor will move the CG alt. 7.2.8 MOVING THE AIRPLANE WITH BOTH MAIN GEAR AND NOSE GEAR STRUCTURALLY INOPER- TIVE. a. The area of wing most capable of supporting ‘weight of airplane on trailer ts also location of main jack pads. Therefore, airplane must be sup~ ported at rear opar while trailer is moved into posttion. b. A platform of railroad ties or equivalent means of ertbbing should be bulltup toan angle matching the dihedral of the wing and the contour of the fuselage to more equally distribute the load. c+ Accovering of tires or equivalent should be used over the eribbing materialso astoprevent damage tothe alzplane. 7.2.9 MOVING THE AIRCRAFT WITH THE NOSE GEAR INOPERATIVE. 4. airplane isto be movedwithout using nose gear, use flat bed truck (capacity 10,000 pounds) under Luselageforward section. Tow alrplane using two tractors attached by cables to MLG towing lugs. Coordinate movement of tractors and track. b. The load atthe nose should be reduced to a mini- mum. Refer to paragraph 7.2.7 d. for informa- ton on ballasting the rear of the airplane to reduce the weight at the station 282.00 bulkhead. + Accradle, padded and contoured to fit the under- ‘side of the nose at the station 232.00 bullchead is used to support the nose on truck. SMR 151 Changed 1 July 1969 115 ae ESLOCKHEED JET & HANDBOOK OF OPERATING AND Reng MAINTENANCE INSTRUCTIONS —_——_———— 9 (Cont). is damaged during a wheels up landing, landing gear ‘may be released alter the airplane is on jacks. ‘This 4d. Some kind of moveable load table is needed be- _will simplify movingairplanetoa maintenance facility. tween cradle and truck bed to permit turning the eee nae sled aiding UPD Ree Even though retracting mechanism for nose gear is 7.2.10 MOVING AIRCRAFTWITHEITHERTHENOSE damaged and gear {s not vertical, temporary bracing GEAR OR MAINGEAR OPERABLE. Whenanairplane may be used for towing. 1 118 Changed 1 July 1960 SMR 151LOCKHEED JET % HANDBOOK OF OPERATING AND MAINTENANCE INSTRUCTIONS € ; sym STANDARD fiseiage NOSE Jack Fs STA ; ruiace nA # 490 eens Silas AEN ASR 1 ty ~ eon 1” oe brow rm choro LINE one AdXwine stasiuizine OnLy i Axnseact samme OMY : Asanmune urine rosmon a Axwose urn rosmion 1 Figure 7-6. Pneumatic Bag Placement Under Wing and Fuselage SMR 151 Changes! 1 July 1968 watLOCKHEED JET HANDBOOK OF OPERATING AND Mmumm- MAINTENANCE INSTRUCTIONS STANDARD FUSELAGE NOSE JACK ws JACKING AND MOORING . i ADAPTER PAD P/N TIONT-MEU FUSELAGE STA (TYPICAL 3 PLACES) 12% CHORD UNE AN ace MOORING PROVISIONS aT Best TN NE oT Ee Braue’ AX 210K AND TACKLE O8 EQUAL ARE TO BE PLAYED OUT ‘AS AIRPLANE IS LIFTED BY PNEUMATIC BAGS. AX ancioR 10 GROUND STAKES OR HEAVY EQUIPMENT dean serween CABLES AND/OR ROPES AS REQD "TO PROTECT AIRPLANE SURFACES Figure 7-7. Airplane Mooring for Pneumatic Bay Raising 718 ‘Changed 1 July 1968 "1% HOR UNE SMR 151