Lockheed C-5M, Техническое руководство

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b. The systems should be operated under automatic control. Automatic control provides the maximum available duct air
temperature during warm-up and allows compartment temperature to stabilize with a minimum of overshoot. If manual
control is used, control valves are driven fully open, and the duct overheat switch may trip and drive the control valves
closed. The control valves would then stay closed until manually opened.
c. The most effective interior warm-up technique with bleed air supplied by the APU is to heat the areas compartment by
compartment as required. Start the APU in accordance with TO 1C-5M-2-4CL-1. Efficiency of the two air conditioner
units will be very low during simultaneous operation from bleed air provided by the APU, and warm-up in this mode
will be slow. It is preferable to
¿
rst warm the forward upper deck areas (
À
ight station and relief crew compartment)
with only the left pack selected, air
À
ow in MAX UPR DECK, and with the troop compartment (AF69-0024 and
AF83-1285 and up) closed off. As the forward upper deck compartments reach a comfortable temperature, the troop
compartment can be heated if it is to be occupied for maintenance.
d. Warm up of the cargo compartment after a cold soak at temperatures of below 0 °F (-18 °C) will be marginal even
when all heat can be directed to it either with the left or right pack selected and air
À
ow set to MAX CARGO.
e. Use cargo
À
ow heat only when a light frost layer must be removed from the cargo
À
oor. Output of cargo
À
oor heat will
be marginal with one air conditioning pack operating, and negligible with both packs operating. Efficiency of the air
conditioning packs will be signi
¿
cantly reduced when
À
oor heat is used.
f. If the upper deck compartments must continue to be warmed during cargo compartment warm-up, select both packs
with air
À
ow in NORM (or INTMED depending on how much heat can be diverted from the upper deck area). Do not
try to heat the cargo compartment with either the forward or aft cargo doors open. If substantial heating of the cargo
compartment is required, operate one or more of the airplane engines (above idle if possible) to supplement the bleed
air of the APU.
1.5.6 Servicing.
Chapter 3 contains servicing instructions for the following systems: fuel, hydraulic, power plant, landing
gear, oxygen, pitot static, galley, lavatory, escape slide, high pressure pneumatic, environmental control, and
¿
re suppression.
1.5.7 Lubrication. Chapter 4 contains descriptions of solid-
¿
lm lubrication, preservative compounds, one-time lubrication,
and periodic lubrication.
1.6 AN/ALE-47 SAFETY.
Use the following procedures to electronically safe AN/ALE-47 system when airplane is loaded with
À
ares only if directed
to this paragraph in this technical data.
Ensure that ground safety pin is inserted into defensive system master safety switch at the
À
ight engineer station.
Failure to comply could result in injury to personnel and damage to the airplane.
a. Ensure ground safety pin is inserted fully into defensive system master safety switch. Verify security by pulling back
on pin handle.
Ensure that the squib circuit breakers are pulled and warning tags attached when the airplane is loaded with
À
ares.
Failure to comply could result in serious injury to personnel and damage to the airplane and equipment.
b. When airplane is loaded with
À
ares, open the following circuit breakers and attach warning tags.
Circuit Breaker Bus Circuit Breaker Panel
LH FORWARD SQUIB Main DC No. 1 Flight Engineer No. 6
LH TORQUE BOX NO. 4 SQUIB Main DC No. 1 Flight Engineer No. 6
TO 1C-5M-2-1
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