TM 55-1510-219-10
or join together with wooden cleats nailed to
chocks on either side of wheels. Tie ice grip
chocks together with rope. Use sandbags in
lieu of chocks when aircraft is moored on
steel mats. Set parking brake as applicable.
5. Accomplish aircraft tiedown by utilizing
mooring points shown in figure 2-32. Make
tiedown with 1/4 inch aircraft cable, using
two wire rope clips or bolts, and a chair
tested for a 3000 pound pull. Attach
tiedowns so as to remove all slack. (Use a
3/4-inch or larger manila rope if cable or
chain tiedown is not available.) If rope is
used for tiedown, use anti-slip knots, such
as bowline knot, rather than slip knots. In
the event tiedown rings are not available on
hard surfaced areas, move aircraft to an
area where portable tiedowns can be used.
Locate anchor rods at point shown in figure
2-31. When anchor kits are not available,
use metal stakes or deadman type anchors,
providing they can successfully sustain a
minimum pull of 3000 pounds.
6. In event nose position tiedown is considered
to be of doubtful security due to existing soil
condition, drive additional anchor rods at
nose tiedown position. Place padded work
stand or other suitable support under the aft
fuselage tiedown position and secure.
7. Place control surfaces in neutral position.
Place wing flaps in up position.
8. The requirements for dust excluders,
protective covers, and taping of openings
will be left to the discretion of the
responsible maintenance officer or the pilot
of the transient aircraft (fig. 2-31).
9. Secure propellers to prevent windmilling.
10. Disconnect battery.
11. During typhoon or hurricane wind conditions,
mooring security can be further increased
by placing sandbags along the wings to
break up the aerodynamic flow of air over
the wing, thereby reducing the lift being
applied against the mooring by the wind.
The storm appears to pass two times, each
time with a different wind direction. This will
necessitate turning the aircraft after the first
passing.
12. After high winds, inspect aircraft for visible
signs of structural damage and for evidence
of damage from flying objects. Service
nose shock strut and reconnect battery.
2-102. PARKING.
Parking is defined as the normal condition under
which the aircraft will be secured while on the ground.
This condition may vary from the temporary expedient
of setting the parking brake and chocking the wheels to
the more elaborate mooring procedures described under
Mooring. The proper steps for securing the aircraft must
be based on the time the aircraft will be left unattended,
the aircraft weights, the expected wind direction and
velocity, and the anticipated availability of ground and
air crews for mooring and/or evacuation. When
practical head the aircraft into the wind, especially if
strong winds are forecast or if it will be necessary to
leave the aircraft overnight. Set the parking brake and
chock the wheels securely. Following engine shutdown,
position and engage the control locks.
NOTE
Cowlings and loose equipment
will be suitably secured at all
times when left in an unattended
condition.
a. The parking brake system for the aircraft
incorporates two lever-type valves, one for each wheel
brake. Both valves are closed simultaneously by pulling
out the parking brake handle. Operate the parking
brake as follows:
1. Depress both brakes.
2. Pull parking brake handle out. This will
cause the parking brake valves to lock the
hydraulic fluid under pressure in the parking
brake system, thereby retaining braking
action.
3. Release brake pedals.
CAUTION
Do not set parking brakes when
the brakes are hot during freezing
ambient
temperatures.
Allow
brakes to cool before setting
parking brakes.
4. To release the parking brakes push in on the
parking brake handle.
2-89
