(6)
Plug the crew oxygen masks into the activated oxygen system and make sure they work correctly and supply oxygen.
(7)
Make sure the passenger oxygen system and mask drop system operate correctly (Ref 35-21-0).
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10-12-0 Page 229
K. Potable Water System
(1)
Remove the plugs from all drains.
(2)
Disinfect the water system and install a new filter (Ref 12-14-0).
(3)
Service the water tanks (Ref 12-14-0).
(4)
Install a new filter.
L. Wing, Leading Edge, Trailing Edge, Empennage and Fuel System
(1)
Drain all the collected water from the fuel tanks, surge tanks and boost pumps.
(2)
Drain and aerate the fuel tanks and examine them for corrosion or deterioration if they have not been examined in the last 60 days.
(3)
Examine the bladder cells.
(4)
Fully examine all areas for corrosion or deterioration.
NOTE: Make sure you examine the vertical and horizontal stabilizer balance bays, access panels and all non-metallic parts (seals).
(5)
Lower (or open) all flaps (the leading and trailing edge) and spoilers and examine them for corrosion.
(6)
Do a check of the structural drain holes to make sure they are open.
(7)
Lubricate all the flap tracks (Ref 12-22-51).
(8)
Remove all cheesecloth, red flags and tape from all vent and cavity vent openings.
(9)
Make the tanks serviceable (Ref 28-11-0).
(10)
Activate the Power Plants (Ref 71-00-1, Power Plant).
(11)
Activate the APU (Ref 49-11-0).
(12)
In very cold weather, drain fuel tank sumps prior to refueling to remove water from fuel tanks if the airplane has been idle for more than 45 minutes prior to refueling. Drain fuel tank sumps again after refueling if the airplane has been idle for 2 hours or more after refueling, prior to departure.
CAUTION: IF YOU CAN DRAIN FUEL FROM DRAIN VALVE AFTER YOU APPLIED HOT AIR TO THE EXTERIOR FOR 3 TO 5 MINUTES, DO NOT THINK THAT ALL THE ICE IS MELTED. ICE ADJACENT TO THE DRAIN VALVE UNIT CAN MELT AND LET SOME WATER AND FUEL FLOW FROM THE DRAIN. BUT A PIECE OF ICE CAN STAY BEHIND. IF FUEL DOES NOT FLOW FROM THE DRAIN, CONTINUE TO APPLY HOT AIR FOR A SHORT TIME, AND FREQUENTLY DO A CHECK OF FLOW FROM THE DRAIN. CATCH FUEL IN A CONTAINER AND MAKE SURE ALL WATER IS REMOVED.
HEAT APPLIED TO THE SUMP DRAIN VALVES FOR OUTBOARD MAIN AND RESERVE TANKS WILL NOT REMOVE ICE WHICH HAS COLLECTED IN THE TANK SUMP OR IN DRAIN LINE BETWEEN TANK SUMP AND VALVE. TO REMOVE THIS ICE, YOU MUST PUT THE AIRPLANE IN A WARM HANGAR FOR SUFFICIENT TIME TO MELT ICE. THEN DRAIN SUMPS UNTIL THE WATER IS REMOVED.
10-12-0 May 01/00 Page 230
HIGH WIND CONDITIONS PARKING
1. General
A. The airplane is designed to withstand high velocity ground winds from any angle without mooring. Special mooring provisions in the structure are considered unnecessary because of the weight of the airplane, but when high winds are expected extra care is advised. For frontal and side wind effects on the airplane, and pavement condition, see Fig. 201.
B. The curved lines on the lower chart in Fig. 201 represent the effect high velocity headwinds have on an airplane weighing 52,500 pounds. The heavier the airplane the higher wind velocity it will take to cause the airplane to pitch. To determine how high a wind velocity the heavier airplane can withstand multiply the correction factor for the airplane gross weight by the wind velocity required to cause a 52,500-pound airplane to pitch.
C. The dashed horizontal lines represent the effects side winds have on an airplane weighing 52,000 pounds. The correction factor can be used to determine the wind velocities that will cause heavier airplanes to yaw, side skid, or roll. Note how side wind effects vary with pavement condition.
D. It will be noted that horizontal stabilizer position and CG shift have little effect on side winds but can be used to minimize the effects of headwinds. To reduce the possibility of pitching: (1) The CG should be shifted forward and (2) the horizontal stabilizer should be set at an angle near zero degrees (+3 to -2 degrees).
NOTE: In the NOSE DOWN setting the horizontal stabilizer is deflected up.
2. Equipment and Materials
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