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C-5 Galaxy Loading Manual | [Unlimited Free EBooks]
It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsized and oversized loads, including all air-certifiable cargo. The Galaxy has many similarities to the smaller Lockheed C-141 Starlifter and the later Boeing C-17 Globemaster III. The C-5 is among the largest military aircraft in the world.Shortly after entering service, cracks in the wings of many aircraft were discovered and the C-5 fleet was restricted in capability until corrective work was completed. The C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life beyond 2040.In that time, the airlifter supported US military operations in all major conflicts including Vietnam, Iraq, Yugoslavia, and Afghanistan, as well as allied support, such as Israel during the Yom Kippur War and operations in the Gulf War. The Galaxy has also been used to distribute humanitarian aid and disaster relief, and supported the US space program.In addition to higher overall performance, the United States Army wanted a transport aircraft with a larger cargo bay than the C-141, whose interior was too small to carry a variety of their outsized equipment.The cockpit was placed well above the cargo area to allow for cargo loading through a nose door. The Boeing and Douglas designs used a pod on the top of the fuselage containing the cockpit, while the Lockheed design extended the cockpit profile down the length of the fuselage, giving it an egg-shaped cross section.Changes were made to the wing, but during a test in July 1970, it failed at 125 of limit load. A passive load-reduction system, involving uprigged ailerons, was incorporated, but the maximum allowable payload was reduced from 220,000 to 190,000 lb (100,000 to 86,000 kg).Subsequently, Durham was transferred and subjected to abuse until he resigned. The Government Accountability Office substantiated some of his charges against Lockheed.
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Lockheed delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, South Carolina, in June 1970.In April 1989, the last of 50 C-5B aircraft was added to the 77 C-5As in the Air Force's airlift force structure.Above the plane-length cargo deck is an upper deck for flight operations and for seating 80 passengers in rear facing seats (unlike most commercial airplanes) and the embarked loadmaster crew in forward facing seats.Its high-flotation main landing gear provides 28 wheels to distribute gross weight on paved or earth surfaces. The cargo compartment is 121 ft (37 m) long, 13.5 ft (4.1 m) high, and 19 ft (5.8 m) wide, or just over 31,000 cu ft (880 m 3 ). It can accommodate up to 36 463L master pallets or a mix of palletized cargo and vehicles. The nose and aft cargo-bay doors open the full width and height of the cargo bay to maximize efficient loading of oversized equipment.Wings were built up in the early 1970s at Altus AFB, Oklahoma; Charleston AFB, South Carolina; Dover AFB, Delaware; and Travis AFB, California.The missile descended to 8,000 feet (2,400 m) before its rocket engine fired. The 10-second engine burn carried the missile to 20,000 feet (6,100 m) again before it dropped into the ocean. The test proved the feasibility of launching an intercontinental ballistic missile from the air.The C-5M had carried a payload of 176,610 lb (80,110 kg) to over 41,100 ft (12,500 m) in 23 minutes, 59 seconds. Additionally, 33 time to climb records at various payload classes were set, and the world record for greatest payload to 6,562 ft (2,000 m) was broken.To restore the C-5's full capability, the wing structure was redesigned. A program to install new strengthened wings on 77 C-5As was conducted from 1981 to 1987.Two C-5As (68-0213 and 68-0216) were modified following major accidents to have a larger internal cargo capacity to accommodate large payloads, such as satellites.
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Modifications also included adding a second inlet for ground power, which can feed any power-dependent equipment that may form part of the cargo. The two C-5Cs are operated by U.S. Air Force crews for DOD spacecraft programs and NASA, and are stationed at Travis AFB, California.The C-5 Avionics Modernization Program (AMP) began in 1998 and includes upgrading avionics to Global Air Traffic Management compliance, improving communications, new flat panel displays, improving navigation and safety equipment, and installing a new autopilot system.Both passenger and cargo versions of the L-500 were designed.At least two other C-5 crashes have resulted in major airframe damage, but the aircraft were repaired and returned to service.The engines were not running at the time of the fire.The fire started during maintenance in one of the aircraft's 12 fuel cells. One worker was killed and another injured.The crew mistakenly aligned the aircraft for the visual approach into the wrong airport, landing at Clinton Municipal Airport, which has a 4,400 ft (1,300 m) runway—instead of the airfield at Clinton-Sherman Industrial Airpark (former Clinton-Sherman Air Force Base ), which has a 13,500 ft (4,100 m) runway.The C-5 approached below the glide slope in heavy fog, hit landing light poles and an embankment short of the runway and stopped at the 5,000 foot mark on the runway with the nose gear at the side of the runway embankment. Structural damage was extensive and the two aft main landing gear bogies were sheared from the aircraft. There were no fatalities. There, the aircraft was dubbed Phoenix II and permanent repair efforts got under way. In addition to the structural repairs, the aircraft also received an improved landing gear system (common to the then-new C-5B), wing modification, and a color weather radar upgrade.There were no injuries.
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The accident occurred while the crew was performing touch-and-go landings, and did not lower the landing gear during the final approach of the day. The aircraft received significant damage to the lower fuselage, ramp, and clamshell doors, and main landing gear pods. The C-5A was later flown to Marietta for repairs.The aircraft took off from Ramstein Air Base in Germany in support of Operation Desert Shield. This resulted in loss of control of the aircraft and the subsequent crash. The sole crew member to survive, Staff Sgt.The crew shut down No.2 engine as a safeguard. The C-5B assigned to the 436th Airlift Wing and flown by a reserve crew from the 709th Airlift Squadron, 512th Airlift Wing crashed about 2,000 ft (610 m) short of the runway while attempting a heavyweight emergency landing at Dover Air Force Base, Delaware. The aircraft had taken off from Dover 21 minutes earlier and reported an in-flight emergency ten minutes into the flight. All 17 people aboard survived, but two received serious injuries. The Air Force's accident investigation board report concluded the cause to be human error, most notably the crew had been manipulating the throttle of the (dead) number-two engine as if it were still running while keeping the (live) number-three engine at idle.Retrieved 30 May 2019. Archived on 26 September 2014 (subscription required) Retrieved 5 September 2013. United Press International. 31 December 1988. Retrieved 22 October 2019. Retrieved 14 November 2017. Retrieved 31 July 2017. Washington, D.C.: National Research Council, National Academies, 1997. New York: Turner Publishing, 1995.Oxford, UK: Osprey Publishing, 2001.Oxford, UK: Osprey Publishing, 2007.Military Readiness: DOD Needs to Identify and Address Gaps and Potential Risks in Program Strategies and Funding Priorities for Selected Equipment. Darby, Pennsylvania: DIANE Publishing, 2006.Washington, D.C.: Congressional Budget Office, United States Congress, September 1986.New York: W. Morrow, 1993.
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ISBN 0-688-09902-5. C-5 Galaxy in Action.North Branch, Minnesota: Specialty Press, 2003.Hoboken, New Jersey: John Wiley and Sons, 2004.Atglen, Pennsylvania: Schiffer Publishing, 2000.Zenith Imprint, 2007.By using this site, you agree to the Terms of Use and Privacy Policy. The plane can take off and landThe C-5 and the smaller C-141B Starlifter areTogether they carry fully equipped,Both nose and rear doors open theThe landing gear system can raise each setDetection Analysis and Recording System uses a digital computer toFailure and trendC-5. Each engine pod is nearly 27 feet (8.2 meters) long, weighs 7,900The fuel weighs 322,500 poundsThese features allowThe C-5?s kneelingThe troop compartmentThe C-5 has carried specialThe flight deck has workAir turbine motors inIt is almost asC-5 is the only aircraft that can transport all of the Army's combatAltus Air Force Base, Okla., in December 1969. The first operational. C-5s were delivered to the 437th Military Airlift Wing, Charleston Air. Force Base, S.C., in June 1970. In December 1984, the 433rd Tactical. Airlift Wing (now the 433rd Military Airlift Wing) at Kelly Air Force. Base, Texas, became the first Air Force Reserve wing equipped with C-5. Galaxies. Force Base in January 1986. C-5 production concluded with delivery ofThe C-5 alsoAir Force Base, Alaska. The C-5, along withThis included 15 air-transportable hospitals and the more than 5,000Program (AMP) to enhance the safety of the aircraft. The programSystem (TCAS), the Terrain Warning and Avoidance System (TWAS, andThe C-5 re-engining program is part of a multi-phase effort by the. U.S. Air Force (USAF) to modernize its fleet of 126 C-5 aircraft toThe force was thenWith a projectedCurrently, the. C-5 has the highest operating cost of any weapon system, and the trendThe A models consumedHowever, this is stillHowever, A-model MCThese problemsThe flight deck has work stations for the entire crew.
The upper deck's forward and rear compartments have galleys for food preparation and lavatories.C-5. The Malfunction Detection Analysis and Recording System uses aThe generic answer to how long the C-5 special ops program has been going on is since the mid-1980s. With a payload of six Mine Resistant Ambush Protected vehicles (MRAPs) or up to five helicopters, the C-5 can haul twice as much cargo as any other airlifter. From the defense of Israel in the Yom Kippur war, to the air bridge supporting coalition forces in Desert Storm, the C-5 delivers unmatched capability to carry enormous loads over global distances. In three flights operating out of Dover AFB, Delaware, a joint U.S. Air Force and Lockheed Martin crew set 43 world aviation records, demonstrating the C-5M’s ability to redefine global airlift. In deployed airlift operations, the C-5M is demonstrating a new era of highly capable, reliable and affordable airlift. With departure reliability rates greater than 90 percent and payload increases of 20 percent over legacy C-5s, the Super Galaxy is delivering more to the warfighter on every mission. With a substantial improvement in unrefueled range, the C-5M is overflying traditional en-route fuel stops, enabling a reduction in fuel consumption by as much as 20 percent. This is the OEM difference. Privacy Terms of Use EU Data Protection Notice Cookies. By clicking ACCEPT or continuing to browse the site you are agreeing to our use of cookies. Find out more here. Are you sure to remove this product? A Full Upgrade of Customer Hotline and Online Support Learn More How do I fix this? We weren't able to find any results for your search. We weren't able to find any results for your search. We're here to help. Select your product from the menus below and we'll show you where your number is.
It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsize and oversize cargos, including all air-certifiable cargo. The Galaxy has many similarities to its smaller C-141 Starlifter predecessor, and the later C-17 Globemaster. The C-5 is among the largest military aircraft in the world.Shortly after entering service, fractures in the wings of many aircraft were discovered and the C-5 fleet were restricted in capability until corrective work was conducted. The C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life beyond 2040.In that time, it has been used to support US military operations in all major conflicts including Vietnam, Iraq, Yugoslavia and Afghanistan; as well as in support of allies, such as Israel during the Yom Kippur War and NATO operations in the Gulf War. The C-5 has also been used to distribute humanitarian aid and disaster relief, and support the US Space Shuttle program run by NASA.In addition to higher overall performance, the United States Army wanted a transport aircraft with a larger cargo bay than the C-141, whose interior was too small to carry a variety of their outsized equipment.The Boeing and Douglas designs used a pod on the top of the fuselage containing the cockpit, while the Lockheed design extended the cockpit profile down the length of the fuselage, giving it an egg-shaped cross section. All of the designs had swept wings, as well as front and rear cargo doors allowing simultaneous loading and unloading.Changes were made to the wing, but in a later test, in July 1970, it failed at 125 of limit load. A passive load reduction system, involving uprigged ailerons was incorporated, but the maximum allowable payload was reduced from 220,000 pounds to 190,000 pounds.Lockheed delivered the first operational Galaxy to the 437th Airlift Wing, Charleston Air Force Base, SC, in June 1970.
In April 1989, the last of 50 C-5B aircraft was added to the 77 C-5As in the Air Force's airlift force structure. The program will mainly replace the engines with newer, more powerful ones.Over 70 changes and upgrades are incorporated in the program, including the newer General Electric engines.It has a distinctive high T-tail, 25-degree wing sweep, and four TF39 turbofan engines mounted on pylons beneath the wings. The C-5 is similar in layout to its smaller predecessor, the C-141 Starlifter. The C-5 has 12 internal wing tanks and is equipped for aerial refueling.The passengers face the rear of the aircraft, rather than forward. Its takeoff and landing distances, at maximum gross weight, are 8,300 ft (2,500 m) and 4,900 ft (1,500 m) respectively. Its high flotation main landing gear has 28 wheels to share the weight. The rear main landing gear is steerable for a smaller turning radius and it rotates 90 degrees horizontally before it is retracted after takeoff.The compartment can accommodate up to 36 463L master pallets or a mix of palletized cargo and vehicles.Wings were built up in the early 1970s at Altus AFB, Oklahoma; Charleston AFB, South Carolina; Dover AFB, Delaware; and Travis AFB, California.The missile descended to 8,000 ft before its rocket engine fired. The 10-second engine burn carried the missile to 20,000 ft again before it dropped into the ocean. A program to install new strengthened wings on 77 C-5As was conducted from 1981 to 1987.It incorporated all modifications and improvements made to the C-5A with improved wings, simplified landing gear, upgraded TF-39-GE-1C turbofan engines and updated avionics.Two C-5s (68-0213 and 68-0216) were modified to have a larger internal cargo capacity to accommodate large payloads, such as satellites. Modifications also included adding a second inlet for ground power, which can feed any power-dependent equipment that may form part of the cargo.
The C-5 Avionics Modernization Program (AMP) began in 1998 and includes upgrading avionics to Global Air Traffic Management compliance, improving communications, new flat panel displays, improving navigation and safety equipment, and installing a new autopilot system.Both passenger and cargo versions of the L-500 were designed.There have been at least two other C-5 crashes that resulted in major airframe damage, but the aircraft were repaired and returned to service.The engines were not running at the time of the fire. The fire started during maintenance in one of the aircraft's 12 fuel cells. One worker was killed and another injured.The crew mistakenly aligned the aircraft for the visual approach into the wrong airport, landing at Clinton Municipal Airport, which has a 4,400 ft (1,300 m) runway—instead of Clinton-Sherman airfield, which has a 13,500 ft (4,100 m) runway.The C-5 approached below the glide slope, hit an embankment short of the runway and bounced back into the air before coming to rest on the runway. There, the aircraft was quickly christened Phoenix II and permanent repair efforts got underway. In addition to the structural repairs, Phoenix II also received an improved landing gear system (common to the then-new C-5B), wing modification, and a color weather radar upgrade.There were no injuries. The aircraft received significant damage to the lower fuselage and main landing gear pods. The sole crew member to survive, Staff Sgt.The C-5B assigned to the 436th Airlift Wing and flown by a reserve crew from the 709th Airlift Squadron, 512th Airlift Wing crashed about 2,000 ft (610 m) short of the runway while attempting a heavyweight emergency landing at Dover Air Force Base, Delaware. The aircraft had taken off from Dover 21 minutes earlier and reported an in-flight emergency 10 minutes into the flight.
The Air Force's accident investigation board report concluded the cause to be human error, most notably the crew had been manipulating the throttle of the (dead) number two engine as if it was still running while keeping the (live) number three engine at idle.Washington, D.C.: National Research Council, National Academies, 1997.New York: Turner Publishing, 1995.Oxford, UK: Osprey Publishing, 2001.Oxford, UK: Osprey Publishing, 2007.Military Readiness: DOD Needs to Identify and Address Gaps and Potential Risks in Program Strategies and Funding Priorities for Selected Equipment. Darby, Pennsylvania: DIANE Publishing, 2006.Washington, D.C.: Congressional Budget Office, United States Congress, September 1986.New York: W. Morrow, 1993. ISBN 0-688-09902-5.C-5 Galaxy in Action.North Branch, Minnesota: Specialty Press, 2003.Hoboken, New Jersey: John Wiley and Sons, 2004.Atglen, Pennsylvania: Schiffer Publishing, 2000.Zenith Imprint, 2007. Personnel who prepare load plans must recertify every two years. The KC-10 cannot be rigged for airdrop. The wide range of cargo carried by these aircraft, along with many options for loading, provides great flexibility in moving troops and equipment. All are equipped with roller conveyor systems for using the 463L pallet system. The C-130, C-141, C-5, and C-17 have hydraulically activated ramp systems to ease loading and unloading. The C-141, C-5, KC-10, and C-17 also have aerial refueling capability. They do not reflect the results of any DOD-certified tests and evaluations. Use only current data as a reference for possible future capabilities.ACL is the weight of unit personnel, equipment, and materiel that an aircraft can carry. Several varying factors, such as distance, route to be flown, fuel load, weather, and winds, impact on the ACL. Departure and arrival airfield characteristics also factor into determining the ACL. Each aircraft has certain limits in which it must be balanced.
If an aircraft is not balanced properly, it may not take off or land safely. In extreme cases, it cannot fly safely. The load planner directly affects this balance factor when loading cargo aboard an aircraft. Loads must not cause the aircraft to exceed its balance limits. The CG of any aircraft is the point on the aircraft at which the aircraft would hang in a level, balanced horizontal position if hoisted off the ground by a cable. It is an exact and specific point on the aircraft. Fortunately, through design characteristics and mechanical devices, each aircraft allows some variation with its CG. Otherwise, load planning would be almost impossible. As long as the effect of the cargo weight is kept within these CG limits, the aircraft can be safely operated. The combined center of balance (CCB) of the cargo load is then placed in the cargo compartment within a prescribed design limit for the aircraft. (See Chapter 5 for more information.) Table 2-1 provides AMC guidelines for use in airlift planning. When total cargo weights fall between given weights, use the most restrictive (next higher) center of balance window. For example, a 46,000-pound load on a C-141 uses the 50,000-pound window of 880-950. They represent the distance (in inches) aft from the aircraft reference datum (RD) line at which point the cargo load must balance. The FS numbers are clearly marked on the cabin walls to use as reference points when loading. These characteristics include- The ALCS is an extension of the unit's staff for all airlift planning. See FM 55-12 for more information on the affiliation program. Refer to the individual aircraft discussed later in this chapter for more detailed information. The C-130 does not have a separate passenger compartment, and passengers compete for available ACL. For planning purposes, estimate each passenger to weigh 210 pounds. This weight may vary with type of mission (refer to FM 55-12 ) and should be confirmed with AMC as early as possible.
When using side-facing seats, plan for a maximum of 29 passengers. The C-130 will carry a maximum of 90 passengers (80 including flight crew for over water flight). Seats 11 and 12 must be installed with 10 and 13 respectively, as these seats will not stand alone. The C-130 can accommodate up to six 463L pallets. Usable surface dimensions of a 463L pallet are 84 inches long by 104 inches wide. Pallet criteria according to position, weight, and height are in Figure 2-2. Do not exceed an overall dimension of 84 inches long, 98 inches wide, and 96 inches high. This will provide the necessary aisleway for emergency exit of the aircraft. Pallet cargo dimensions will not exceed 86 inches wide, 84 inches long, and 76 inches high. This provides access to the latrine, cargo loading aids stowed in the cargo door, and to the aft escape exit hatch on the aft end of the cargo ramp. Exceptions may include items configured according to TB 55-46-1 or loaded according to the aircraft loading manual.They either come with the aircraft or are available as options from the supporting AMC TALCE or servicing aerial port. In addition to the primary loading aids in Figure 2-4, the following aids are available (all but the wheeled pry bars are in the aircraft): Whenever possible, plan to load rolling stock on the treadways of the aircraft as shown in Figure 2-5. Vehicles with pneumatic tires must have a minimum space of 48 inches between axles. If this space cannot be obtained, the axles are considered as a single axle. When load planning and actual loading, the single axle limitations apply ( Figure 2-5 ). Vehicles whose operational height exceeds 102 inches must be reduced in height unless certified to be shipped at a higher height according to TB 55-46-1 or the aircraft loading manual. When cargo is secured with chains, the 30-inch rule does not apply. Figure 2-6 shows an M577 tracked vehicle loaded aboard a C-130 aircraft.
The following example is the method to determine loadability and placement on the aircraft floor. The tracked vehicle weighs 22,000 pounds. The weight-bearing area of the tracks is 8 feet long (the length of track that contacts the cargo floor in longitudinal plane). The answer is the amount of PLF being created. It can be safely transported, but it must be loaded between fuselage stations 337 to 682 (area where tracks must contact the aircraft floor). Allowable limit in this area is 3,000 PLF on the treadways. Table 2-3 provides data for use in mission planning (for specific guidance, refer to T.O. 1C-130A-9 ): Its mission is to transport unit personnel, equipment, and materiel worldwide. The C-141 is the backbone of the strategic airlift capability of the US Air Force. It is most likely the aircraft to be used for all basic movement planning. Like the C-130, the C-141 does not have a separate passenger compartment. When using side-facing seats, plan for a maximum of 98 passengers. The C-141 will carry a maximum of 200 passengers (160 including flight crew for over water flights). Seat number 1 will not stand alone. The C-141 can accommodate up to 13 463L pallets. Pallet position criteria according to position, weight, and height are in Figure 2-8. Exceptions may include items configured according to TB 55-46-1 or loaded according to the aircraft loading manual. The schematic in Figure 2-9, extracted from DD Form 2130-3 (C-141B Cargo Manifest), shows the fuselage station numbers and pallet position center of balances. Whenever possible, plan to load wheeled and tracked vehicles on the treadways. Vehicles whose operational height exceeds 102 inches must be reduced in height unless certified to be shipped at a higher height according to TB 55-46-1 or the aircraft loading manual. Do not stow any wheel loads outboard of the treadways next to the troop doors. The total combined loaded cargo weight between fuselage stations 322 and 678 will not exceed 45,000 pounds.
Cargo loaded on the ramp for flight will not have the CB of cargo positioned aft of fuselage station 1473. When the load consists of palletized cargo or floor-loaded cargo secured with cargo straps, maintain a 30-inch space between the cargo and the nearest forward occupied seat. When cargo is secured with chains, the 30-inch rule does not apply. The part of a vehicle that is loaded under the crew rest facility (fuselage stations 322 to 378) will not exceed 80 inches in height measured from the aircraft floor. Do not exceed the limitations in Figure 2-10. When planning air movement, there are two types of tracked vehicles: combat vehicles and construction vehicles. The basic difference is the rubber pad protection on the tracks that prevents damage to the ramp and the aircraft floor. Planking must be thick enough for cleats or lugs to sink into and for distribution of the load so as not to exceed aircraft limitations. Tracked vehicles with serviceable rubber pads do not require shoring if the aircraft floor limitations are not exceeded. Rubber pads must protrude beyond the steel track so that no portion of the metal track contacts the cargo floor. Generally, they are limited to a maximum practical gross weight of 44,00 pounds. More specific limits are as follows: They are generally limited to a maximum practical gross weight of 44,000 pounds. Tracked vehicles with cleats require rolling and parking shoring. Vehicles heavier than 32,500 pounds must be loaded straight in from a trailer or K loader. Vehicles that exceed any of these criteria or have unusual suspensions require special analysis and loading and shipping procedures. Load planners should obtain HQ AMC ALCS or affiliated ALCS guidance. Its primary function is to airlift outsized cargo. The aircraft is designed for global, intertheater operations. Unique features of this aircraft are the forward cargo door (visor) and ramp and the aft cargo door system and ramp.
A vehicle can actually be driven through the aircraft. For general planning purposes, the C-5 is only used for cargo that is outsized to the C-141 aircraft. Unless operations orders state differently, cargo certified to fit the C-141 loading envelope will be planned on a C-141 aircraft. Units must maintain flexibility to allow for this type of change. Units must maintain open communications with their affiliated AMC ALCS for everyday guidance in this area. The troop compartment is in the upper deck area on the C-5 aircraft. It is a self-contained compartment with a galley, two lavatories, and 73 available passenger seats (CB at FS 1675). An additional 267 airline seats may be installed on the cargo compartment floor (maximum combined total of 329 troops including the aircrew over water). The C-5 can accommodate up to 36 463L pallets. Pallet criteria according to position, weight, and height are listed below. The compartment has a forward cargo door (visor) and ramp and an aft cargo door system and ramp. The visor door, when closed, forms the nose of the aircraft. The forward ramp extension is stowed in the vertical position. The aft pressure door, also used as a ramp extension, may be raised to a horizontal position to permit airdrop operations. Each ring can sustain a design limit load of 25,000 pounds. The tie-down rings are designed to receive either one hook from a 25,000-pound restraint device or two hooks from 10,000-pound restraint devices. Kneeling the landing gear permits the cargo compartment floor to be lowered approximately 10 feet to about 3 feet above the ground. This kneeling feature was incorporated for two reasons: to facilitate loading operations by lowering the cargo ramps for truck-bed and ground loading and to reduce the ramp angles for loading and unloading vehicles. It also shows the C-5 nose up when aft-kneeled, nose down when forward-kneeled, and level when level-kneeled. The diagrams depict the front of the C-5 facing aft.
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