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J.  After jacks have been positioned and jacking is ready to proceed, ensure that wheel chocks are removed and that parking brakes have been released.
K.  Use plumb bob and leveling scale in right wheel well to establish lateral level and longitudinal attitude while raising airplane.
NOTE:  The plumb bob method is accurate enough for general jacking requirements, weighing, and gear retraction only. If more accurate leveling is required, refer to Chapter 8, Leveling.
L.  Station one man at each jack to operate the jack and to ensure that the jack loads are not exceeded. Raise airplane in a level attitude, using jacks at wing jacking pad D and at aft fuselage jacking pad G, until landing gear clears the ground.
CAUTION:  JACKS AT PAD D MUST BE RAISED PRIOR TO OR SIMULTANEOUSLY WITH JACK AT JACK PAD G. RAISING TAIL JACK AHEAD OF WING JACKS MAY OVERLOAD TAIL JACK POINT BY FORCING NOSE OF AIRPLANE DOWN ON NOSE GEAR, OR IT MAY OVERLOAD TAIL JACK POINT AND NOSE STABILIZING JACK POINT WHEN LATTER IS USED.
JACK AIRPLANE IN A LEVEL ATTITUDE TO PREVENT INTRODUCING SIDE LOADS INTO THE JACK POINTS THAT COULD CAUSE JACKS TO SLIP OFF THE PADS OR OVERLOAD THE JACK POINTS AND DAMAGE STRUCTURE.
NOTE:  When airplane is being jacked for gear retraction test, include 3 inches for tire arc sweep clearance plus 1 inch additional clearance.
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Jacking Point Location  500 
7-11-11  Figure 201  Feb 20/86 
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L11748
5C8  Jacking Point and Landing Gear Tire Data 
May 01/00  Figure 202  7-11-11 
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Jacking Point and Landing Gear Tire Data  508 
7-11-11  Figure 202 (Sheet 2)  Feb 20/86 
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M.  If conditions require that airplane be stabilized, raise forward fuselage jack pad C until sufficient weight is supported to steady airplane. Stabilizer jack must be preloaded to a maximum of 5000 pounds at winds of 35 mph.
NOTE:  Whenever jacking the airplane, always lower all jack ram locknuts as jacks are raised. Maintain a clearance of one inch or less from nut to collar until jacking is complete, then snug up nut and tighten lockscrew.
4.  Lower Airplane
CAUTION:  DO NOT EXCEED ONE INCH CLEARANCE FROM JACK RAM LOCKNUT TO COLLAR AS JACK IS BEING RAISED OR LOWERED. EXCESSIVE CLEARANCE CAN RESULT IN DAMAGE TO AIRPLANE STRUCTURE IF JACK FAILS.
A.  Ensure that the area immediately under the airplane is clear and that all landing gear
downlocks are installed.

B.  Loosen lockscrew in jack ram locknut at jack and adjust locknut up ram until it is no more that 1 inch from jack collar.
NOTE:  If may be necessary to raise jack ram slightly to relieve load on locknut and allow locknut to be moved up ram.
C.  Lower stabilizing jack at jacking point C (Fig. 201), maintaining 1 inch clearance between locknut and collar.
CAUTION:  REMOVE STABILIZING JACK FROM BENEATH AIRPLANE TO PREVENT DAMAGE TO SKIN AND FRAME.
D.  Station a man at each jack using plumb bob in right wheel well, lower jacks at jacking points D and G evenly and all together. Always maintaining 1 inch clearance between locknut and jack collar. If the nose and main gear oleo lock assemblies are not installed, be sure that there are no obstructions in front of the main gear wheels and that the parking brakes are not set. Due to the 1.85 degree cant of the shock strut, the wheels, due to oleo retraction, will move approximately 0.55 inch forward.
CAUTION:  DO NOT ALLOW WING JACK D TO PRECEDE TAIL JACK G, OR NOSE GEAR WILL TOUCH FIRST AND OVERLOAD TAIL JACKING POINT G. A JACK "HANG UP" CONDITION MAY BE RELIEVED BY RAISING AND LOWERING JACK UNTIL RAM IS FREED. IF "HANG UP" CONTINUES, RAISE AND CRIB AIRPLANE UNTIL FAULTY JACK IS REPLACED.
E.  Remove jacks and jacking adapters.
F.  Replace jacking adapter fasteners at position D.
CAUTION:  USE CORRECT FASTENERS (NAS514P1032-24) TO PREVENT STRUCTURAL DAMAGE.
G. Inflate landing gear shock struts (Ref Chapter 12, Landing Gear Shock Strut Servicing).
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H. Close the following circuit breakers:
(1) Drain, Mast. Air
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