Systems & Emergency Procedures Summary of Revisions

Sectio 1 n

in BETA: March 2006

Revision 1: Created from the systems EP portion of Maj Bergs EPE Study Guide 8 & Maj Lon K Holders Systems Study Guide. I

ntroduction: This Study Guide was developed from other guides written and/or complied by Major Lon Holder and Major Brett Berg. This version combines their efforts to present a more complete overview of the Herks systems. It has been Technique laid out by each system to include its operation, limits, and emergency procedures. Furthermore scenarios and FYI or Gee Whiz discussions have been added for your edification. Most diagrams are a simplified illustration demonstrating Reference operational concepts and component placement. Use this guide as a tool for studying or for a quick systems refresher, not as a replacement for your issued pubs. Since this is an un-official document, it will have errors. It will get outdated unless you, as the reader, point out the errors. If you see something wrong or outdated, let me know and I will make the appropriate changes. This guide also includes techniques that have been found to be useful by crews in the past. Icons will appear throughout the text to guide you. See the Icon Key for more information. Some of the numbers and concepts here are not found in the Dash-1; most of this information can be found in the Lockheed manuals, maintenance pubs, or job guides. I hope that this guide helps, but againplease dont let this be your only source of information. Read this and then get in the Dash-1 for a more in-depth study. I C O N K E Y

BETA NEWS

Im currently working on the electrical section. Its need a major over haul. While, Im not specifically writing an E-Model section, I am going to do my best to discuss both the APU & ATM as well as the GCU and General Control Panels. Other information that is highlighted in yellow still needs looking at. It may be that I had a question on it, I thought it changed, or maybe there was just a bad reference. Its just a reminder to me that I really need to get that section looked at. Also, Im kind of stalling on updating page numbers for references. I hear a new Dash-1 is coming out, so I dont want to waste my time with the minutia yetId rather get the info organized first.

Mike Brooks www.herk-gouge.com

REFERENCED PUBLICATIONS
Dash-1: TO 1C-130H-1 (1 August 2002, Change 8 October 2004) Vol 3: AFI 11-2C-130-Vol 3. (1 April 2000, Change 1)

Table of Contents
Table of Contents............................................................................................ii Table of Figures..............................................................................................v Boldface.........................................................................................................1 ENGINE SHUTDOWN PROCEDURE (ESP).............................................................................1 APU EMERGENCY SHUTDOWN............................................................................................3 FUSELAGE FIRE/SMOKE AND FUME ELIMINATION...............................................................3 Ground Evacuation (EGRESS)...........................................................................5 Engine Shutdown Conditions............................................................................6 ENGINE FIRE ......................................................................................................................6 TURBINE OVERHEAT ..........................................................................................................6 NACELLE OVERHEAT...........................................................................................................7 UNCONTROLLABLE POWER ...............................................................................................7 CERTAIN PROPELLER MALFUNCTIONS................................................................................7 UNCONTROLLABLE RISE IN TIT...........................................................................................7 UNCONTROLLABLE DROP IN OIL PRESSURE ......................................................................8 UNCONTROLLABLE RISE IN OIL TEMPERATURE .................................................................8 UNUSUAL VIBRATION OR ROUGHNESS .............................................................................8 THROTTLE CONTROL CABLE FAILURE................................................................................8 EXCESSIVE VISIBLE FLUID LEAK.........................................................................................9 OTHER ENGINE SHUTDOWN CONSIDERATIONS.................................................................9 Air Start Procedure.........................................................................................9 GENERATOR-OUT AIR START PROCEDURE.......................................................................10 The Power Plant............................................................................................11 TURBO-PROP ENGINE AND PRIMARY ENGINE CONTROLS................................................11 ENGINE FUEL SYSTEM......................................................................................................14 ENGINE FUEL MALFUNCTIONS....................................................................................16 TEMPERATURE DATUM (TD) SYSTEM................................................................................17 TD SYSTEM MALFUNCTIONS.......................................................................................18 SUMMARY OF TD SYSTEM LIMITATIONS......................................................................22 Oil System....................................................................................................26 OIL SYSTEM MALFUNCTIONS............................................................................................27 Engine Starting.............................................................................................30 STARTING MALFUNCTIONS.........................................................................................31 SUMMARY OF NORMAL STARTING LIMITATIONS.........................................................34 START MALFUNCTION MATRIX....................................................................................37 The Propeller System.....................................................................................39 PROPELLER AND GEARBOX OPERATION...........................................................................39 PROPELLER SAFETY FEATURES........................................................................................40 GEARBOX SAFETY FEATURES...........................................................................................42 SUMMARY OF PROPELLER LIMITATIONS...........................................................................44 PROPELLER MALFUNCTIONS.............................................................................................44 INDICATIONS OF PROP MALFUNCTIONS......................................................................44 CAUSES OF PROP MALFUNCTIONS..............................................................................44 PROP MALFUNCTIONS ON TAKEOFF (PRIOR TO REFUSAL SPEED)..............................44 PROP MALFUNCTIONS ON TAKEOFF (AFTER REFUSAL SPEED)...................................45 PROPELLER LOW OIL WARNING LIGHT (ON THE GROUND)........................................45 PROPELLER LOW OIL WARNING LIGHT (IN-FLIGHT)....................................................46 RPM OUTSIDE ALLOWABLE LIMITS..............................................................................47 PITCHLOCKED PROPELLER OPERATION......................................................................47 PROP FAILS TO FEATHER............................................................................................48 PROPELLER BRAKE FAILURE (FEATHERED PROP).......................................................48 The Fire & Overheat Detection and Suppression System..................................52 NACELLE OVERHEAT WARNING LIGHTS & TEST SWITCH.................................................52 FIRE DETECTION & WARNING LIGHTS..............................................................................52 TURBINE OVERHEAT WARNING SYSTEM & INDICATORS..................................................52 FIRE EXTINGUISHING SYSTEM & AGENT DISCHARGE SWITCH.........................................52 FUNCTIONS OF THE FIRE HANDLE ...................................................................................53 FUNCTIONS OF THE APU FIRE HANDLE ...........................................................................53 The Electrical System....................................................................................56 OVERVIEW........................................................................................................................56 ii

CIRCUIT PROTECTION.................................................................................................56 PRIMARY AC ELECTRICAL SYSTEM....................................................................................56 ELECTRICAL SYSTEM UPGRADE (ESU)........................................................................56 BUSES & POWER DISTRIBUTION OF THE PRIMARY AC SYSTEM..................................57 ESU PROBLEMS...........................................................................................................57 BUS TRANSFER SYSTEM .............................................................................................58 ESU MALFUNCTION LIGHTS.........................................................................................59 EXTERNAL AC POWER.................................................................................................59 APU GENERATOR........................................................................................................59 GENERATOR CONTROLS & INDICATORS.....................................................................60 GENERATOR CONTROL UNIT (GCU)............................................................................60 GENERATOR DISCONNECT SWITCHES........................................................................60 SECONDARY AC ELECTRICAL SYSTEM..............................................................................61 SECONDARY AC BUSES...............................................................................................61 COPILOTS AC INSTRUMENT BUS ...............................................................................61 AC INSTRUMENT AND ENGINE FUEL CONTROL (ACI&EFC) BUS .................................61 DC ELECTRICAL SYSTEM...................................................................................................61 DC BUSES....................................................................................................................61 DC BUS OFF INDICATOR LIGHTS.................................................................................62 DC POWER SWITCH.....................................................................................................62 EXTERNAL DC POWER.................................................................................................62 TRANSFORMER-RECTIFER (TR)...................................................................................62 DC BUS TIE SWITCH....................................................................................................63 REVERSE CURRENT RELAY (RCR)................................................................................63 TOUCH DOWN RELAY..................................................................................................63 INS BATTERY...............................................................................................................63 DC VOLTMETER...........................................................................................................64 MAIN LANDING GEAR TOUCHDOWN SWITCH..............................................................64 SUMMARY OF ELECTRICAL SYSTEM LIMITATIONS............................................................64 ELECTRICAL MALFUNCTIONS............................................................................................64 GENERATOR OUT LIGHT .............................................................................................65 GENERATOR FAILURE (ON THE GROUND): Airplanes with GCU..................................66 BUS OFF LIGHT (with GCUs) ......................................................................................67 BUS OFF LIGHT (with/out GCUs) ...............................................................................67 LEFT/ESSENTIAL/MAIN/RIGHT AC BUS OFF LIGHT.......................................................67 ESS AVI BUS OFF LIGHT .............................................................................................68 MAIN AVI BUS OFF LIGHT............................................................................................68 AVI BUS ISOLATION PROCEDURES..............................................................................68 BSS ISOLATION OF AVIONICS BUS (ESS/MAIN)...........................................................68 PARTIAL LOSS OF THE ESSENTIAL AC BUS (AIRPLANES W/O ESU UPGRADE).............69 PARTIAL LOSS OF THE ESSENTIAL AC BUS (AIRPLANES W/ ESU UPGRADE) .............69 ELECTRICAL FIRE.........................................................................................................70 ISOL DC ON BAT LIGHT...............................................................................................71 MULTIPLE ENGINE POWER LOSS / RPM ROLLBACK.....................................................72 The Hydraulic System....................................................................................75 ENGINE DRIVEN HYDRAULIC SYSTEMS.............................................................................75 HYDRAULIC MALFUNCTIONS.............................................................................................76 LOSS OF SYSTEM PRESSURE.......................................................................................76 SUCTION BOOST PUMP WARNING LIGHT....................................................................77 ENGINE-DRIVEN HYDRAULIC PUMP FAILURE...............................................................77 EXCESSIVE HYDRAULIC SYSTEM PRESSURE...............................................................78 SUMMARY OF HYDRAULIC SYSTEM LIMITATIONS.............................................................78 AUXILIARY HYDRAULIC SYSTEM.......................................................................................78 AUXILIARY HYDRAULIC SYSTEM MALFUNCTIONS........................................................79 FLIGHT CONTROL BOOSTER UNITS..................................................................................79 FLIGHT CONTROL BOOSTER UNIT MALFUNCTION.......................................................80 TRIM TAB CONTROL SYSTEM............................................................................................81 TRIM MALFUNCTIONS..................................................................................................82 FLAP SYSTEM....................................................................................................................82 FLAP MALFUNCTIONS..................................................................................................83 SUMMARY OF FLAP SYSTEM LIMITATIONS........................................................................84 The Landing Gear System..............................................................................86 LANDING GEAR SYSTEM MALFUNCTIONS.........................................................................87 SUMMARY OF LANDING GEAR SYSTEM LIMITATIONS.......................................................92 iii

Landing And Taxi Lights.................................................................................94 SUMMARY OF LANDING & TAXI LIGHT LIMITATIONS.........................................................94 Nose Wheel Steering System..........................................................................94 SUMMARY OF TAXI SPEED LIMITATIONS...........................................................................95 BRAKE SYSTEM.................................................................................................................95 Aft Cargo Door & Ramp, and Airdrop Systems.................................................97 Master Door Warning Light............................................................................98 Auxiliary Power Unit (APU).............................................................................98 SUMMARY OF APU LIMITATIONS.......................................................................................99 APU EMERGENCIES.........................................................................................................100 Bleed Air System.........................................................................................100 BLEED AIR SYSTEM MALFUNCTIONS...............................................................................101 SUMMARY OF BLEED AIR LIMITATIONS...........................................................................102 Air Conditioning & Pressurization.................................................................102 AIR CONDITIONING SYSTEM...........................................................................................102 PRESSURIZATION SYSTEM..............................................................................................104 SUMMARY PRESSURIZATION LIMITATIONS.....................................................................105 AIR CONDITIONER & PRESSURIZATION EMERGENCIES..................................................106 Anti-Icing and De-Icing Systems...................................................................109 SUMMARY ANTI/DE-ICING LIMITATIONS..........................................................................114 WINDSHIELD ANTI-ICING SYSTEM (NESA)......................................................................117 OXYGEN SYSTEM............................................................................................................117 Fuel Tanks & Dumping.................................................................................120 FUEL MALFUNCTIONS.....................................................................................................123 SUMMARY FUEL LIMITATIONS.........................................................................................126 REFUELING, DEFUELING, AND GROUND TRANSFER.......................................................127 CARGO JETTISON............................................................................................................127 LOOSE CARGO................................................................................................................128 BAILOUT.........................................................................................................................128 DITCHING........................................................................................................................128 EMERGENCY EQUIPMENT...............................................................................................129 UNUSUAL ATTITUDES.....................................................................................................129 All Weather Operations................................................................................130 HOT WEATHER/DESERT OPS..........................................................................................130 Comm/Nav/Autopilot & Misc Notes................................................................134 INTERPHONE SYSTEM.....................................................................................................134 HAND MICROPHONE SWITCH.........................................................................................134 PUBLIC ADDRESS (PA) SYSTEM......................................................................................134 C-12 COMPASS SYSTEM..................................................................................................135 DME INDICATION ON HSIS..............................................................................................135 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS OR THE NEW AUTOPILOT).....................135 SKE: Station Keeping Equipment [AN/APN-169C(V)].......................................136 E-TCAS/TCAS...............................................................................................137

iv

Table of Figures
Figure 1 Allison T56 Turbo Prop Engine.........................................................13 Figure 2 Throttle Quadrant / Condition Lever (Operating Ranges & Microswitches)..............................................................................................14 Figure 3 Engine Fuel Pump Assembly: Operational Concept (on engine accessory case)............................................................................23 Figure 4 Fuel Summary................................................................................24 Figure 5 Temperature Datum Control System................................................25 Figure 6 Oil System.....................................................................................29 Figure 7 Engine Starting System Components Locations................................36 Figure 8 Start Malfunction Matrix.................................................................37 Figure 9 Turn and Burn Diagram..................................................................38 Figure 10 Airstart and Feathering Circuit Diagram........................................42 Figure 11 Propeller Operation......................................................................49 Figure 12 Prop Safety Features....................................................................50 Figure 13 Propeller Blade Angles (all blade angles are approximate)..............51 Figure 14 Fire Detection System..................................................................54 Figure 15 Function of the Fire Handle...........................................................55 Figure 16 Electrical Diagram........................................................................74 Figure 17 Concept: Flap Operation...............................................................85 Figure 18 Main Landing Gear Indication........................................................90 Figure 19 Landing Gear Operation................................................................93 Figure 20 Automatic Anti-Icing Concept......................................................111 Figure 21 Prop and Engine Anti-Icing and De-Icing System...........................115 Figure 22 Automatic Ice Detection and Engine Anti-Icing Controls................116 Figure 23 Oxygen System..........................................................................119 Figure 24 E-TCAS Intruder Symbols.............................................................140 Figure 25 E-TCAS Advisory Areas................................................................140

Boldface ENGINE SHUTDOWN PROCEDURE (ESP)

BOLDFACE 1. CONDITION LEVER FEATHER (CP) 2. FIRE HANDLE PULLED (CP) 3. AGENT DISCHARGED (FOR FIRE OR NACELLE OVERHEAT) (CP) SCENARIO: Engine Fire After Takeoff Question: Just after rotation (TO/Refusal 104 KIAS, 2-eng VMCA 143 KIAS) and passing through 112 KIAS you get a steady red light in the #1 fire handle. Answer: Engine fire. Perform the ENGINE SHUTDOWN PROCEDURE boldface (you may decide the appropriate time to shut the engine down) 1. CONDITION LEVER FEATHER (CP) WARNING When pulling the condition lever to Feather, pull it all the way to the detent to assure the propeller is fully feathered when the engine fuel is shut off. If binding occurs or condition lever will not move, immediately pull the fire handle. If the lever is left at mid-position, and NTS is inoperative, an engine decoupling is possible. 2. FIRE HANDLE PULLED (CP)

WARNING In event of throttle control cable failure, DO NOT attempt to move the condition lever due to the possibility of cable fouling. Engine shutdown will be accomplished by pulling the Fire Handle for the affected engine. 3. AGENT (CP) DISCHARGED (FOR FIRE OR NACELLE OVERHEAT)

WARNING If conditions persist, a break in the bleed air manifold may exist. Isolate the wing by placing the ENGINE BLEED AIR switch to OFF for the other engine on that wing and closing the bleed air divider valve. If the fire continues, discharge the remaining bottle on command of the pilot. CAUTION Dont hold the agent discharge switch in longer than 1 or 2 seconds, or the FIRE EXT circuit breaker may open. Check the CB after any agent discharge. NOTE The agent should be discharged when an indication continues after the fire handle has been pulled, or if any other indication or malfunction is suspected which requires fire extinguisher agent. For fire or nacelle overheat, the agent need not be discharged if no indication of fire or overheat (inside or outside the aircraft) exists after the fire handle is pulled. However, it may be discharged at the discretion of the pilot. The second fire agent bottle will only be fired on command of the pilot, and will depend upon the crews best assessment of the indications or observed conditions. The engines indicating systems may have been

damaged by the original condition. The flight engineer may check that the fire extinguisher CB is still in to ensure control of the system. 4. 5. 6. Flaps As required (CP) Landing Gear As required (CP) Cleanup Complete (E) a. ENGINE BLEED AIR switch b. Engine generator switch c. FUEL BOOST PUMP switch

OFF FIELD TRIP, OFF\OFF/RESET\OFF OFF

NOTE If on cross-feed, assure source of fuel to operate engines before shutting off fuel boost pump and cross-feed valve for the affected engine d. e. f. g. h. i. Cross-feed valve switch CLOSED Propeller governor control switch MECH GOV Synchrophase master Reset as necessary TD control valve switch NULL Throttle Full forward Oil cooler flap switch CLOSED, FIXED

WARNING During takeoff or inflight, if an outboard engine fails near minimum control speed, it is imperative that a 5-degree bank away from the failed engine be established immediately. This should be done by use of ailerons before reaching full rudder inputs, in order to maintain directional control. Failure of an outboard engine may require the reduction of power on the opposite outboard engine. 1. Maintain directional control with the flight controls and engine power as necessary. NOTE During reduced power operations the throttles of operating engines may be advanced up to maximum power as directional control permits. 2. 3. When safely airborne and certain that the airplane will not touch down, raise the gear while accelerating to flap retraction speed (Takeoff Speed + 20 KTS). After gear is up, and airspeed permits, commence flap retraction. NOTE If obstacle clearance is a consideration, pilots should be aware that obstacle clearance performance data is based on the assumption that gear retraction is initiated 3 seconds after takeoff and propeller feathering is initiated 6 seconds after takeoff. Flap retraction should be accomplished in 10 percent increments with airspeed increasing approximately 5 knots between retraction increments. This procedure will prevent the airplane from settling during flap retraction at heavy gross weights. WARNING It is important to obtain two-engine VMCA as soon as possible after takeoff and prior to positioning the flap lever to less than 15 percent. Positioning the flap lever to less than 15 percent or operating the gear or flaps will increase the minimum control speed due to reduction in available hydraulic pressure Explanation: at flap settings below 15 percent you enter the low rudder boost region of 1100-1400 psi; rudder effectiveness is thus reduced, making it harder to counteract the adverse yaw associated with engine failure.

4.

After gear and flaps are up, continue as a normal takeoff, accelerating to threeengine climb speed.

Dash-1 Pg 3-4 3-6, 3-12 3 -13

APU EMERGENCY SHUTDOWN

BOLDFACE 1. FIRE HANDLE 2. AGENT SCENARIO: APU Fire Question: You are sitting on the flight deck monitoring the APU when you see a steady light in the APU fire handle. Answer: Perform the BOLDFACE for APU Emergency Shutdown 1. 2. FIRE HANDLE AGENT PULLED (E) DISCHARGED (FOR FIRE) (E) PULLED (E) DISCHARGED (FOR FIRE) (E)

WARNING If condition persists, a break in the bleed air manifold may exist. Isolate by placing No. 1 and No. 2 BLEED AIR switches to OFF and closing the divider valve. If the fire continues, discharge the remaining bottle. CAUTION Do not hold the agent discharge switch in NO.1 or NO.2 position longer than 1 to 2 seconds. To do so may cause the FIRE EXT circuit breaker to open. Check the CB after any agent discharge. NOTE The agent should be discharged when an indication continues after the fire handle has been pulled, or if any other indication or malfunction is suspected which requires fire extinguisher agent. 3. Clean up a. APU generator switch OFF b. APU CONTROL switch STOP c. APU BLEED AIR VALVE switch -CLOSED

Dash-1 Pg 3-6 3-7

FUSELAGE FIRE/SMOKE AND FUME ELIMINATION

BOLDFACE 1. OXYGEN SCENARIO: Smoke and Fumes Question: Youre climbing through 14,000 feet on your departure from Pope AFB when the loadmaster reports, Pilot, Im smelling fumes back here. I think weve got smoke coming out of the air conditioning system, and its getting worse. Answer: Smoke and fume elimination. Perform the BOLDFACE first, to ensure no one is incapacitated by the smoke. Then, determine the source of the smoke and attempt to isolate the component thats causing it. In this case, shutting off the cargo compartment air conditioning pack might do the trick. But dont worry too much about specific components. Your job is to fly the airplane while the FE hunts down the source. Just get a feel for the big picture: Get on oxygen, isolate the source while descending, and open up hatches/doors to get rid of the smoke. 1. OXYGEN ON, 100 PERCENT (ALL) 3 ON, 100 PERCENT (ALL)

The pilot will direct all crew members to don their oxygen/quick-don masks and select 100 percent on their regulators. 2. Autopilot As required (P)

The autopilot may provide immediate airplane control when smoke obscures the pilots instruments. Discussion: The crash of a Swissair MD-11 off Newfoundland in 1999 was attributed to an electrical fire that caused heavy smoke in the cockpit. Evidence suggests the plane was still flyable when it impacted the water; investigators believe the pilotswho had donned their masks simply couldnt see their instruments because of the smoke, and they lost control. Its hard to judge their actions after the fact, but turning on the autopilot might have helped stabilize the airplane until the smoke could be cleared. 3. Pressurization EMERGENCY DEPRESSURIZATION (on command of the pilot) (E)

WARNING If passengers are aboard and oxygen equipment is not available, descend to a safe altitude before depressurizing the airplane NOTE Supplemental passenger oxygen (POKs) provide little protection against smoke and fumes, since the oxygen is mixed with ambient air in the mask. Placing a wet towel or handkerchief over the nose and mouth or mask provides better protection. Relocate passengers as necessary. 4. 5. 6. 7. Descent Engine bleed air switches As required (P) OFF (if source of smoke or fumes has not been isolated) (E)

Air conditioning master switch AUX VENT (E) Forward escape hatch Open (E) WARNING Smoke developed in the cargo compartment will move forward into the flight station. The forward escape hatch must be open to effectively eliminate smoke and fumes during ALL elimination emergencies. WARNING Extreme care should be exercised when removing a forward escape hatch modified with a SATCOM antenna. The antennas weight, together with its aerodynamic qualities, can violently force the hatch into the flight deck during removal at high airspeeds. To reduce this effect, the airplane should be slowed to less than 150 KIAS prior to removal.

8.

Paratroop doors

OPEN (on command of the pilot) (LM)

WARNING After the smoke has cleared it is advisable to first close the paratroop door prior to replacing the forward escape hatch. Points to emphasize:

 The BOLDFACE actions for this emergency are easy to memorize, but there are many warnings associated with it as well. Ensure you review all of them fully. WARNING: If flammable fumes are present, electrical equipment not required to complete the emergency checklist should not be turned on or off until the fumes are eliminated. Minimize the use of even these switches as much as possible. The black and yellow hash marks surrounding some switches/controls indicates the controls internal activation is hermetically sealed, and so any sparking inside the sealed chamber SHOULD not cause fire or explosion, since it should not make contact with any flammable fumes The checklist also calls for the paratroop doors to be opened to vent the aircraft. NOTE: If the paratroop doors cannot be used due to cargo compartment fire, smoke, and/or fumes, an attempt should be made to use another opening (to effectively ventilate the aircraft). Also consider how an armored aircraft will affect the ability of the loadmaster to quickly open a paratroop door. Dash-1 Pg 3-45 3-48

Ground Evacuation (EGRESS)

Question: While taxiing, tower calls and advises you that there appears to be smoke coming from the area around your right main wheel well. About the same time, the LM reports, Pilot, I think weve got a wheel well fire on the right side. Answer: Stop the airplane and ground egress. 1. Set parking brake. (P) CAUTION If a hot brake is suspected or if a fire exists in either of the main wheels, set opposite brake only). 2. 3. Notify tower. (CP) DC bus switch tied. (E) Explanation: This bus tie switch is tied to ensure a continued source of Essential DC power for the firewall shutoff valves, the ones that close when the fire handles are pulled (fuel, hydraulics, oil, bleed air). If the FE didnt do this, youd lose the Essential DC bus when Step 4 is performed, and the valves wouldnt close. Why? Because shutting down the engines and APU causes the AC generators to drop offline, killing the Essential TRs (which normally provide our Ess DC power). With the bus tied, the aircraft battery (via the isolated bus) can power the Essential DC bus. 4. 5. All condition levers to Feather, pull all fire handles. (CP) Notify crew/passengers to evacuate the airplane. (P) Interphone, PA System, and/or alarm bell 300 feet away from aircraft minimum for hot brakes or wheel well fire 600 feet with chaff and flares loaded DC power switch. OFF (E) SCNS power switch. OFF (E) Chock airplane if time and conditions permit. (E) WARNING Nose wheel only if main wheel well fire exists, or if hot brakes are suspected). WARNING The area on both sides of the wheel will be cleared of personnel and equipment for at least 300 feet (600 feet when chaff and flares are loaded). Dont approach the main wheel area when extreme temps due

6. 7. 8.

to excessive braking are suspected. If you have to approach an overheated wheel, do so from the fore or aft only, not the sides. Discussion: While Ground Egress procedures are not boldface, lives may depend on your ability to quickly locate and correctly perform the procedures. During times of uncontrollable or unknown sources of fire or smoke/fumes, hot brakes, or crash landings, you wont have time to get out the checklist. Each crew member should know their Dash-1 procedures, and prior to takeoff, the aircraft commander will brief specifics for crew actions required for ground evacuation. To help you quickly remember the procedures, you can use the mnemonic: Set, Talk, TiePull, Pull, NotifyOff, Off, Chalk. Dash-1 pg 3-9 3-11

Engine Shutdown Conditions

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Engine Fire Turbine Overheat Nacelle Overheat Uncontrollable Power Certain Prop Malfunctions Uncontrollable Rise in TIT Uncontrollable Drop in Oil Pressure Uncontrollable Rise in Oil Temperature Unusual vibration or roughness Throttle Control Cable Failure START VALVE OPEN light illuminates (H2 Only) Excessive visible fluid leak

ENGINE FIRE
Question: While taxiing out you see a steady light in the No. 4 fire handle and master fire warning light. Answer: Engine Fire (ON THE GROUND). Big picture is that you need to stop the plane and stop the fire. Move all throttles to Ground Idle and ESP the No. 4 engine. Discussion: Its up to the AC whether or not you ground egress. If there were no indications he may elect to taxi back to park. If there were other indications and you fired the bottle, the safe thing to do is ground egress. For In-Flight engine fires, follow the Engine Shutdown Procedure on the affected engine. Dash-1 pg 3-8

TURBINE OVERHEAT
Question: While taxiing out you see a flashing light in the No. 2 fire handle and master fire warning light. (High TIT or Oil temp may accompany other indications) Answer: Turbine Overheat (ON THE GROUND). Move all throttles to GROUND IDLE and place the condition lever to GROUND STOP for the affected engine. Question: Okay, you tail swapped and finally got airborne. While en route to Pope AFB at FL190 you observe a flashing master fire warning light and flashing lights in the No. 2 fire handle. Answer: Turbine Overheat (IN-FLIGHT). Retard throttle toward FLIGHT IDLE. If the condition persists, proceed with the ENGINE SHUTDOWN PROCEDURE.

Do not discharge the agent, since agent cannot be routed to the turbine section. If overheat indication ceases with reduced throttle setting, engine operation may continue with reduced power on the engine below a TIT which would cause another overheat warning. Dash-1 pg 3-8

NACELLE OVERHEAT
Question: While taxiing your speed gets pretty fast so you decide to use some reverse power and brakes to slow down. As you move the inboards to reverse, you suddenly see a nacelle overheat light illuminate for the #3 engine. Answer: Bring the airplane to a stop and perform the corrective action for a Nacelle Overheat (ON THE GROUND). Move all throttles to GROUND IDLE and proceed with the ENGINE SHUTDOWN PROCEDURE. Discussion: The FEs say that this malfunction is often caused by a small leak in the diffuser or the nacelles bleed air ducting. In reverse, enough hot air can leak into the nacelle to set off the nacelle overheat detectors (300 F). In any case, honor the light, even if its illuminated only briefly. Question: While en route to Pope AFB at FL190 you notice the #2 nacelle overheat warning light on the copilots instrument panel is illuminated. Answer: Nacelle Overheat (INF-FLIGHT). PROCEDURE. Dash-1 pg 3-8 3-9 Proceed with the ENGINE SHUTDOWN

UNCONTROLLABLE POWER
See TD SYSTEM MALFUNCTIONS for more information, but generally you will ESP the affected engine.

CERTAIN PROPELLER MALFUNCTIONS

Prop Malfunctions are varied, so see the PROPELLER MALFUNCTIONS section later in this guide for more information. Generally youll Ground Stop that engine while on the Ground and ESP that engine if airborne.

UNCONTROLLABLE RISE IN TIT

HIGH TURBINE INLET TEMPERATURE (ON THE GROUND) Question: Prior to takeoff your engineer asks to do an engine run-up at the hold short line so he can check the power on all four engines. As you advance the throttles above crossover and line them up at 970 TIT, he notes that your #3 engine shows higher TIT (1090), fuel flow, and torque than the others. Answer: High Turbine Inlet Temperature (ON THE GROUND). malfunction. Possible TD System

Move the throttle for the affected engine toward GROUND IDLE, and place the temperature datum control valve switch to NULL. If this fails to eliminate the over temperature condition, place the condition lever to GROUND STOP. Discussion: Malfunctions in the TD amplifier may cause abnormal fuel scheduling at any time, not just when you advance the throttles into the temp controlling range (i.e. above crossover). The TD could mistakenly take fuel, causing low power; or, it could put too much fuel, causing the high TIT/power illustrated in the example above. Going to NULL should remove power from the TD amplifier and allow the TIT to return to normal values. 7

One important thing to emphasize for any throttle setting is that TIT, fuel flow, and torque should all move in the same direction. When TIT goes up, torque and fuel flow should go up also. Further, above crossover, all the throttles should line up within half a knob width of each other for the same power setting. Deviations from these normal behaviors can give you important clues to engine malfunctions. For example, if engines are matched at the same TIT but one shows higher fuel flow and torque, thats a warning of possible thermocouple problems. High TIT and fuel flow with low torque could indicate an acceleration bleed valve is stuck open. There are too many variables to cover in this text, but the Dash-1 covers most of these abnormalities in some detail. Talk to a flight engineer for a more thorough discussion of propulsion system malfunctions. Dash-1 pg 3-9 HIGH TURBINE INLET TEMPERATURE (IN-FLIGHT) Question: While en route to Pope AFB at FL190, with the throttles set at a position corresponding to 970 TIT, the #4 engine suddenly increases to 1090 and fuel flow and torque follows. Answer: High turbine inlet temperature (IN-FLIGHT). Retard the throttle for the affected engine toward FLIGHT IDLE, and place the TEMP DATUM CONTROL VALVE switch in the NULL position. If this fails to eliminate the over-temperature condition, proceed with the ENGINE SHUTDOWN PROCEDURE. Explanation: The reason we retard the throttle first is to minimize the possibility of an over temperature occurring when NULL is selected. This could happen at high power settings (near 1083), because NULLin addition to fixing our high TIT problem also disables the over temperature protection function of the TD, making it possible for us to exceed the engines temperature limits. Since we now assume the temp limiting role for that engine, subsequent throttle advances must be made carefully. Discussion: There is another school of thought out there that says these indications could be the sign of a throttle cable failure, in which case throttle movements are a bad idea. Advocates for this scenario recommend a different approach: instead of retarding the affected throttle, you can verify TD system operation by turning on the leading edge anti-icing and looking for the TIT rise followed by a correction. Others say just go to NULL (without a throttle movement first) and see if that works. In either case, if the TD checks okay, then something else is causing the unusual power indications. Dash-1 pg 3-9

UNCONTROLLABLE DROP IN OIL PRESSURE

See OIL SYSTEM MALFUNCTIONS: ESP

UNCONTROLLABLE RISE IN OIL TEMPERATURE

See OIL SYSTEM MALFUNCTIONS: ESP

UNUSUAL VIBRATION OR ROUGHNESS

May be indicated by excessive vibration in the throttles and/or condition levers. Perform ESP on affected engine. If on the ground, Ground Stop.

THROTTLE CONTROL CABLE FAILURE

Question: On descent to Eglin AFB the #4 throttle appears to be stuck and will not move. Should you try to break it free? Answer: No. The throttle control cable may have failed. 8

If a throttle is binding or stuck, a broken throttle control cable should be assumed. Shut down the affected engine immediately by pulling the FIRE HANDLE and then continuing with the ENGINE SHUTDOWN PROCEDURE. Throttle Control Cable Failure, may also be indicated by throttle moving independently of the pilot, binding, or power indication unrelated to throttle position. WARNING Due to the possibility of cable fouling, dont move the condition lever of the affected engine. WARNING Dont move the throttle prior to engine shutdown. The propeller could go into reverse picth or to full power. Dash-1 pg 3-21

EXCESSIVE VISIBLE FLUID LEAK

Question: On climbout from Pope, passing 8000 MSL, the loadmaster says, Pilot, Load. We have fluid streaming out the bottom of the #1 engine. You see an engine low oil warning light on #1 and engine oil pressure is dropping below 30 psi. Gearbox pressure is also dropping (below 100 psi). Answer: Excessive visible fluid leak is an engine shutdown condition (as is an uncontrollable drop in oil pressure). When you see either of these conditions, perform the ENGINE SHUTDOWN PROCEDURE. Note: A visible fluid leak is defined as a leak from the engine. Dash-1 pg 3-23

OTHER ENGINE SHUTDOWN CONSIDERATIONS

1. 2. 3. Bleed air leak. Hydraulic pump failure. Fuel leak. 4. 5. 6. Primary fuel-pump failure. Hydraulic overpressure. Low oil quantity

Dash-1 Pg 3-8 3-9. 3-21, 3-24

Air Start Procedure

1. 2. 3. 4. 5. Once preparation for air start has been completed, put condition lever to AIR START on pilots command, and hold it in that position until light off (recommended airspeed 180 KIAS or less / TIT 200C or less). CAUTION: If engineer doesnt state NTS by 10% engine RPM, immediately discontinue the start by placing the condition lever to FEATHER. NOTE: Hold the condition lever in AIR START until lightoff, then release to RUN. Monitor engine instruments as during a ground start. CAUTION: Normal lightoff should occur by the time engine RPM reaches 30%. If the engine does not lightoff prior to reaching 40% RPM, discontinue start by returning the condition lever to FEATHER immediately. CAUTION: If NTS is not indicated, interruption of the start cycle after lightoff by an attempt to feather before the engine has reached a stabilized speed may result in decoupling and severe overspeed. (i.e. You Feathered too Late! Must feather immediately at 10% RPM) CAUTION: Do not try to restart an engine with inop NTS except in case of greater emergency. If air start must be attempted in this case, reduce speed to 130 KIAS and descend to below 5000 feet MSL, if possible, to decrease the chances of decoupling during the air start. WARNING: Operation in the freezing range in visible moisture may cause icing that will prevent air start of a shut down engine.

6.

7.

 Dash-1 Pg 3-102 3-104

GENERATOR-OUT AIR START PROCEDURE

For this procedure to work, the prop must be windmilling above 16% and below 65% 1. 2. 3. DC Bus Tie switch TIED SCNS/INS/ALT Battery switch ENGAGE Airstart Procedure (as described above) COMPLETE

If engine start is unsuccessful and APU is operable: 1. 2. 3. APU START, RUN Generator ON Airstart Procedure (as described above) COMPLETE

After successful engine start: 1. 2. 3. 4. Bus Tie switch NORMAL SCNS/INS/ALT Battery switch- DISENGAGE APU as required Land as soon as possible.

Dash-1 Pg 3-21

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The Power Plant TURBO-PROP ENGINE AND PRIMARY ENGINE CONTROLS

Power Plant (see Figure 1) The Power Plant is composed of 3 major components: Turbojet engine, Reduction Gearbox, and the Propeller. The primary function of the power plant is to convert combustion gas energy to mechanical shaft horsepower which is transmitted to the reduction gearbox through the extension shaft; its read in inch-pounds on the torquemeter. Engine-Driven Accessories (OFFSS) (see Figure 1) Oil pump (engine). Fuel pumps. Fuel Control. Speed Sensitive Control (electrical). Speed Sensitive Valve (pneumatic).

Reduction Gearbox The reduction gearbox converts the high RPM and low torque output of the engine to low RPM and high torque output at the propeller. Low prop RPM is necessary to assure efficient propeller operation (prop tips remain subsonic). The assembly contains: reduction gear train, a prop brake, NTS system, and a safety coupling. Gearbox Accessories (GHOST) Generator (AC). Hydraulic pump. Oil pump. Starter. Tachometer generator.

Power Plant Instruments Torquemeter indicates torque in thousands of inch-pounds being transmitted from the engine turbine section to the reduction gear assembly (ACI&EFC bus). Tachometer indicates engine speed in percent RPM normal engine (13,820) RPM (Self-Powered off the Reduction Gear Assembly). Turbine Inlet Temperature indicates in degrees C (via thermocouples), the temperature of the gases entering the first stage (ACI&EFC bus). Fuel Flow indicates fuel, in pounds per hour, where the fuel actually enters the manifold on the engine after all fuel corrections have been made (Gauges: ACI&EFC bus, Fuel Flow Transmitters: ESS DC).

Throttles (see Figure 2) Taxi range is maximum reverse (0) to the flight idle gate (34). In this range, throttles control fuel flow and blade angle. Flight range is flight idle to take-off (34 to 90). Throttles schedule fuel flow only.

Condition Leavers (see Figure 2) Engine condition levers select engine and prop conditions FEATHER: Full aft detent position: 1. Mechanically and electrically closes the fuel shutoff valve at the fuel control.

11

Mechanically feathers the prop by positioning the feather actuating valve. It electrically feathers the prop by energizing the feather solenoid valve. 3. Aux feather pump motor is turned on to provide hydraulic pressure to complete feathering as RPM slows down in the feathering process. 4. Propeller feather override button will retract. This indicates the feather valve is positioned and the auxiliary feather pump motor is operating. GND STOP: Central detent position: 1. Electrically closes the fuel shutoff valve at the fuel control. 2. To operate, the aircraft must be on the ground (touchdown switch) and the ignition system must be energized (ignition control CB in). 3. The switch also energizes the nacelle preheat control circuit. RUN: Forward detent position: 1. Places engine fuel and ignition systems under control of the speed sensitive control, allowing automatic start. Also for engines 2 and 3, the ice detection system is energized. AIR START: Full forward spring-loaded position: 1. Provides same features as Run. 2. Turns on auxiliary feather pump motor to provide hydraulic pressure to drive propeller out of feather.

2.

Dash-1 Pg 1-9, 1-15 1-21, 1-25 12-8, 1-38, Fig 1-18

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Figure 1 Allison T56 Turbo Prop Engine 13

Figure 2 Throttle Quadrant / Condition Lever (Operating Ranges & Microswitches)

ENGINE FUEL SYSTEM

ENGINE DRIVEN FUEL PUMP (dual element) Located on the engine accessory case, gear-driven by engine (see Figure 1). provides fuel under high pressure to the engine fuel control. It

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Engine fuel system has two modes of operation (Parallel and Series). element can provide sufficient fuel pressure to operate the engine. OPERATION OF ENGINE DRIVEN FUEL PUMP

Either pump

Parallel Operation Parallel valve electrically held closed, causing both pump elements to provide fuel under pressure when engine RPM is 16% to 65%. The pump dual elements are in parallel for starting in order to increase fuel flow at low RPM. Parallel operation is indicated by illumination of the secondary fuel pump pressure light prior to 65% RPM (normally at approximately 40% RPM). Lack of secondary fuel pump pressure light illumination during start may indicate secondary fuel pump failure. Pump design provides and alternate route for fuel if the primary or secondary pump fails. Series Operation Indicated by secondary fuel pump pressure light out and/or TIT drop at approximately 65% RPM during start In normal operation, pump elements are in series (secondary element feeds primary element) for all operating pressure/volume requirements. If primary pump fails with engine RPM above 65%, the secondary pump will pressurize the fuel system against the failed primary pump and the secondary fuel pump pressure light will illuminate. FUEL ENRICHMENT SWITCHES There is one switch for each engine on a panel to the right of the starter buttons. NORMAL position selects enrichment for starting. OFF position deactivates enrichment circuit. Enrichment Additional momentary fuel burst (about 8 ounces) to fill the manifold lines and facilitate ignition at low RPM/temperature. Indicated on fuel flow gauge as a rapid increase to about 1000 pph followed by immediate, rapid decrease to about 300 pph. Enrichment is OFF for normal ground start: Can use enrichment if engine did not light off with normal fuel flow on the first start attempt and bad spray pattern or igniters are suspected. Can use enrichment in low ambient temperatures (below 0 OAT). Do not use enrichment with TIT indication of 100 C or more, or if an engine overtemperature occurred on a previous start. Do not position enrichment switch to NORMAL after the engine starter has been activated. Enrichment switch should be positioned to NORMAL for air starts (200 C or less) or windmill taxi starts (100 C or less). HYDRO-MECHANICAL FUEL CONTROL Hydro-mechanical fuel control provides 120% of fuel required to run engine. The Fuel control is sensitive to: Throttle position (which schedules a fuel flow), Engine inlet air temperature and density, and Engine RPM. Engine RPM controls fuel flow during start. The Fuel Control begins reducing fuel flow when engine speed reaches approximately 103.5% RPM. LOW SPEED GROUND IDLE LSGI buttons (powered by ESS DC) are located on the flight pedestal. Depressing the ground idle button causes reduced fuel flow to engine. RPM will stabilize at 15

approximately 72% (69-75.5% RPM). This will reduce engine noise level, FOD ingestion, and provide more efficient cooling. Throttles must be between 9-30 throttle range for LSGI. The buttons will automatically pop to Normal Ground Idle outside this range. If you pop the button, return the throttle to flight idle and ask the Engineer what kind of beer he wants later. You owe him one. When downshifting, monitor the engine instruments and shut down the engine if TIT reaches 850, or the engine stalls (Ground Stop). FUEL SHUTOFF The Condition Lever will mechanically and electrically close the fuel shutoff valve at the fuel control when placed to Feather. Fuel shutoff valve will be closed electrically in the Ground Stop position. The Fire Handle, when pulled, will electrically close the shutoff valve, the fuel control, and the firewall behind the engine (see also Figure 15) Dash-1 Pg 1-11, 1-12 Fig 1-6, 1-20, 1-22

ENGINE FUEL MALFUNCTIONS

Secondary Fuel Pump Pressure Light Scenario: You get an illuminated secondary fuel pump pressure light with RPM above 65% without associated TIT drop on start, or anytime in flight: Solution: The Flight Engineer will pull ignition control circuit breaker for that engine as it controls the operation of the parallel valve. If the secondary fuel pump light was extinguished when the ignition control CB was pulled, an electrical malfunction has occurred in the speed sensitive control (65% switch). Record the malfunction in the AFTO Form 781. Mission could be completed, depending on circumstances. Automatic ice detection system on engines No. 2 and 3 is inactive if CB is pulled for that particular engine. When completing the engine shutdown checklist after the mission, the flight engineer will push in the CB so the fuel shutoff valve will close when the copilot places the engine condition lever to Ground Stop. The CB must be reset prior to Air Start. If the secondary fuel pump pressure light remained illuminated after the ignition control CB was pulled, the flight engineer will push the CB back in. Primary pump failure may have occurred. Record the malfunction in the 781. Engine fuel system may become contaminated by a failed pump; engine shutdown should be considered. NOTE If on cross-feed from an Aux or External fuel tank when the light comes on, stop crossfeed. If the light goes out, normal cross-feed operation may be continued. If the light continues to flicker while on tank-to-engine operation, this is an indication of a defective pressure switch, secondary pump outlet check-valve (in the high-pressure assembly), or parallel valve. You may continue operation and record in 781. MX is required prior to next flight. Scenario: You get an illuminated secondary fuel pump light with RPM above 65% with an associated TIT drop on start.

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Solution: TIT series drop confirms you have 2 good pumps and a good parallel valve. Unfortunately, the pressure switch is stuck so there is no way of monitoring primary pumpMaintenance is Required. Scenario: You get no illuminated secondary fuel pump light by 65%. Solution: Look for 20-30 degree TIT drop at approximately 65% RPM; Stop Start. If TIT drop was noted, press to test the secondary fuel pump pressure light. If light is good, pressure switch is bad and you have no way of monitoring primary pumpMaintenance is Required. Check another light. If none work, check secondary pump indicator light CB. If bad bulb, replace bulb and restart engine. If no TIT drop was noted at 65% RPM, Stop Start for possible failure of secondary fuel pump and possible fuel contaminationMaintenance is Required. Dash-1 Pg 3-22

TEMPERATURE DATUM (TD) SYSTEM

OPERATION Provides electronic adjustment of fuel flow established by the mechanical fuel control to compensate for heat value and density of any flight manual recommended or alternate fuel, provide overtemp protection for engine starting and maximum power applications, and (at higher throttle settings) the TD system electronically compensates for variations in mechanical engine fuel control schedule relative to electronically scheduled TIT for that particular throttle setting. This results in alignment of power output of all engines when throttles are above 65 of throttle travel. TD CONTROL VALVE SWITCHES (one for each engine) NULL: TD system is off (mechanical fuel control only) (20% bypass). This position is used only when the TD system is malfunctioning or when the engine is not operating. NULL is used to eliminate inputs from the TD system or turn the system off and does not provide over temperature protection. LOCKED: Provides overtemp protection at all throttle settings. (Called Start Limiting below 94% RPM (i.e. during engine start or LSGI). Temperature/Normal Limiting above 94% RPM). LOCKED is used to eliminate the power surge when the throttles cross the boundary (crossover point) between temp controlling (TIT scheduling) and temp limiting (overtemp protection). Crossover is at 65 of throttle travel. Selecting LOCKED with the throttles below crossover: The electronic fuel correction lights are on. However, temp limiting is still available. Selecting LOCKED with throttles above crossover: Electronic fuel correction lights are not illuminated and fuel correction is locked in for that throttle position. Temp limiting is still continuously available at all throttle positions. If an overtemp condition occurs, the respective electronic fuel correction light will illuminate and remain on until the TD valve switch is protection is still available, even with the EFCL illuminated. Selected when temp controlling fails and temp limiting is needed or desired. It will provide start limiting. NOTE If LOCKED is selected for landing/landing pattern operation, it is recommended the airplane be within 5000 feet of field elevation and the throttles be above crossover prior to placing the TD valve switches to LOCKED.

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AUTO: Enables TD system to schedule TIT (called Temperature Controlling) when throttles are advanced above 65 of throttle travel. Also provides automatic overtemp protection. Used during engine start and all normal operations requiring temp controlling. ELECTRONIC FUEL CORRECTION LIGHTS (one for each engine) 1. 1. 2. 2. 1. 2. Provide visual indication of throttle position relative to 65 degree of throttle movement (crossover), provided the TD control valve switch is not in the LOCKED position. (Switch could be in NULL or AUTO). Light will be on when throttle is below crossover. Light will be out when throttle is above crossover. In LOCKED, light will indicate at what throttle position it was locked. If locked below crossover, light stays on. If locked above crossover, light stays out (unless over-temperature is sensed and corrected).

TEMPERATURE LIMITING TD control valve switches positioned to AUTO or LOCKED prior to engine start. (CAUTION: NULL not recommended for start due to no overtemp protection). During start, there is 20% bypass and an additional 50% take available until 94% RPM. Above 94% RPM, there is only 20% bypass and the capability of 20% take (LOCKED or AUTO). TIT is limited by TD system when in AUTO or LOCKED. 1. Below 94% RPM, TIT limited to 830 C. 2. Above 94% RPM, TIT limited to 1083 C. When NULL is selected, no automatic overtemp protection is available.

TEMPERATURE CONTROLLING Temperature Controlling available only in AUTO, whenever the throttle position is between 65 and 90 of throttle travel (above crossover). TD system in AUTO, Temperature Controlling achieved by comparing desired TIT for throttle position to actual TIT then adds up to 20% or takes up to 20% fuel supplied by the fuel control to obtain desired temp.

THERMOCOUPLES There are a total of 18 thermocouples mounted around the turbine inlet case. These thermoelectric devices turn heat into voltage to determine the TIT. There are two junctions per thermocouple for 36 total junctions. One set of the 18 signals is sent to the TIT indicator and the other set to the TD amplifier. Each set of signals is averaged to determine the TIT. Individual thermocouple failure: TIT will indicate 3.5 to 22C lower than actual turbine temperature. CAUTION Thermocouple failure will supply an inaccurate signal to the TIT indicator or the temperature datum amplifier or both, simultaneously resulting in erroneous engine instrument indications and possible damage to turbine blades. Dash-1 Pg 1-11, 1-14 1-14.1, 1-21

TD SYSTEM MALFUNCTIONS
HIGH TIT Scenario: TIT is well above normal operating limits (exceeding 1083 C). As you know High TIT weakens turbine blades (turbine sulfidation). Its one of the reasons why reduced power takeoffs and operations were developed; to lengthen the life of the engine. The higher the TIT, the shorter the lifespan. 18

Solution: Retard affected throttle to reduce TIT. The Flight engineer deactivates TD system by positioning the TD control valve switch to NULL. If TIT stabilizes and returns to normal, position the TD control valve switch to LOCKED (temp limiting) and continue operation. If indications do not stabilize with TD in NULL, shut down the engine IAW the Engine Shutdown Procedure. ABNORMAL POWER Scenario: TIT, torque, and fuel flow are unrelated to throttle position, but the TIT is within normal limits (e.g. throttles aligned above crossover, all at 850 except No. 3 is at 950 TIT). Solution: DO NOT MOVE THROTTLE. It could be a throttle control failure. Instead, place the affected engine TD valve switch to NULL. If TIT stabilizes and returns to near normal, place the switch to LOCKED and continue ops. The TD system was malfunctioning. If malfunction persists, shut down the engine IAW the Throttle Control Failure Procedure (fire handle, not condition lever). LOW TIT ON ENGINE START Trivia: Contrary to popular belief, the TD system does not play much of a role during engine starts. In fact, its only function is to provide over-temperature protection, that is, to prevent starting TIT from exceeding 830 C (start limiting). Starting TIT is actually determined by the null (20% take) position of the TD valve, which is set by MX. By making small changes to the valves null position, the engine troops can bypass more or less fuel, as needed, to get a predictable starting TIT (theyre shooting for ~800 C). This is worth mentioning because some crews have reacted to certain start malfunctions (low TIT, slow acceleration, etc) by trying another start attempt with the TD switch in NULL. This wont make any difference at all. As weve already learned, start TIT has nothing to do with the switch being in NULL or AUTO. Its a MX function. However, we do leave the switch in AUTO to take advantage of the TDs over-temperature protection feature. You can see this feature in action on a start where TIT rises above 800 C. At ~820 C, the TD system will start taking fuel to prevent the temperature from going above 830 C. Question: On starting the #3 engine you note that the TIT only reaches 745 C. Answer: TIT is not within the normal range for start. TIT 720 C or less TIT 720 C - 750 C Record in 781. Maintenance action is required. Record in 781. Perform a Temperature Controlling Check (pg 7-4) before takeoff.

NOTE Starts in cold weather may result in lower than normal TITs. If all engines start this way, consider it normal. No further action required. Dash-1 Pg 5-8 Discussion: The Temperature Controlling Check (pg 7-4) is a procedure thats used to identify malfunctions with the TD and temperature indication system. Heres how it works: with the bleed air valves closed and the TD Valve switch in NULL, the FE has the Pilot advance power on all four engines to 850-950 TIT, around 910 TIT is good. If torque or fuel-flow is notably higher (most engineers say a difference of 100-200 lbs/hr or more is a red flag) youve discovered the problem. Its probably bad thermocouples. Go back to MX. Perhaps the best indicator of a thermocouple problem is an unusually high fuel flow at advanced power settings. Incidentally, the engine might not show increased torque along with the fuel flow. In the early 19

stages of wear, the turbine may be able to convert the extra heat energy into higher torque, but as the damage worsens it will lose efficiency and eventually produce near normal or even lower torque values. That is what the following WARNINGs from pg 7-4 &7-5 refer to: WARNING If an engine displays normal TIT accompanied by significantly higher fuel flow and torque in comparison with the other engines at the same setting, the TIT indicating system may be displaying faulty indications (possible thermocouple degradation) with a good turbine. If the torque is similar or lower the TIT maybe be indicating a possible thermocouple degradation with a faulty turbine. If indications are normal, a TD Control Check must be performed. The FE puts the TD valve switches back in AUTO and opens the bleed air valve. Then he has the pilot advance all four throttles to crossoverwhere the TD system leaves the temperature limiting range and enters the temp controlling range (these terms are explained in greater detail below). Crossover should occur at the point where the fuel correction lights go out (800-840 C). Next, hell have the pilot set 910 TIT, and then turn the wing or empennage anti-icing on. This draws bleed air from the engines 14 th stage, air that normally goes through the combustion section to cool the exhaust. As airflow there is reduced, the temperature in the turbine inlet increases. If the TD is working right, it will sense the rise and take fuel to bring TIT back down. If the system checks okay, no further checks are required. If the TD doesnt work as advertised, continue with the Temperature Limiting Control Check. The FE will have the pilot advance the throttles to take off power (1067-1083 TIT), not to exceed max allowable torque. The FE will take the TD valve switches to LOCKED and then turn the wing anti-icing on. If the temperature-limiting feature of the TD system is working correctly, the take off TIT momentarily rise above 1083, the Fuel Correction lights will illuminate, and then the TIT correct to at or below takeoff setting. More Discussion: Lets briefly review how the TD system works, so you can better understand why the FE is concerned about thermocouples.

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Thermocouples send their temperature signals to two places: the TIT gauges and the TD system (FYI: the TD system is not a single black box shared by the four engines. Each engine has its own unit). During engine startsand at any throttle setting below 65the TD system operates strictly in a temperature limiting mode. This means it doesnt do anything at all unless it senses an over-temperature condition. (>830 C for starts, then >1083 C at normal ground idle and above). Above 65 of throttle travel, though, the TD crosses over into the region known as temperature controlling. In this mode, the TD system seeks a specific desired TIT for each throttle setting, and commands whatever fuel flow is necessary to achieve it. A useful analogy for this is the thermostat in your home. When you want it warmer (more power), you move the setting knob (throttle) higher, which tells the furnace (fuel control) to generate more heat (fuel flow) until the desired temperature (TIT) is reached. Now that you understand normal TD system operation, consider what would happen if one or more thermocouples are damaged. Well, TIT (which is totaled from the engines 18 thermocouple inputs) is going to read low, prompting the TD to increase fuel flow until the desired TIT is achieved. As this extra fuel burns, actual TIT rises sharply. Because the damaged thermocouples cant sense the true temperature reading and report it to the TD, the over-temperature condition goes unchecked and the turbine begins to break down. If the condition isnt found and corrected, the turbine may eventually suffer catastrophic failure. This is the exact scenario that caused the loss of a C-130 in Colorado several years ago, and is what makes thermocouple problems so dangerous: they dupe the TD into thinking TIT is lower than it really is, causing artificially high fuel flow and turbine temperatures. Question: Can you fly without the TD system operating in AUTO? Answer: If you discover this problem en-route, the answer is yes. You can fly all day that way, but if this problem is discovered before a start (and you are at home station), you should not accept that plane. Now you may see the forms written up saying that you should Start in AUTO and fly in NULL, but there are some things to consider. Chances are if the TD System is not operating correctly in AUTO, it is due to a faulty TD amplifier (one that may be putting or taking fuel randomly). Selecting NULL removes power from the TD amplifier, but it also removes power from the over temperature protection feature of the TD System. Since the electronic portion of the TD system isnt used during a normal start you can use AUTO to provide over temperature protection during the start. With the engine running you can select NULL to prevent erroneous TD signals. Just remember that with the system in NULL, YOU are the overtemp protection. Further Discussion: The TD Amp has four potentiometers. MX calls them Pods. You have: Start Limiting, Normal Limiting, Bias, and Slope. These Pods allow the TD Amp to operate under two conditions: Temperature Limiting and Temperature Scheduling. Temp Limiting is further divided into Start Limiting and Normal Limiting. When LOCKED or AUTO is selected and the RPM is below 94%, Start Limiting is the only Pod being used. Above 94% the Normal Limited Pod is activated. When above 94% and greater than 65 Throttle Movement, the Slope and Bias Pods are active as well. These two Pods schedule your fuel to maintain a desired TIT. If one of these Pods goes haywire, they may put or take fuel (giving you high or low TIT). Should they put too much fuel, the Normal Limiting POD should prevent an over temperature. If an over temperature occurs, either the Normal Limiting Pod is also defunct, or the Slope and Bias Pods are putting more than the 20% Normal Bypass can handle. Because only the Starting Pod is utilized during start. starting in either LOCKED or AUTO will give you Starting overtemp protection. Before upspeeding the engine, select NULL. This will remove any electronic inputs to the TD System. Remember, you become the overtemp protection. If the Bias and Slope Pods were the only ones malfunctioning (i.e. High TIT but no overtemp), you can still get automatic overtemp protection by selecting LOCKED and fly that way. You wont have a fuel correction locked in, but you will activate the Normal Limiting Pod.

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Speed Sensitive Control Failure (Sheared Shaft) Scenario: While climbing out (throttles above 65% movement) you get a momentary illumination of the No. 2 secondary fuel pump pressure warning light. You also notice that the No. 2 Fuel Correction light is on and that the respective TIT gauge reads 830. Solution: Speeds Sensitive Control Failure. The FE will put the TD Control Valve in NULL and pull the Ignition Control Circuit Breaker Secondary fuel pump light should now be out, and throttle will directly control fuel flow, and again Overtemp protection will not be available in NULL. After landing, during ground operation, use only normal Ground Idle (not LSGI). Perform engine shutdown after flight by resetting CB and going to Ground Stop. Dash-1 Pg 3-23 Electrical Malfunctions (Associated with the TD System) Electrical malfunctions that introduce abnormally low voltage to the ESS AC bus, combined with failure of under-voltage protection systems, can cause the 4 TD amplifiers to malfunction, producing a torque reduction of up to 1,600 inch-pounds. There are other electrical malfunctions that can cause reductions in torque, but these will be covered in the electrical section. Dash-1 Pg 3-20 3-23, 5-8, 7-4

SUMMARY OF TD SYSTEM LIMITATIONS

Below 94% RPM Above 94% RPM TIT Prior to Start Normal Start Enriched Start Windmill Taxi Start Air Start Peak Start TIT <720 720-749 750-830 >830 >850 >965 or torching TIT >1083 for more than 5 seconds >1175 even momentarily * ** TIT Limited to 830 C TIT Limited to 1083 C 200 100 100 200 C C C C

Maintenance Record in 781, Perform Temp Controlling Check * Normal Record in 781 Stop Start, record in 781, one restart permitted ** Stop Start, record in 781, overtemp inspection required Overtemp Inspection Required Overtemp Inspection Required

If a TIT malfunction exists, ground stop, maintenance action required. If fuel enrichment was used on first attempt, turn it off for second attempt.

Dash-1 Pg 5-7 5-8, Vol 3 Para 5.27

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Figure 3 Engine Fuel Pump Assembly: Operational Concept (on engine accessory case)

23

Figure 4 Fuel Summary

24

Figure 5 Temperature Datum Control System 25

Oil System
DESCRIPTION The oil system is a self-contained system that lubricates each engine and gearbox section. OIL TEMPERATURE GAUGES Oil temperature is measured as it exits the tank using a electrical-resistance device. The gauge is powered by 28V Essential DC. The operating limits are: Normal: 60-85C Above 85C, but not over 100C: o On the ground, not more than 30 minutes. o In flight, not more than 5 minutes o If you cannot maintain engine oil temperature within limits, shutdown engine IAW engine shutdown procedure. Max Continuous: 85C Min Allowable: 40C & increasing Start & Warm-up: -40C OIL TEMPERATURE AND TORQUE Minimum torque (low speed ground idle) until temp is above 0 C. 4,500 inch-pounds torque max when oil temp is 0-40. Oil temp 40 and increasing for reverse check, since 4,500 inch-pounds will probably be exceeded. Normal torque if oil temp is above 40. Dash-1 cold weather procedures (pg. 9-15): All engines in low speed ground idle when practical until engine oil temp reaches 0; CAUTION throttle should not be moved from the ground idle detent until engine oil temp reaches 40. NOTE: When exposed to temperatures below 0C, delay taxi until all four engine oil temps have reached 60C. Maximum Torque: 19,600

OIL PRESSURE GAUGES Indicated BOTH gearbox and engine oil pressures (2 needles, each with its own fuse, powered by 26V ACI &EFC). Engine pressure limits: o 50-60 psi (10 psi) when oil temp is in normal limits at 100% RPM o Pressure below 50 psi is acceptable only with engine in low speed ground idle provided pressure is 50 psi or higher under conditions stated above. o Maximum of 100 psi allowable only for start and warm-up during low outside air temperature. Gearbox pressure limits: o Must be in range of 150-250 psi (20 psi) when oil temperature is normal at 100% RPM o Pressure may be as low as 50 psi in low speed ground idle o Pressure may exceed 250 psi during start and warm-up.

OIL QUANTITY INDICATORS Oil quantity gauges indicate quantity of oil in tank in gallons, 4-12 gallons normal.

26

Yellow low oil quantity light is located left of the row of oil quantity gauges. This light will illuminate when any one of the four oil tank quantities drops below 4 gallons.

OIL COOLER FLAP SWITCHES Oil is cooled by ram air passing through a radiator cooler. Ram airflow is controlled by oil cooler flap position (on aft end of cooler assembly). Oil cooler flap switch panel located below #4 fire handle. 4-position switch for each cooler: AUTOMATIC: Provides thermostatic regulation of oil temperature (approximately 80 on the gauge). The thermostat is removed from the flap actuation circuit in all other positions than automatic. OPEN: Spring loaded to FIXED. Manually positions actuator to open cooler flap. CLOSE: Spring loaded to FIXED. Manually positions actuator to close cooler flap. FIXED: Cooler flap is fixed in position. De-energizes flap actuator. Oil cooler flap remains in last position.

OIL COOLER FLAP POSITION INDICATORS Located on bottom of engine instrument panel; one circuit breaker for each oil cooler and its respective gauge. Off-scale indication may indicate loss of electrical power to the indicator AND the oil cooler flap motor.

Dash-1 Pg 1-28, 1-33 1-35, 5-2, 5-7, 9-15 9-18

OIL SYSTEM MALFUNCTIONS

LOW OIL QUANTITY Question: En-route you notice a gradual loss of oil quantity. engine running? Can you leave the

Answer: Yes, provided the engine instruments (i.e. oil pressures) are within limits. If youre some distance away from a suitable landing field (example: over water), Dash1 says you may elect to shut it down (via the cruise engine shutdown) to preserve the oil you have left. Later, you can restart it when conditions necessitate (preparation for landing is a good example). Remember if you lose oil pressure, have an uncontrollable rise in oil temperature, or if you see excessive visible fluid leak, ESP the affected engine. Related Question: Lets say that you have a loss of oil quantity, only now its accompanied by heavy smoke coming out of the tailpipe. What would you do differently? Answer: Monitor the engine in-flight and perform the ENGINE SHUTDOWN PROCEDURE prior to landing. Explanation: One of the engines oil supply lines runs through the rear of the turbine section, and theres an oil scavenge pump there too. If the seals there arent tight, oil can leak into the exhaust stream and burn. In-flight shutdown will allow the tailpipe area to cool down before landing, minimizing the risk of any residual oil catching fire there after you land and taxi clear. Dash-1 Pg 3-23 HIGH OIL TEMPERATURE Question: On climb out, your flight engineer says oil temperature on the #3 engine has been steadily increasing and is now reading 100 C. He also noticed the oil cooler flap is closed.

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Answer: High oil temperature. This malfunction may be caused by failure of the oil cooler flap to function in AUTO. To correct this, hold the oil cooler flap switch in the OPEN position until the cooler flap is open. Thereafter, open or close the cooler flap manually to maintain the oil temperature within normal limits (60-85C). Oil temperature can be in the 85-100 range for only 5 minutes in flight. If oil temperature cannot be maintained within limits, follow the ENGINE SHUTDOWN PROCEDURE. On the ground you have 30 minutes of operation in the 85-100 range. Maximum cooling achieved in low speed ground idle with throttles advanced slightly to increase airflow. In hot weather conditions it may be difficult to maintain the oil temps within limits. Delay engine start until ready for taxi and departure and avoid unnecessary EROs. If a huge delay is expected after engine start, consider taxiing into the wind or ground stopping the engines until the delay is cleared. Dash-1 Pg 3-23, 5-7 DROP IN OIL PRESSURE Check oil temperature normal at 60-85 since oil pressure is partly dependent on its temp. o If oil cooler is uncontrollable in AUTO, attempt to open oil cooler flap using the manual switch function. o Check oil quantity gauges for loss of oil. o If mission dictates, 130 psi gearbox oil pressure is minimum for continued operation. In case of loss of oil pressure, shut down the engine IAW the engine shutdown procedure. NOTE A negative G condition may allow air to enter the engine oil supply line, resulting in loss of oil pressure approximately 30 to 90 seconds later due to oil pump cavitation. CAUTION Following a negative G condition, closely monitor gearbox and engine oil pressure for 2 minutes. If loss of oil pressure occurs and does not return to normal within 10 seconds, shut down the engine IAW the engine shutdown procedure. After the propeller stops rotating, an air start may be attempted IAW air start procedure.

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Figure 6 Oil System

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Engine Starting
SOURCES OF BLEED AIR There are 3 sources of bleed air for engine starts: APU, an operating engine, and the external air cart. ENGINE STARTER BUTTON There is one button for each engine; located immediately below the number one fire handle. The light in button illuminates whenever electrical power is available to the button and button depressed. Pressing the button completes electrical circuit, causing bleed air to be routed to the starter. Button must be held in continuously until approximately 60% RPM. Release the button at approximately 60% RPM, causing starter control valve to close, removing pneumatic pressure from the starter. START OPERATION Electrical power for start is received through the essential DC bus. Depressing the starter button completes electrical circuit, causing bleed air to be routed to starter. Bleed air turns the starter as long as the starter control valve is open. When the pilot releases the button, electrical power is removed, and the starter control valve closes. ENGINE STARTING AUTOMATIC CIRCUITS Placing the condition lever to RUN energizes the ignition circuitry and places the engine fuel and ignition systems under control of the speed sensitive control. SPEED SENSITIVE CONTROL 16% RPM: Fuel shutoff valve (the Geneva Lock, named for its manufacturing company) motored open, allowing fuel flow. Ignition relay energized (PIED) ParallelParalleling valve closes. IgnitersEnergized. EnrichmentAdditional fuel, if selected (about 8 oz). Drop ValveEnergized closed. 65% RPM: Ignition relay de-energized. (de-PIED) Parallel valve opens. Enrichment turned off by 50-psi switch; de-energized when relay opens. Igniters turned off Drop valve de-energized, held closed by fuel pressure. 94% RPM: Changes TD system from Start Limiting to Normal Temperature Limiting.

Dash-1 Pg 1-11 1-15 ACCELERATION BLEED VALVES Above 94%, the speed-sensitive valve opens to route air from the 14 th stage, forcing the 5th and 10th stage acceleration bleed air valves to close. There are four bleed valves located in compressor 5th stage, and four in 10th stage, for a total of eight per engine. These valves will open at low RPM to prevent compressor stalls. They operate automatically to unload the compressor when engine RPM is below 94% (both on the ground and in flight).

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When downshifting from normal to low speed ground idle, monitor the engine instruments and be prepared to shutdown the engine if a stall or overtemp of 850 or greater occurs (condition lever to Ground Stop). If a popping noise (compressor stall) occurs, return the plane for maintenance action prior to flight. (See CAUTION on 2-58) Dash-1 Pg 1-22, 2-58

STARTING MALFUNCTIONS
The following lists, while not exhaustive, give some common possible causes for varying start malfunctions, and some helpful techniques for troubleshooting the problems. HOW TO STOP START NORMAL Condition LeverGround Stop Starter buttonReleased CAUTION After moving condition lever to GROUND STOP, do not move the condition lever from this position until engine rotation has stopped. Do no reengage the starter until rotation has stopped completely. EXCEPTIONS If Ground Stop does not cut off fuel (electrically), condition lever Feather. (Electrically and mechanically shuts off fuel). If negative ignition on engine start with fuel flow observed, negative deenrichment without ignition, stalled start, or if torching occurs, place the condition lever to Ground Stop, but leave the starter button in until fuel fogging or smoke clears (as reported by loadmaster monitoring the start), or until starter time limit is reached. PROP LOW OIL LIGHT Condition LeverGround Stop Do NOT feather the propeller to shut down the engine as damage to the prop seals may result.

NEGATIVE ROTATION If you did not get a Starter Button Light, check the start control CB or oil shutoff CB. If you got the light, but no drop in bleed air on the manifold gauge, no air got to the starter. The engineer may troubleshoot. If the engineer failed to open the bleed air valve, he owes you a beer. NOTE If engine will not rotate, reduce bleed air manifold pressure below 45 psi and try another start. Place engine bleed air switch to ON. (This will get the bleed air regulator to open up if a regulator B solenoid failure has occurred). Using APU bleed air and turning other engine bleeds to OFF is usually the best way to get manifold pressure less than 45 psi. Open engine inlet duct anti-icing for other engine on that wing, if not already started to see if air is getting out to wing. (If on first engine, usually No. 3, check for gauge drop when inlet anti-icing opened for No. 4). IF another engine is already running, check for TIT rise on operating engine when opening inlet duct anti-icing for the other engine on the wing. If no gauge pressure drop/no TIT rise on operating engine, check wing isolation valves and bleed air divider valve. If get bleed drop when open inlet anti-icing on other engine on the wing, bleed air is getting to wing. Now try inlet anti-ice on malfunctioning engine. If get gauge drop/TIT rise, you know air is getting to starter control valve. Get maintenance

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for probable failed starter control valve. Locked prop brake is also possible, but happens very infrequently. DECREASING RPM AND/OR EXCESSIVELY SLOW ACCELERATION OF RPM This problem may be indicative of a loss of bleed air supply or a sheared starter shaft. If restart results in no rotation, shaft may be sheared. Do not attempt any more starts. STALLED START Question: After light off, the engine does not accelerate smoothly to ground idle RPM, and/or a rapid increase in TIT is indicated. Answer: Stalled start. Immediately discontinue the start. Before attempting another start, motor the engine to 25% RPM with the condition lever in GROUND STOP to remove gasses and unburned fuel from the turbine, and to ensure TIT is below 200 TIT prior to restart. As a technique when Stop Starting, place the condition lever to GROUND STOP and continue to hold the starter button until the end of the Start Duty Cycle (60 seconds). Dash-1 Pg 2-48 (Caution) NEGATIVE DE-ENRICHMENT On enriched start, fuel flow goes to about 1000 pph and stays there; does not immediately reduce to about 300 pph. TIT increases rapidly if ignition has occurred. Go ground stop, and continue rotation until fuel blows clear. If torching occurred or if TIT peaked over 965, and overtemp inspection is required. If attempting another start on that engine, do not use enrichment. If flames ever spread beyond tailpipe area, follow Engine Shutdown Procedure. Shut down other engines. Notify ground control for assistance. Consider ground evacuation.

NEGATIVE IGNITION (by 35% RPM) Failed TIT indicator? If no light-off/fuel flow, check ignition control CB. Attempt restart. If fuel flow occurred, ignition system may have failed. Ask LM when fuel came out of drain mast. Throughout startpossibly failed drip valve or ignition relay. Maintenance required. At Stop Startpossibly bad igniters or spray pattern. Restart could be attempted with enrichment. But be aware that bad spray pattern could also cause bad flame pattern, which could damage burner cans.

NEGATIVE OIL PRESSURE (by 35% RPM) Bad gauge? Check fuses. Failed oil pumps? Maintenance required.

NO SECONDARY FUEL PUMP PRESSURE LIGHT (by 65% RPM) Continue start. 20-30 TIT drop (series drop) at approximately 65% RPM? 20-30 degree drop means you have 2 good fuel pumps and an operating paralleling valve. If TIT drop noted, press to test the secondary fuel pump pressure light. If light is good, you have no way of monitoring for primary pump failure. IF light is bad, replace bulb and restart to check proper operation of pressure switch.

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If no TIT series drop noted, Stop Start for possible failure of secondary fuel pump or bad paralleling valve. Failed pump could cause fuel contamination. Maintenance required.

SECONDARY FUEL PRESSURE LIGHT REMAINS LIT (above 65% RPM without TIT series drop) Continue start. Engineer pulls IGNITION CONTROL CB. If pump light goes out when CB pulled, problem is a failed speed sensitive control 65% switch. Mission can be continued; CB will have to be reset for AIR START or for GROUND STOP. If pump light remains on when CB pulled, assume primary pump failure. Reset CB and Stop Start.

SECONDARY FUEL PRESSURE LIGHT REMAINS LIT (above 65% with a TIT series drop) Bad pressure switch. With no way to monitor for primary pump failure, need maintenance prior to flight.

START TIT EXCEEDS 830 Insufficient bleed airflow? Bleed air leak? High propeller blade angle? Check throttle at Ground Idle

OVER-TEMPERATURE ON START Question: During start of the #2 engine, TIT peaks at 840 C. Answer: For starting temperatures between 830 and 850 C, you may continue, but make an entry in the Form 781. After flight, maintenance will manually adjust the TD valves null bypass setting. This should reduce the peak TIT for subsequent starts. Question: What if TIT exceeds 965 C during the start? Answer: Discontinue the start and record in the Form 781. Maintenance will need to do an over-temperature inspection on the engine. Dash-1 Pg 5-8 EXCESSIVE TIME TO ON SPEED. Starting time to stabilize on speed exceeds 60 seconds; 70 seconds for conditions of OAT over 28 C; high altitude, or low air density conditions Insufficient bleed airflow? Bleed air leak? High propeller blade angle? Check throttle at Ground Idle.

NEGATIVE HYDRAULIC PRESSURE Hydraulic pressure should be indicated after an observation of oil pressure. There must be a positive indication by the time the engine is on speed. Normal pressure should be observed 30 seconds after on-speed. If there is no indication (or normal when on-speed) pull the control column back at least 2 to 3 inches to eliminate the internal fluid bypass. If this does not fix the problem, check pump lights or gauge fuses. Dash-1 Pg 2-50 TAIL PIPE FIRE OR TORCHING Abnormal flame, torching (not associated with enrichment burst), or heavy smoke from the engine tailpipe. 33

ON THE GROUND Torching or flame coming from tail pipe during engine start before starter button release. Condition lever Ground Stop. Motor engine by leaving starter button in. Flames spread beyond tail pipe: Engine shutdown procedure. Notify fire department and ground crew; consider ground egress Tail pipe fire occurs during engine shutdown. Continue with engine shutdown. Notify fire department. Do not motor engine (per caution). CAUTION Tailpipe fire on engine shutdown may be caused by an oil leak in the turbine section. Do not motor the engine when a tailpipe fire exists on engine shutdown. IN THE AIR Loss of oil with heavy smoke coming from tail pipe: Monitor engine and engine instruments and accomplish engine shutdown procedure prior to landing. Cruise engine shutdown dependent upon situation. If fire occurs: Follow engine shutdown procedure and accelerate airplane as rapidly as possible and maintain airspeed as long as heavy smoke continues from the tail pipe area. (Do not exceed maximum speeds).

Dash-1 Pg 1-28, 2--49, 3-8, 3-22 3-23 STARTER LIMITATIONS Question: On a hot afternoon in August (OAT 32 C), your pilot starts the first (No. 3) engine. Throughout the start cycle, TIT is normal but RPM is increasing slower than normal. As you glance at your watch, 60 seconds has elapsed but the RPM gauge still only reads 55%. What will you say? Answer: STARTER. This is a trick question. Two competing rules apply to this scenario. The first is the starter duty cycle, which can never exceed 1 minute. Regardless of RPM, the pilot must release the start button when the minute is up. The other rule, though, is a NOTE in the Dash-1 concerning starts in low density conditions (high outside air temperaturesabove approximately 28 Cor high altitudes). In such cases you can allow up to 70 seconds for the engine to stabilize on speed, as long as its accelerating smoothly with no indications of stall. After the pilot releases the starter button at 1 minute (STARTER), continue to monitor the RPM rise while checking your watch. If the engine still hasnt reached low speed ground idle by 70 seconds, then state, STOP STARTEXCESSIVE TIME.

SUMMARY OF NORMAL STARTING LIMITATIONS

TIT Prior to Start Normal Start Enriched Start Windmill Taxi Start Air Start Ignition Oil Pressure (Engine & Gearbox) 200 100 100 200 By 35% RPM By 35% RPM 34

Peak Start TIT <720 720-749, 750-830, >830, >850, >965, Secondary Fuel Pump Pressure Light Overtemp Inspection Required Starter Limits

Maintenance Record in 781, one restart permitted Normal Record in 781 Stop Start, record in 781, one restart permitted Stop Start, record in 781, overtemp inspection required On by 65% (Usually comes on at approx. 30-40% RPM) Off by 65% TIT>1083 for more than 5 seconds TIT>1175 even momentarily Button released by pilot at approximately 60% RPM * 1 minute on, 1 minute off ** 1 minute on, 5 minutes off 1 minute on, 30 minutes off 1083 for 5 minutes 1049 for 30 minutes (in flight) 1067 - 1083 TIT 970 TIT *** 1010 TIT

Takeoff and Flight Operations Max Military Take-off (Max) Power Reduced Power Normal/Continuous (per Vol 3) Normal/Continuous (per Dash1)

* Once starter button is released, do not press in again until rotation has stopped, or starter shaft will shear. ** Any time air got the starter should be treated as a full 1-minute on cycle. Ignoring these limits could cause very dangerous situationstarter turbine overheat and/or disintegration. *** Reduced TIT increases engine life. The pilot can exceed these Vol 3 limits when needs dictate, but the Dash-1 limits should not. Dash-1 Pg 2-46 2-49, 3-96, 3-102, 5-8

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Figure 7 Engine Starting System Components Locations

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START MALFUNCTION MATRIX

PROBLEM Starter Failure INDICATION Low RPM Slow RPM FIRST ACTION Stop Start Stop Wing Star Iso. Valve, t CAUSES / PROBLEM SOLVING Low/No Bleed Air Not in Ground Idle Sheared Starter SOLUTION 1 more try MX

NegativeStarter Button 0 RPM NO: Rotation LM Calls Starter Power, Light? Starter Control CB, or YES: Oil CBOpen Same Wing Eng Anit-ice, Drop in Press? Negative 0 TIT

Pressure Drop on 1st Eng?

Stop

YES: Starter Ctrl Valve, Starter, Prop Brake, Eng Bleed

Star Ctrl CB, Fuel Ignition Ignition by 35% 16% Switch NO t Open, Fuel Shutoff Valve, Fuel Flow?
YES LM: When did fuel Negative drain?

Oil Press

Failed Oil Pump, Blown Gauge AFTER STOP-START? Igniters or spray 0 Oil Stop Fuse, Bad Step Down pattern by 35% Start Transformer Continue to 65%, then Stop Start TIT Drop? YES: 2 good pumps & a valve Bulb, CB, Pressure Switch NO: Secondary Pump or Parallel Valve MX TIT Drop? YES: Pressure Switch MX NO: Pull Ignition Ctrl CB Light?

CONTINUOUS? Ign. Relay or Drip Valve MX

No Secondary Pump Light Secondary Pump Light Remains On Excessive TIT Stalled Start Excessive Time On Speed Negative Hydraulic Pressure TIT exceeds 830C Dec. RPM Inc. TIT >60 Sec (70 in High Density Alt) 0 Hyd Press by On Speed or Abnormal after Onspeed+30sec LM Calls Flashing Handle Warning Light

Continue Start

Light Out: 65% Switch FLY Light On: Failed Primary Pump or valve MX Below 850 Continue Start Below 965 Stop Start, 1 Retry 781 Write Up Above 965 MX, OT Inspection -Low Bleed Air Suspected Stop Start -Possible High Prop Normal Ground Idle Motor Engine Blade on Started Engine Check TIT Angle Stop Start Move Yoke Off Stops & Recheck Pressure Starter Released? Ground Idle all 4 Engines Ground Idle all 4 Engines Ground Idle Ground Stop Affected Eng Low Bleed Air, Weak Starter, High Density Alt. Stop Start Maximum Bleed Air, then Restart

Torching Turbine Overheat Nacelle Overheat High TIT High Oil Temp

NO: Bad Gauge or Step Down Transformer YES: Leak, Yoke is Light On? Forward, Failed Pump, Fluids YES: Continue Shutdown Flames NO: Condition Lever YES: ESP Spread Ground Stop Motor NO: MX ? Engine Ground Stop the Affected Engine ESP on Affected Engine TD Switch Null, if TIT still high If Still High, ESP

Cooler Flap Open, LSGI, 1 knob width above Ground Idle

Figure 8 Start Malfunction Matrix

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Figure 9 Turn and Burn Diagram

The Propeller System PROPELLER AND GEARBOX OPERATION

FUNCTIONS OF THE PROPELLER HYDRAULIC SYSTEM Propeller blade angle is changed by hydraulic pressure generated in a selfcontained hydraulic system (prop oil) within each propeller assembly. Propeller hydraulic pressure is produced when rotation actuates gear driven pumps within each propeller assembly or by the auxiliary propeller feather pump motor, which is electrically activated by the propeller feathering/unfeathering circuits. Speeder spring and flyweights shift a pilot valve, which directs the hydraulic pressure to position the propeller blades and maintain prop stability (100% 2% RPM).

THE RELATIONSHIP BETWEEN THROTTLES AND PROPELLERS In the ground (or taxi) range, throttle schedules fuel flow and blade angle. In flight range, acts as constant-speed propeller controlled by normal or mechanical governing. Throttle schedules fuel flow, TIT and torque indications, but not RPM. Additionally, above crossover (65 throttle position), TD system will schedule TIT to match throttle position.

THE RELATIONSHIP BETWEEN THE CONDITION LEVERS AND PROPELLERS FEATHER: Going to FEATHER will electrically and mechanically close the fuel shutoff valve below the fuel control, and electrically and mechanically feather prop. CAUTION Condition levers must be in Run, Feather, or Air Start during Flight. If lever is placed mid-position, and negative torque system is inoperative, an engine decoupling is possible. GROUND STOP: Electrically closes the fuel shutoff valve below the fuel control (if the touchdown switch is closed; i.e. the aircraft is on the ground). RUN: Electrically arms the speed-sensitive control & energizes No. 2 and 3 engine ice detection systems. AIR START: Electrically arms the ignition system (speed sensitive control), and turns on the auxiliary feather pump motor to provide hydraulic pressure to unfeather the propeller. PROPELLER GOVERNOR CONTROL SWITCHES Located on the CPs side panel. Governing capabilities are cammed out when throttles are below flight idle. Mechanical Governing: Speeder spring and flyweight action will control the blade angle to maintain 100% RPM. Normal Governing: Electrical circuitry enhances the mechanical governing operation. Allows for: o Speed Stabilization o Throttle Anticipation o Synchrophasing

THE CAPABILITIES OF NORMAL GOVERNING Are accomplished through use of servo bias motor, which changes the tension on the speeder spring, thus enhancing blade angle control.

Speed stabilization: electrical impulses react faster and make smaller corrections that speeder spring and flyweights, thus maintaining a more stable RPM close to 100% RPM. Throttle anticipation: Reacts faster and more precisely to prevent overspeed or underspeed, as a function of the speed of the throttle movement. Synchrophaser will anticipate blade angle change to prevent propeller overspeed or underspeed, and reduce propeller hunting. Synchrophasing: References all propeller RPMs to a single master engine. Controls the phase angle of the propellers, reducing noise and vibration. SYNCHROPHASER MASTER SWITCH The Sychrophser Master Switch is a three-position switch (#2 engine, OFF, #3 engine), located on the throttle quadrant aft of the throttles. When a Master is selected, slaved propeller rotational speeds and blade phase angle relationships are referenced to the master engine when a master is selected. The relationship of the slaves to the master is accomplished through electrical signals. Slave engines will be synchronized (same RPM) and blades synchrophased by controlling phase angle in relation to the master engine. Note that slaved engines must be in normal governing to provide synchrophasing capability. PROP RESYNCHROPHASING SWITCH The Prop Resync Switch is located to the right of the master switch. RESYNC Used to regain control of a propeller that deviates from optimum position (recenters slaved propeller speed bias motor). Resync is used only as part of the full re-index procedure. NORMAL Spring loaded to this position.

PROP LOW OIL WARNING LIGHTS & MASTER PROP LOW OIL LIGHT The master prop low oil warning light instrument panel. It will illuminate pressurized sump. To determine the low oil-warning lights located on the illuminated. is located on the lower right corner of the engine when the prop oil level is 2 quarts low in the offending prop, look at the four individual power CPs side shelf. The offending prop will also be

Because, the master prop oil low warning light will illuminate and remain on whenever an individual prop low oil light is on; individual prop low oil lights must be monitored for the remaining engines after the first low prop oil indication. Dash-1 Pg 1-21, 1-28 1-33

PROPELLER SAFETY FEATURES

PROP SAFETY FEATURES Pitchlock Low Pitch Stop Feathering

PITCHLOCK ASSEMBLY The pithclock prevents unplanned decrease in blade angle which could result in runaway prop. A prop will pitchlock when the blade angle is 25-55 (with blade angle decreasing), AND there is a loss of pressure in the pitchlock assembly. This loss of pressure may be caused by a Prop overspeed (103%), where the pitchlock governor ports fluid away or a Prop oil leak.

When engaged, the pitchlock mechanism prevents blade angle from decreasing. Increases in blade angle are still possible. Once pitch locked, prop cannot be reversed, as its blade angle cannot be reduced. Question: Why does the prop only pitchlock between 25-55? Answer: The pitchlock mechanism is cammed out below 25 to prevent the prop from pitchlocking when reversing props (RPM will be in 96-106% range). Above 55 the pitchlock is cammed out so that unfeathering of the prop is possible during air start. LOW PITCH STOP THROTTLE IN FLIGHT RANGE: The low pitch stop is designed to extend, mechanically limiting blade angle to a minimum of 23. This prevents the prop from entering the ground range during flight. Thats bad! A severe asymmetric condition would result. THROTTLE IN GROUND RANGE: When throttle is placed in the ground range, the low pitch stop wedge is hydraulically removed, allowing the low pitch stop to disengaged and the prop blade angle to decrease. After landing, hesitate at Ground Idle to detect any aircraft control problem (such as low pitch stop failed to retract). If no yaw or control problems are detected, reverse as necessary. If control problems are detected, leave or return throttles to Ground Idle. Attempt to determine malfunctioning engine and shut it down (Condition Lever to Feather), then reverse good symmetrical engines and apply brakes as required. WARNING When applying maximum reverse without throttle hesitation in Ground Idle, a prop malfunction may cause complete loss of aircraft directional control. If directional control problems occur, all throttles should be returned immediately to GROUND IDLE. If performing engine run-up on the ground, should note at least 200 inch-pound rise on each engines torque (flight idle torque vs. ground idle torque) after engaging the low pitch stop. If this rise is not indicated, the low pitch stop has failed to extend and maintenance action is required prior to flight. Never take off with a known or suspected prop malfunction. FEATHERING AND FEATHERING CONTROLS Feathering will reduce the drag of the propeller and engine after an in-flight engine shutdown. Engine condition lever, when positioned to Feather, energizes electrical feathering circuits through the respective prop feather override button. Prop feathering valve is mechanically shifted by the condition lever to route prop oil pressure to feather the prop. Fire handle on the lower overhead control panel, when pulled, energizes electrical feathering circuits through the respective prop feather override button.

PROP FEATHER OVERRIDE BUTTON Button retracts to complete electrical feathering circuits. Light in button illuminates when button holds in. Button pops out upon completion of feathering cycle. 1. CP or flight engineer will pull the button if it fails to pop out once the prop is feathered. (Should pop out no later than 6 seconds after prop if fully feathered). 2. If prop rotation continues after feather override button has popped out, the button can be pushed back in to re-energize the feathering circuits. Follow Prop Fails to Feather procedures. If prop fails to stop rotating and corrective measures dont work, push the fire handle back in if possible (no indications

3. 4.

of fire) so that gearbox doesnt overheat without lubrication. If the prop has rotated without oil for a long time, dont reset the handle, as youd be putting oil on very hot gears, resulting in possible fire. If performing ground check of prop feathering, maximum time for blades to go from reverse to feather is 25 seconds. Prop feather pump motor duty cycle: dont exceed 1 minute on, 1 minute off, not to exceed 2 minutes operation within a 30 minute period.

Figure 10 Airstart and Feathering Circuit Diagram

Dash-1 Pg 1-28 1-29, 1-31, 1-33, 5-9

GEARBOX SAFETY FEATURES

REDUCTION GEARBOX Converts high engine RPM and low torque to low RPM and high torque for efficient prop operation. Keeps prop blade tips subsonic to reduce noise, vibration, and metal fatigue. Drives the gearbox accessories. Contains various safety features for safe operation.

REDUCTION GEARBOX SAFETY FEATURES Prop brake Negative Torque Signal (NTS) system Safety Coupling

FUNCTIONS OF THE PROP BRAKE On the ground, slows prop to a stop In flight, (primary prop brake purpose) prevents prop from windmilling backwards in feather. Spring-engaged brake held apart by gearbox oil pressure during normal operation (23% RPM creates sufficient oil pressure to hold prop brake disengaged). During start, it is disengaged by starter torque (helical splines drive it apart).

PURPOSE OF THE NTS SYSTEM Negative torque occurs when the prop attempts to drive the gearbox and engine during conditions of low power output or engine flameout. NTS system activates at negative 1260 600 inch-pounds. NTS plunger and actuating rod override prop governing by positioning feather valve, increasing blade angle to relieve negative torque. Linkage to increase blade angle is cammed out in the ground range, but NTS plunger and NTS light still indicate negative torque.

NTS CHECK Ground check: Prior to engine shutdown, NTS check to NTS and upon completion of engine shutdown, light should be on. In-flight check: Accomplished prior to cruise engine shutdown and during airstart. NTS check switch to Valve. Light should blink, indicating operation at negative 1260 600 inch-pounds. Cruise engine shutdown: NTS switch to Valve. Retard throttle; light should blink, indicating operation at negative 1260600 inch-pounds. Air Start: NTS switch to Valve, and light must illuminate prior to 10% RPM. Malfunctions: NTS system may commit prop to feather if linkage sticks. If NTS is inoperable and air start is necessary, slow to 130 KIAS and descent to below 5,000 feet MSL (as terrain permits). This attempts to minimize negative torque which will occur during the air start, avoiding prop decoupling. No NTS light on shutdown from LSGI: restart and shut down from normal ground idle. No NTS light on engine shutdown from normal ground idle: Write up, MX required. Dash-1 Pg 2-92, 3-99 3-104 SAFETY COUPLING Mechanically separates the engine from the reduction gearbox and propeller assembly when negative torque exceeds safe limits of approximately negative 6,000 inch-pounds. Acts as backup to NTS system. Reduces drag to one-sixth that of a couple prop.

INDICATIONS OF DECOUPLING NORMAL RPM Gearbox Oil Pressure Hyrdaulic Pressure Generator LOW or ZERO Torque TIT Fuel Flow Engine Oil Pressure

CORRECTIVE ACTIONS FOR DECOUPLING Perform engine shutdown procedure Decoupling is normally related to an engine malfunction. should feather.

Therefore, the prop

Dash-1 Pg 1-9 1-10, 2-92, 3-19, 3-99 3-104,

SUMMARY OF PROPELLER LIMITATIONS

RPM Max Reverse Normal Ground Idle Low Speed Ground Idle Flight Idle (Static on Ground) In-Flight Normal Aux Feather Motor Static Feather Check If NTS inoperative, and airstart needed Dash-1 Pg 3-102, 5-7, 5-9, 5-42 96 to 106% 94 to 102% 69 to 75.5% 92.5 to 100.5% 98 to 102%, max flux 0.5% of stable RPM 1 minute on, 1 minute off (not to exceed 2 min. operation in a 30 mind time period) Max prop movement from reverse to feather is 25 sec. Button must pop out within 6 sec after prop is feathered Slow to 130 KIAS Altitude below 5000 MSL (terrain permitting)

PROPELLER MALFUNCTIONS INDICATIONS OF PROP MALFUNCTIONS

PROP LOW OIL LIGHT or visible fluid leak. RPM fluctuations or surge outside allowable limits. Sustained off-speed below 98% or above 102%. RPM changes that follow throttle movement of changes in TAS, indicating a pitchlocked prop. Prop rotation continuing after engine shutdown procedure.

CAUSES OF PROP MALFUNCTIONS

Electrical or synchrophaser malfunctions Hydraulic (prop oil) malfunctions. Mechanical malfunctions.

PROP MALFUNCTIONS ON TAKEOFF (PRIOR TO REFUSAL SPEED)

Question: On takeoff roll (passing 80 KIAS, TO/Refusal speed 104 KIAS) the engineer states, Reject, No. 1 Prop. Answer: Abort the takeoff 1. 2. All 4 ThrottlesCondition Leverpilot) FLIGHT IDLE (P) FEATHER (CP) (if required, on command of the

WARNING If aborting for a propeller malfunction or for any other malfunction which could result in asymmetric power causing directional control problems when the throttles are placed in the ground range (e.g. flameout), shut down the affected engine while the throttle is in FLIGHT

IDLE. Directional control problems may be encountered if throttles are moved into the ground range and a malfunction prevents the affected propeller from entering the ground range, or if engine power output is abnormal. 3. 4. 5. ThrottlesGROUND IDLE (P) Reverse symmetrical engines and apply brakes as required (P) If required, initiate or continue with ENGINE SHUTDOWN PROCEDURE after safe control of the airplane is ensured. (P)

Dash-1 Pg 3-12

PROP MALFUNCTIONS ON TAKEOFF (AFTER REFUSAL SPEED)

Question: On takeoff roll the you accelerate to takeoff speed and right after the copilots Go call, the engineer states, Reject, No. 1 Prop Answer: This is a tough one; the FE shouldnt call reject after a GO call. Unfortunately, Pavlovs law makes in nearly impossible to not begin the abort procedure when hearing that word. After the Go call, treat your problem as an airborne emergency. Aircraft directional control must be maintained, using flight controls and engine power as necessary. When safely airborne, raise the gear while accelerating to 2-engine inoperative air minimum control speed (2 engine VMCA) If RPM is out of limits, place prop governor control to MECH GOV. Brief the FE to automatically go to MECH GOV and inform you after the fact. For prop problems causing severe asymmetric conditions, the quicker you can eliminate the problem the greater your chances for controlled flight. o If malfunction is eliminated in MECH GOV, continue operation in MECH GOV. Improper synchrophaser operation or tach generator failure will usually give prop malfunction indication. Selecting MECH GOV should remove normal electronic governing; allowing the prop to stabilize within limits using mechanical governing. If mechanical governing has malfunctioned, RPM control will probably not improve, and may get worse in time. o If malfunction persists, accelerate to and maintain as near 150 KTAS as possible. If immediate landing is feasible, follow the engine shutdown procedure. When immediate landing is not feasible, continue with the Propeller Malfunction During Flight procedure.

PROPELLER LOW OIL WARNING LIGHT (ON THE GROUND)

Question: While taxiing out you notice the prop low oil quantity light is illuminated. The copilot checks the warning lights on his side shelf and informs you that its the #3 engine. Answer: Prop oil quantity is at least 2 quarts low in the pressurized sump. ON THE GROUND engine. Place the condition lever to GROUND STOP for the affected

Discussion: A boldface shutdown (ESP) is not appropriate for this malfunction during ground ops because feathering the prop may damage the propeller seals (particularly in the dome assembly). Prop low oil lights seem to happen more frequently during cold weather operations, because the prop oil itself congeals and the various Teflon, rubber, and other seals in the prop arent nearly as pliable. Substantial pressures (~ 1000 psi) are used in the pitch changing mechanism, so when you add that to the thick prop oil, blade angle changes greatly increase the risk of seal damage. Thats

why the Dash-1 cautions you not to move the throttles out of the ground idle detent until engine oil temps reach 40 C. Dash-1 Pg 2-46 (Caution), 9-17 (Cold Weather Procedures: Starting Engines)

PROPELLER LOW OIL WARNING LIGHT (IN-FLIGHT)

Question: While en route to Pope AFB at FL190, the copilot notices the prop low oil warning light is illuminated, and the No. 2 engine prop low oil light is illuminated on the copilots side shelf. Answer: Prop low oil condition. 1. 2. Check RPM for overspeed, underspeed, or fluctuation. If RPM is within limits (98-102%), continued operation is permissible. RPM, and if RPM goes out of limits, proceed with item 3 below. NOTE Landing traffic pattern shutdown of an engine with a propeller malfunction is usually desirable. Airplane configuration as well as other prevailing malfunctions must be considered before shutting down any engine thats producing positive thrust. Discussion: Its important to note that the Dash-1 (1 Oct 98 edition and later) no longer tells you to shut down an engine with a prop low oil light prior to landing. Instead, it just recommends you do it. Despite this change in guidance, be sensible about how long to leave the engine running. The warning light, unfortunately, doesnt tell you how much prop oil is left or how quickly its being lost. Eventually, fluid loss can be sufficient to cause loss of pressure, and thats when pitchlock results. Can you fly with a pitchlocked prop? Sure, but realize that prop oil loss could continue to the point where you dont even have enough left to feather the prop. Which means what? ..a windmilling propeller. Its also important to realize that the prop can pitchlock at anytime. Discovering a pitchlock during the landing roll isnt the most convenient time. The pilot will have his hands full of plane as he combats directional control problems. In any case, discuss your options carefully with the FE, and listen to his recommendations. Its easy to choose engine shutdown when youre close to the field, but everything else is kind of a gray area. Thats where airmanship takes over. Many pilots and FEs wont leave the engine running very long after a PROP LOW OIL indication, because they want to ensure the prop will successfully feather with the oil they have left, but others are perfectly content to let it run until pitchlock occurs; the engine will continue to provide useful thrust, and as long as they can decouple the prop at shutdown. (Drag produced by a windmilling prop coupled to the engine is about 6 times greater than decoupled drag, so if it fails to feather, it is desirable to cause decoupling.) 150 KTAS is considered high enough to cause decoupling, but not high enough to cause excessive drag or overspeed after decoupling occurs. Now, the Note above mentions taking other malfunctions into account before shutting down an engine with a prop malfunction. Heres an example: Lets say youve already lost the #1 engine due to a fire. Now the prop low oil light comes on for the #2 engine. Are you going to shut it down before landing? In this case, two-engine operation would be more dangerous than landing with the prop low oil light, so if you said, leave it running, give yourself extra points for airmanship. 3. 4. 5. If RPM is out of limits, place the propeller governor control switch to MECH GOV. (CP/E) If RPM is within limits in MECH GOV, continued operation is permissible in MECH GOV. Monitor RPM, and if it goes out of limits, proceed with item 5 below. If RPM is out of limits in MECH GOV, perform Pitchlock Check procedure except when an immediate landing is feasible, in which case the engine will be shut down prior to landing. Monitor

Question: What if you shut the engine down but the prop fails to feather (LM reports its windmilling out there). What should you do? Answer: If no fire exists, reset the fire handle to restore oil pressure to the gearbox ASAP. Without oil, the gearbox could tear itself up. Also, hold the PROPELLER FEATHER OVERRIDE button in for 30 seconds and then pull out. It may complete the feather cycle for you. Attain 150 KTAS if possible. Land as soon as possible. Discussion: When this and other prop malfunctions occur after takeoff, and the problem cant be corrected, the Dash-1 recommends shutting down the engine at 150 KTAS. If this happens to you, be mindful of your configuration. We normally raise gear and flaps on every takeoff, but flying at 150 KTAS without flaps can put us dangerously close to stall speedparticularly at heavier gross weights. So, go ahead and raise the gear, but consider leaving the flaps at 50% as you continue your climb out (technique). Your stall margin will be greatly improved! Dash-1 Pg 3-16 3-19

RPM OUTSIDE ALLOWABLE LIMITS

You may encounter the situation where the RPM goes outside allowable limits without a low prop oil light. The procedures are essentially the same: Prop governor control switch to MECH GOV. If RPM stabilizes, continue in MECH GOV and consider re-indexing if time permits (Section 7). If RPM remains outside allowable limits, perform pitchlock check procedure except when an immediate landing is feasible. If an immediate landing is feasible, the engine will be shut down prior to landing.

PITCHLOCKED PROPELLER OPERATION

Question: How can you determine when you have a pitchlocked propeller? What are some considerations for operating with a pitchlocked propeller? Answer: The prop needs oil pressure to adjust blade angle and maintain an onspeed condition (98-102%). Pitchlock occurs when 1) overspeed of ~103% happens; or 2) prop oil pressure is lost. In either case, the prop essentially becomes fixed-pitch and can no longer respond properly to changes in power. During the pitchlock check you look to see if RPM follows a change in throttle setting. (In some cases you might have to change TAS instead. An example of this is when RPM exceeds 103.5%; the fuel control will begin fuel topping and ignore throttle advances or reductions. The fuel control effectively takes control of the throttle and wont give it back until rpm goes below 103.5.). If RPM does follow a change in throttle setting (or TAS), then its reasonable to assume the propeller is pitchlocked. Propeller Governor Control MECH GOV Place the TD valve switch for the affected engine to LOCKED. (This prevents crossover bump) Slowly move the throttle while observing TIT and RPM. Maintain TAS. If the TIT doesnt change, the engine fuel control may be taking fuel (103.5% RPM, fuel control governor) and throttle movement may be insufficient to cause a TIT/RPM change. In this case, you should change TAS (not below 2-engine V mca)to verify pitchlock. If RPM doesnt follow throttle/TAS, follow the engine shutdown procedure. If RPM follows the throttle/TAS, operate the engine IAW pitchlocked prop operation.

Considerations:

1.

A pitchlocked prop may not feather (prop oil reservoir depleted). This is a big consideration that was already covered in the PROP LOW OIL section above. Read and heed! Try to maintain an underspeed condition, i.e. 96-98% RPM. This range gives you a 2% buffer for gauge error. This helps keep the pitchlock firmly engaged. Above 98% you may cause the prop to attempt governing (residual fluid pressure might allow the prop to momentarily increase pitch and break the pitchlock); its brief search for an onspeed condition will probably result in a blade angle (lower or higher, it just depends) that reduces effective thrust for your altitude and airspeed. If youre scratching your head right now, just remember that pitchlock only prevents a prop from decreasing blade angle, not increasing. Why does the pitchlock mechanism allow blade angle to increase anyway? Because thats how you FEATHER the prop. something well need to do eventually). Below 96% you could reach 94%, where the acceleration bleed valves open, causing engine flameout. When you shut the engine down, try to do it at 150 KTAS. In case the prop doesnt feather (no oil left), this airspeed will be enough to at least decouple it from the engine, which greatly reduces windmilling propeller drag for landing. If you are unable to reach 150 KTAS, prior to reaching the point where you can no longer maintain 96% RPM, ESP the engine. If at least 96% RPM cant be maintained when slowing to 150 KTAS, it is most probably pitchlocked at a high blade angle, and shutdown at the higher airspeed where 96% can barely be maintained should give acceptable windmilling drag and RPM should it fail to feather. This is the most probable case if the pitchlock happened at medium to high altitude cruise. If RPM can be maintained at 150 KTAS, the blade angle is probably at or near the low pitch stop. In this case, shutdown at a higher TAS would produce excessive drag or overspeed. WARNING: Do not allow airspeed to decrease below 2 engine Vmca

2.

3.

Dash-1 Pg 3-18

PROP FAILS TO FEATHER

Actions required if prop rotation continues after feathering has been attempted: Reset fire handle if pulled and no indication of fire exists (this will restore oil for lubrication). Hold feather override button in for up to 30 seconds (or until prop feathers) and then pull out. Attain 150 KTAS if possible, and land as soon as practical.

PROPELLER BRAKE FAILURE (FEATHERED PROP)

Reduce airspeed to 160 KIAS. If the prop does not stop, maintain 160 or lower (above 2-engine Vmca) until landing. Once prop has stopped, determine if accelerating is appropriate. If acceleration is appropriate, increase to 200 KIAS in 10 knot increments. If prop begins to counter rotate, slow to the point where rotation stops. Use this as your maximum speed. Do no slow below 2-engine Vmca. If prop does not begin to counter-rotate, resume normal cruise. NOTE The prop may counter rotate at speeds over 200 KIAS. maintain prop brake engagement. Dash-1 Pg 3-7, 3-16 3-20 If this occurs, reduce speed to

Figure 11 Propeller Operation

Figure 12 Prop Safety Features

Figure 13 Propeller Blade Angles (all blade angles are approximate)

The Fire & Overheat Detection and Suppression System NACELLE OVERHEAT WARNING LIGHTS & TEST SWITCH
The Overheat Control Panel is located on CPs instrument panel. There are four (numbered) warning lights plus an unnumbered warning light on the panel name plate (near the test switch). Test switch tests all four warning systems simultaneously. Six fenwal detector probes are mounted in each nacelle, forward of the firewall, to warn of overheat condition in the area around compressor section. Each probe is set at 300 F (149C). A Nacelle Overheat may be caused by bleed air leak or may be the result of a fire. A corresponding numbered warning light and warning panel name plate light will light up.

FIRE DETECTION & WARNING LIGHTS

The Master Fire Warning Panel is located on the pilots instrument panel. Its one red or NVG compatible green warning light labeled FIRE. The warning light and nameplate illuminate steady if a rapid rise in temperature is detected on an engine or the APU. Fire detection system indicator lights are located inside the clear plastic fire emergency control handles (T-Handles). When a rapid rise in temperature is detected in an engine nacelle or the APU, the 2 Lower lights in the corresponding Thandle will illuminate steady, signaling a fire. The fire detection system consists of a continuous loop-sensing element (Iconnel tubing) wrapped around each nacelle area and in horse collar area near bleed air regulator. The APU has its own Inconnel tubing for fire detection.

TURBINE OVERHEAT WARNING SYSTEM & INDICATORS

The Turbine Overheat Warning System uses the same indicating system as fire detection, i.e. same master warning panel and fire handle lights. During an overheat the Master warning lights flashes. In the T-Handle the two upper lights will flash. Memory aid: Turbine is Top. The Turbine Overheat Detection System consists of 4 detector probes set at 700 F (371C), mounted in the hot section of the nacelle, aft of the fire wall. They are connected in parallel to provide 4 independent sensors. Dash-1 Pg 1-268

FIRE EXTINGUISHING SYSTEM & AGENT DISCHARGE SWITCH

The fire extinguishing system uses two bottles of agent (19 pounds, 600 psi). Each can be discharged independently by the agent discharge switch. The agent is routed to each engine nacelle or the APU compartment by directional flow valves that are set by the last fire handle pulled. The agent discharge switch is a 3-position toggle switch located on the fire handle panel between fire handles #2 and #3. The #1 position discharges bottle #1; similarly the #2 position discharges bottle #2. The switch is spring-loaded to OFF (center position), and is armed only when any fire emergency control handle is pulled. The switch should not be held for more than 1 or 2 seconds, or the fire extinguisher CB may pop out. As a good technique the FE will check the CB after discharging the first bottle.

Question: The No. 2 fire handle illuminates steady while taxiing. You ESP the No. 2 engine and fire the first bottle. The AC elects to ground egress and you ESP the remaining engines and the APU, before you pull off your headset you discover that No. 2 is still on fire. What happens if you shoot the 2nd bottle? Answer: The agent is routed to the engine when its fire handle is pulled. If more than one handle has been pulled, the agent is routed to the engine (or APU) for the last handle pulled. Assuming the APU handle was the last handle pulled, you just wasted your remaining agent. To route the agent to any other engine, the fire handle must be pushed in and pulled back out so that its handle resets the routing valves for the agent.

FUNCTIONS OF THE FIRE HANDLE

There are 9 things that happen when you pull an engine fire handle. Remember BEEFF SHOP 1. Bleed air regulator closed. (ESS DC) 2. Extinguisher agent discharge switch is armed. (Battery) 3. Extinguisher system control valves positioned. (Battery) 4. Fuel shutoff valve at fuel control closed. (ESS DC) 5. Fuel shutoff valve at firewall closed. (ESS DC) 6. Start circuitry for engine de-energized. (ESS DC) 7. Hydraulic shutoff valves at firewall are closed. (ESS DC) 8. Oil shutoff valve below oil tank closes. (ESS DC) 9. Prop is Feathered. (ESS AC and ESS DC)

FUNCTIONS OF THE APU FIRE HANDLE

There are 5 things that happen when you pull the APU Fire Handle. BEEF Door 1. Bleed air valve closed. (ISO DC) 2. Extinguisher system control valves positioned. (Battery) 3. Extinguisher agent discharge switch is armed. (Battery) 4. Fuel shutoff valve closed. (ISO DC) 5. APU Door closes. (ISO DC) Dash-1 Pg 1-268, 1-273 Remember

Figure 14 Fire Detection System

Figure 15 Function of the Fire Handle

The Electrical System OVERVIEW

There are essentially three kinds of power systems on the Herk: Primary AC, Secondary AC, and DC Power. Under normal operations the 4 generators (5 including the APU) provide the electrons to those three systems. Now with the advent of the Electrical Systems Upgrade (ESU) and its many problems (which well discuss later), there may be differences between the E and the H models and within models themselves. On that note, lets assume that unless otherwise specified, the systems ESU Circuit Breakers are colorand procedures outlined here assume an ESU-modified aircraft (with GCUs) and BSS capped deactivated or removed (TCTO 1821).for easy identification. Main (gray) -- Essential (blue)

CIRCUIT PROTECTION
There are two great mnemonics to remember basically what is on the Pilot and Copilots Circuit Panels: Use Little Rock Air Force Base Is Essential to remember Leftthe Pilots and MR SEAL to remember the Copilots. Use the diagram below to help Hand Rightyou. AC Hand
AC

Pilots Circuit Panels AC Little Rock Air Force Inst & Base Is Essential
EFC

Main

Radio

Fuses

Ess AC -Batt

Ess AC -Iso

Start

Copilots Circuit Panels Aircraf MR Engine SEAL Lights

t

Bus CBs and current limiters located forward side of FS 245. The Ganged BSS CBs are located on the aft side of FS 245 in cargo compartment. Lastly, we have the Aft junction box, located between left paratroop door and left gear well; it has circuit breakers (notably flaps and tabs CB). WARNING Never use circuit breakers as switches. They should only be pulled during emergencies or maintenance. Dash-1 Pg 1-62, Fig 1-30 Fig 1-34

PRIMARY AC ELECTRICAL SYSTEM

The primary AC electrical system provides powers to most motors and pumps, with circuit protection provided by CBs and fuses.

ELECTRICAL SYSTEM UPGRADE (ESU)

The ESU was developed to provide the C-130 with cleaner, more reliable AC power. More specifically, its aimed at getting this power to the avionics. When the plane was first built, it was equipped with analog electrical components that tolerated relatively long voltage transients, delays, and spikes in the AC power supply. But newer solidstate avionics (SCNS, GCAS, autopilot, etc) are extremely sensitive to power anomalies. Dirty power can cause this equipment to fail or behave erratically.

The ESU program was never fully implemented, and some of the upgrades were even later removed. That has left us a C-130 fleet where the electrical system and associated procedures change from one tail number to the next. This is the Age where we step to an H1 and spare out to an E-Model or a Super-E. Instead of talking about the ESU as a whole, well mention it as it relates to individual components.

BUSES & POWER DISTRIBUTION OF THE PRIMARY AC SYSTEM

With the ESU modification, we now have 6 AC buses: Left-hand, Essential, Main, Righthand, Essential Avionics (AVI), and Main AVI. Each engine-driven generator normally powers its respective bus: #1 generator powers the Left-hand AC bus. #2 generator powers the ESS AC bus and ESS AVI bus. #3 generator powers the Main AC bus and Main AVI bus. #4 generator powers the Right-hand AC bus. Avionics Buses The Ess AVI and Main AVI buses were added by the ESU upgrade to give cleaner power to more advanced, more sensitive electronic units on the aircraft. The BSS (another ESU component) was designed to provide this clean power to the avionics buses. While the BSS has been deactivated, the avionics buses are still a distribution point for power to sensitive equipment throughout the aircraft. These buses are located behind the pilots and copilots circuit breaker panels. A lot of existing equipment has been moved to these buses. The SKE and radar have moved to the Main Avionics Bus, where as the autopilot, synchrophaser, C-12 compasses, radios and navaids, SCNS, HSIs, and flight directors have all moved to the Essential Avionics Bus. Any one engine-driven generator can power two buses (plus associated AVI bus, if required). When external AC power is connect all the AC buses are powered. The APU generator powers only ESS AC (including the ESS AVI bus). Only H2s (84-0204 and up) have a switch that ties the APU generator to the Main AC Bus. Dash-1 Pg 1-62, 1-64, 1-70.1, 1-115 SOLID-STATE INVERTERS New inverters (250 VA for the Copilots AC Instruments and 2500 VA for the AC Inst & Eng Fuel Control Bus) were also added with the ESU. They had the same functionality as before but are more reliable due to the elimination of mechanical rotary parts.

ESU PROBLEMS
Rumors have floated as to why the ESU was never fully implemented. One of those rumors had something to do with the BSS, but other factors were also noted. Apparently the maintenance and flt engineer communities brought up some concerns about ESUs ability to monitor the health of the generators. It does a great job of delivering clean power to systems, but masks signs of generator failuresomething that would require disconnect or engine shutdown. Heres a rundown of the BSS problem and the three the other major complaints: 1. The Bus Switching System (BSS) The BSS was designed to take unregulated AC power from the generators and refine it for delivery to the avionics buses. It essentially took dirty AC power, converted it to DC and back to AC, to clean it up. In the event of BSS failure, a fail-safe bypass contactor (FBC) would immediately allow regular ESS or MAIN AC Bus power to supply the avionics buses directly, to keep the bus powered without interruption. The BSS has since been removed (by TCTO 1821) and the Avionics Buses pretty much get powered in this manner (i.e. directly connected the respective ESS or MAIN AC Bus.)

The BSS sounds like a good deal, so why was it deactivated and removed? Apparently the BSS was the part of the ESU upgrade that kept catching on fire. That, obviously, is not a good thing. The ESU upgrade program was halted and the circuit breakers were pulled on the BSS for those planes already modded. Eventually TCTO 1821 was implemented, removing the BSS all together. We probably wont see further upgrades like the BSS and the ESU until the AMP program arrives. When it does come, well probably still wont see the BSS but something closer to the H3s (XXXX). The Dash-1 still contains information on how the BSS works, if you are interested. Dash-1 Pg 1-62 1-63 2. With the generator switch OFF, you cant monitor freqs and volts . With the ESU, theres just two switch positions, OFF and ON. When the switch is OFF, the generator is completely offline and there are no voltage or freq indications available on the engineers panel. FEs want to monitor these indications so they can see signs of generator failure and ensure it gets disconnectedor the engine shut downbefore it burns up and damages the airplane. The Lockheed thinks its unnecessary, but the Air Force disagrees. If crews cant see the failure coming, they wont know what precautions to take. ESU doesnt add generator disconnect capability. If your plane doesnt already have this feature, then you wont get it with ESU. H-models have it, but most of the E-model fleet doesnt. Disconnect capability is an important out, especially when you cant monitor the health of the generator (See item 2). ESU doesnt provide indicators for generator failure. H3s have something called bearing failure warning lights, which are tied to vibration sensors next to the generator. When the light comes on, it tells you the generator is beginning to suffer structural failure (components banging around in the casing, much like FOD in an engine), so its time to disconnect it. Again, if you cant monitor freqs and volts (see item 2), youd at least like to know if the generator is failing. Without it, youll be left guessing.

3.

4.

Again, because of the BSS problems and the three reasons mentioned above, the ESU program has pretty much fizzled out. And now with the problem of wing cracks, it might be some time before we the AMP or any improvement to our electrical system.

BUS TRANSFER SYSTEM

Under normal operation, each engine powers its respective bus. During partial power configuration the Bus Transfer System follow two basic rules: Wing takes care of Wing & Symmetrical takes care of Symmetrical With any two engine-driven generators operating, all the primary AC buses will be powered. With any one engine-driven generator operating, the ESS AC (& ESS AVI) and Main AC (& Main AVI) buses will be powered. With one engine-driven generator inoperative on a wing, its respective bus will be powered by the other engine-driven generator on the same wing Wing takes care of Wing. With one engine-driven generator inoperative on each wing, their respective buses will be powered by the other generator on the same wing Wing takes care of Wing. With both engine-driven generators inoperative on a wing, their respective buses will be powered by their symmetrical engine-driven generators Symmetrical takes care of Symmetrical. The APU generator will power the ESS AC and ESS AVI bus regardless of the engine-driven generator configuration. (APU is always and only Essential)

Dash-1 Pg 1-62, 1-70, Fig 1-28

ESU MALFUNCTION LIGHTS

The ESS AVI and MAIN AVI bus off lights (simply labeled ESS AVI and MAIN AVI) are to the right of the ESS AC OFF light. They illuminate when any AVI bus phase less than 90v, or average less than 95v on the respective bus. Illumination of these lights indicates that no power is available to that bus, clean or dirty. The ESU BIT, ESS, and MAIN advisory lights are to the left of the ESS AC OFF light. ESU BIT illuminates any time a fault occurs within BSS 1 or BSS 2. The affected BSS may be on primary-only or on secondary power, but is still providing clean power to the AVI bus. There is no simple way of diagnosing in flight which BSS has had the fault when on primary-only or secondary power, so no abort needed. Record in 781. ESS or MAIN illuminate any time a fault within BSS 1 (BSS 2) causes the FBC to deenergize. This means the affected bus is on dirty power. Bus should still operate normally. When ESS or MAIN illuminate, the ESU BIT should also be illuminated since a fault has occurred in a BSS.

EXTERNAL AC POWER
The AC power receptacle has 6 prongs, used to connect with ground power unit. The associated circuit breaker for external power is located inside the battery compartment. When external power is available (connected and in the proper phase rotation: ABC) the External AC Power light will illuminate. The switch to turn on external power is located on the overhead electrical control panel next to the External AC Power light. The EXTERNAL AC POWER position connects external AC power to the airplane primary AC distribution system, and all AC buses will be powered. The OFF position disconnects external AC power from the airplane distribution system. EXTERNAL AC POWER SWITCH OVERRIDE prevents connection of external power and internal power sources at the same time by automatically positioning the external AC power switch to OFF or preventing it from being turned off (the rattlesnake). AC external power switch cannot be placed to the external AC power position, or will disconnect any time: the external AC power light is not ON, APU generator switch is in the ON position (whether or not its actually on line), or any engine-driven generator is producing power, and its generator switch is in the ON position (i.e. whenever on line). To apply external power, with minimal interruption to the buses, the FE will uses the two handed method. You may notice this flicker in power normally on the ground after parking. Because of the external AC power switch override, the FE must turn off the APU generator with his right handle while almost simultaneously turning the external power switch on with his left. Dash-1 Pg 1-64, 1-116

APU GENERATOR
The APU generator is directly splined to the APU in the left wheel well, and provides and alternate source of power for the ESS AC bus. It allows self-contained starts, since it eliminates the need for external electrical power. APU control switch: See APU discussion in Bleed Air section. APU generator switch is located on the overhead panel to the right of the generator switches. It acts like a generator switch, and connects APU generator output to the ESS AC.

 Dash-1 Pg 1-41, 1-62

GENERATOR CONTROLS & INDICATORS

GENERATOR CONTROL SWITCHES the ESU replaced the old generator switches with rotary-type, 2-position switches. The ON position closes relay contacts to connect the generator to the bus. The OFF position disconnects the generator from the system and allows the generator control unit (GCU) to RESET. Note: APU generator switch is unchanged GENERATOR OUT LIGHT ILLUMINATES when the frequency below 368 cycles per second (Hz), any phase below 95V for more than 4 seconds, or any phase exceeds 130V for more than 4 seconds. It will also illuminate for output circuit faults or simply for a generator out light indicator malfunction. Dash-1 Pg 1-115 1-116

GENERATOR CONTROL UNIT (GCU)

One of the major components of the ESU is the Generator Control Unit. The GCUs are solid-state units that provide automated generator control and regulation. These compact, self-cooling units replace generator control panels, voltage regulators, and frequency sensing relays. The GCU also has the ability to recognize and regulate both Bendix and Leland generators, thus eliminating the need to match generators and GCUs. Its a nice feature for the maintainers and for us. It means its easier to get broken planes flying again. Each GCU provides over/under-voltage, over/under-frequency, and feeder fault protection. If any of the problems mentioned above occur in the generator the GCU deenergizes the generator contactor, removing the associated bus from the generator. The keeps bad power from getting to the components on the bus. GCUs should be particularly helpful in preventing partial loss of the ESS AS Bus. In some cases, (overvoltage, under-voltage, and feeder fault), the GCU also deengergizes the generator itself (in addition to deenergizing the generator contactor.) An LED fault indicator panel (truth table) is located on the GCU, and can be seen from the aft side of FS 245. A combination of one or more lights can be used to determine the nature of the problem (and aids MX in determining which module to replace). If possible, the FE should check the failure codes on the GCU prior to attempting to reset the GCU in event of a Gen Out light. In most cases, the GCU may be reset by placing the generator control switch to OFF and back to ON. In some more serious cases, however (i.e. feeder fault), the GCU activates a latching circuit to prevent resetting the generator (ground maintenance action required). Note: ESU-modified aircraft with APUs (H1) have 5 GCUsone for each engine-driven generator, and one for the APU generator. ESU-modified with ATMs (E & Super Es) have 4 GCUsone for each engine-driven generator. The ATM generator has the older style frequency, voltage, and feeder fault contactor. Dash-1 Pg 1-116

GENERATOR DISCONNECT SWITCHES

The disconnect switches are on overhead electrical control panel and are guarded. When held to DISC position for approximately 2 seconds, the switch electrically fires a metal pin that shears the generator drive shaft, thus disconnecting the generator from the gearbox. Firing of the disconnect mechanism is indicated by the DISC FIRED light. disconnected, the generator cannot be reconnected in flight. Dash-1 Pg 1-117 Once

SECONDARY AC ELECTRICAL SYSTEM SECONDARY AC BUSES

Secondary AC buses power the attitude indicators and various instruments. Buses can be powered in two ways: Copilots AC Instrument Bus & the AC Instrument and Engine Fuel Control Bus. Each bus has its own rotary switch located on overhead electrical control panel. On these, the following sources can be selected: AC Position (the horizontal, or Dash position on each switch): ESS AC is available for both secondary buses. DC Positions (the vertical, or 1 position on each switch): CPs AC Instrument bus powered by ISO DC or ESS DC via an inverter. ACI&EFC bus powered by ESS DC via an inverter. OFF.

SELECTED POWER OUT LIGHTS, are ocated above respective control switch. There is one for each bus. They show that the selected power source is not providing power to the bus. When illuminated, the FE will select the alternate power source with the control switch. NOTE ONLY when the ACI&EFC bus switch is in the DC position, the bus will automatically switch to ESS AC power source if the DC inverter fails (not true for the CPs AC instrument bus). The selected power out light will illuminate to indicate the shift has occurred. Crew will have to manually move the switch to the AC position to correctly reflect which bus is powering it, and to get the selected power out light to extinguish.

COPILOTS AC INSTRUMENT BUS

This bus is powered by ESS AVI or ISO DC. It in turn powers both ADI gyros (VG). WARNING: Any time power is removed from both the ISO DC and ESS DC bus; there will be no power for the ADIs regardless of power source selected.

AC INSTRUMENT AND ENGINE FUEL CONTROL (ACI&EFC) BUS

This bus powered by ESS AC or ESS DC. It in turn powers gauges for torque, TIT, fuel flow, fuel quantity, and LOX quantity. It also powers the TD system and the #1 & #2 step-down transformers. Dash-1 Pg 1-112 1-114

DC ELECTRICAL SYSTEM DESCRIPTION

The DC electrical system provides control power for AC and DC systems (switches, valves, etc.) It also provides operational power for DC components, and provides and emergency power source.

DC BUSES
The DC buses are the battery bus (BATT), Isolated DC bus (ISO DC), Essential DC bus (ESS DC), MAIN DC bus (MAIN DC), and INS Battery bus (INS BATT). Power may be supplied to buses by External DC power, Transformer Rectifier (TR) units, or by Batteries. The Main Battery powers the BATT, ISO DC, ESS DC, MAIN DC

buses. A second battery powers the INS BATT bus only. (see Error: Reference source not found). Both batteries are located in the battery compartment, and are exactly the same type, but are not connected in any way. Dash-1 Pg 1-111 1-112

DC BUS OFF INDICATOR LIGHTS

The DC Bus Off indicator lights are located on the lower left corner of the overhead electrical panel, in the same grouping as the AC bus off lights. When a Bus Off light for the Main or ESS DC bus is illuminated, that bus is not powered. An ISO DC ON BAT light may indicate the ISO DC bus has become disconnected from the ESS DC bus, and is being powered by the battery. (When there is just battery power on the ground, this light will not come on even though ISO DC is being powered by the battery. All 3 DC warning lights go out with battery connected to the bus, and DC bus tie switch tied). If light stays on longer than 25 seconds, maintenance is required (see NOTE on 1-111). Dash-1 Pg 1-111

DC POWER SWITCH
The DC power switch is a 3-position, rotary switch located on the lower right side of the overhead electrical panel. OFF: Only the battery bus is powered, since it is hot-wired to the battery. External power is disconnected from MAIN DC BUS and the battery is disconnected from the ISO BUS. EXTERNAL DC POWER: Connects external DC power to all DC buses except the battery bus. (External power must have correct polarity to close relay). BAT: connects the battery bus to the ISO DC bus. This position allows the battery to be charged by permitting flow from MAIN/ESS DC BUS through RCR to ISO DC BUS. WARNING Do not operate the airplane with a defective battery. Emergency power will not be available to operate the fire extinguisher system, alarm bells, jump lights, or emergency depressurization. (Minimum battery voltage: 21 volts). Dash-1 Pg 1-111

EXTERNAL DC POWER
External DC power is not very commonly used (normally when trying to preserve a battery near minimum output and external AC power is not available). When external DC is used, exercise great care that the external power source it the correct electrical rating. The External DC power receptacle is located next to the AC receptacle near the battery compartment. An External DC power indicator light is located adjacent to the DC power switch on overhead electrical panel. Its illumination indicates external DC power available, and is the correct polarity (though not necessarily the correct DC rating). To apply external DC power to aircraft, rotate switch to EXTERNAL DC position. Dash-1 Pg 1-64, 1-111

TRANSFORMER-RECTIFER (TR)
The TR system is used to rectify AC power to DC power. There are two ESS TR units, and two MAIN TR units. The ESS TR units are powered by ESS AC bus, and supply

power to ESS DC bus. The Main TR units are powered by MAIN AC bus, and supply power to MAIN DC bus. If a TR fails on the ground, any TR unit or combination of TR units will assume the DC load for all buses, as power can flow either way through the DC buses. In flight, due to one-way power flow, the ESS bus cannot supply power to the MAIN DC bus, if both MAIN TR units fail. In flight, if both ESS TR units fail, ESS DC will still be powered via the MAIN DC bus. Four load meters (one for each TR) are located on the bottom of the overhead electrical panel and indicate the load in a percentage of rated flow. Dash-1 Pg 1-64, 1-71, 1-78, 1-111

DC BUS TIE SWITCH

The bus tie switch is a 2-position guarded switch labeled TIED-NORMAL, located on the bottom of the overhead electrical control panel. The TIED position is operative only on the ground through touchdown circuits. It allows 2-way flow of DC power between ISO and ESS DC buses, and enables the battery to power all DC buses on the ground, if necessary. The NORMAL position allows only one-way flow of DC power from ESS DC to ISO DC bus. TCTO 1723 is a mod added to the C-130 that takes the touchdown relay out of the mix. It allows the Bus Tie Switch to work in the air. This allows you to emergency airstart the engines in the unlikely event that you flameout all four engines (i.e. losing all your generators and the ability to power the igniters). INS Bus Tie Switch: This switch will energize the INS Battery RCR, allowing the INS Battery to power the ESS DC bus. This can be used in parallel with the DC Bus Tie switch or independently. Dash-1 Pg 1-111 1-112

REVERSE CURRENT RELAY (RCR)

The reverse current relay allows current flow in only one direction while the aircraft is in flight (MAIN DC to ESS DC to ISO DC). Dash-1 Pg 1-78

TOUCH DOWN RELAY

The touchdown relay allows current flow in only one direction while the aircraft is on the ground. The bus tie switch must also be tied to allow 2-way current flow between ISO DC and ESS DC buses on the ground. Also allows 2-way current flow between ESS DC and MAIN DC buses. Dash-1 Pg 1-111

INS BATTERY
The INS BATT bus normally receives power from the ESS DC bus, and powers the INU and a portion of the navigators IDCU. The Reverse current relay and blocking diodes prevent the INS BATT bus from powering the ESS DC bus. In the event of ESS DC bus power falling below the voltage of the INS battery, the INS BATT bus will automatically be powered by the INS battery. The INS battery is charged via the ESS DC bus when the INS battery charge switch (guarded ON/OFF toggle switch) is in the ON position. Due to battery vapor buildup problems (potentially explosive) in the battery compartment, normally the charge switch is OFF on the ground, and ON in flight.

 Dash-1 Pg 1-78

DC VOLTMETER
The DC voltmeter on the lower right side of the overhead electrical panel indicates voltage on bus selected on the DC voltmeter selector switch (ESSENTIAL DC BUS, MAIN DC BUS, BAT (battery bus), INS BAT BUS (ins battery bus), and INS BAT). It is normally left in the Battery position during flight. Dash-1 Pg 1-78

MAIN LANDING GEAR TOUCHDOWN SWITCH

TOUCHDOWN SWITCH Engine ground stop (inoperative in flight) SKE proximity warning (tone disabling on the ground only) Defensive System (jettison inoperative on the ground) TOUCHDOWN RELAY (ENERGIZED IN FLIGHT) Landing gear control handle lock, J-Hook (unlocked in flight) Wheel brakes (antiskid) (brakes inoperative in flight) Cockpit controls for ramp and cargo door (inoperative in flight) Air drop release (inoperative on the ground) Defensive Systems TCTO 1465/1466 (Dispense and jettison inoperative on the ground) Defensive Systems TCTO 1818 (when IRCM WOW switch set to NORMAL, laser and flare dispense inoperative on the ground) GCAS AUXILIARY TOUCHDOWN RELAY (ENERGIZED ON THE GROUND) Dump mast shutoff valves (closed on ground, open in flight) DC bus tie control (inoperative in flight, except when TCTO 1723 modified) APU door control (door opens 35 on the ground and 15 in flight) SCNS (interface tests inoperative in flight) Bottom strobe lights (white and red, inoperative on the ground except for ground test) Dash-1 Pg 1-196

SUMMARY OF ELECTRICAL SYSTEM LIMITATIONS

Primary AC Power 115/200 volt, 3 phase, 380-420 Hz AC 115 volts is single phase rms voltage, read on the gauge. 200 volts is phase to phase voltage (no aircrew gauge to read this, so this number is best used when playing stump the dummy.) 380-420 cycle, 110-125 volts, 40 kVa 1.05 (AC) 1.03 (DC)

Generator Output Allowable Loads Generators TRs DC Voltage TRs & External DC Battery

25-30 volts 24 volts (21 volts min. acceptable for flight) * *NOTE: Battery must have 18 volts to close the relay between the battery and ISO DC buses. Once connected, falls offline at about 10-12 volts. Dash-1 Pg 1-62, 1-64, 1-78, 1-113, 5-4, 5-21, 5-42

ELECTRICAL MALFUNCTIONS
OVERVIEW

Electrical malfunctions are among the most challenging of all EPs. They require thorough systems knowledge, and corrective steps can be complicated. As a pilot you cant know it all, but it helps to be familiar with some basic concepts. Lets review the three major categories of malfunctions first. FAILURE OF A POWER SOURCE: Generators are a good example. A number of safety devices help protect the electrical system from a bad generator by tripping it offline. Flt Engineers can do a certain amount to bring one back online, but if it fails outright, it must be disconnected or its engine shut down to prevent a generator fire or explosion. Other failures can be more subtle. As an example, low voltage on just one of the generators three phases can cause equipment failures without BUS OFF or GEN OUT indications. (See Partial Loss of ESS AC Bus) POWER DISTRIBUTION PROBLEMS: A bus can malfunction when circuit breakers, fuses, or current limiters fail to protect itor its componentsfrom the power coming off the generators. The advanced age of many C-130s has led to cases of corroded and chaffed wire bundles, circuit breakers that wont pop, and bad relays. The symptoms manifest themselves in different ways, but each can lead to progressively worse problems if not handled smartly. COMPONENT MALFUNCTIONS: Individual components can overheat or short out, causing smoke and fire (TRs and old tube-type synchrophasers are historically common examples). If the component cant be located and disabled (by turning it off, unplugging it, or pulling CBs), the FE will have to bring down most of the aircraft power and investigate further. As a last resortwhen the component isnt known but the affected bus isyou can isolate the bus itself. This is a severe step, though. If at all possible youll want the FE to find the specific component and disable it first.

GENERATOR OUT LIGHT

Youll get a GEN OUT LIGHT when the frequency is below 368 cps, any phase below 95v for more than 4 sec, any phase exceeds 130v for approximately 5 sec, or theres fault in generator output circuit). Question: During flight at cruise altitude the engineer says you have a generator out light on the #1 generator. He checks the freqs, volts, and load, and says the freqs and volts are normal but theres no load. Whats happening? Answer: Generator malfunction. The lack of a load indication suggests the generators contactor relay has failed to energize or there is an indication system problem. The generator itself is working normally. The engineer should: Leave the #1 generator switch in the ON position and monitor the frequency and voltage. Disconnect the generator if indications are lost. Lets pretend instead that the frequency, voltage and load checked normal. What should the engineer do then? Leave the generator ON and monitor. These are indications that the power indicator relay or TR unit within the generator control panel that has failed. Dont turn the generator switch OFF, because the power to energize its contactor relay comes from the TR unit. If the TR was the cause, and you turn the generator OFF, then you wont be able to get it back online (i.e. you cant use its power). If you lose frequency or voltage later, disconnect the generator. If the frequency, voltage and load were zero, what should the engineer do? If possible, check the BIT status on the GCU itself prior to resetting. generator, place the generator switch to OFF then ON. To reset the

If frequency and voltage are normal on all three phases, resume normal operation.

If frequency and voltage are not indicated on all 3 phases after going to OFF then ON, it can be assumed the generator has failed. Follow generator disconnect procedure or shutdown IAW ENGINE SHUTDOWN PROCEDURE. If frequency and voltage are indicated but voltage is observed to momentarily peak above normal (and return to zero), it can be assumed an overvoltage or feeder fault condition caused illumination of the light. In this case follow the generator disconnect procedure or shutdown IAW ENGINE SHUTDOWN PROCEDURE. What about abnormal frequency or voltage? Cant get it with GCU? Place the generator switch to OFF and monitor. If indication is lost, follow the generator disconnect procedure or shutdown IAW ENGINE SHUTDOWN PROCEDURE. Explanation: Abnormal voltage or frequency is essentially anything outside the normal range, but not zero. This kind of power cant be safely utilized by the electrical systems (thats why we leave the generator switch OFF), but it at least indicates that the generator itself is mechanically okay. On the other hand, if any of the 3 phases indicates ZERO voltage (i.e. indication is lost) or the frequency is fluctuating, then the generator is failing and youll need to disconnect it or shut down the engine to prevent it from coming apart or catching fire. Discussion: Sometimes a generator will trip off in flight and a RESET (OFF/ON) brings it back online. But what if it trips off a second time? Like the old saying, Never reset a circuit breaker more than once, most flight engineers will conclude that something is definitely going wrong with that generator, and continued operation will only lead to something worse, like an explosion or fire. Bottom line: GEN DISCONNECT or ENGINE SHUTDOWN is the best action when a generator trips off a second time. If youre not convinced, ask someone to describe what an engine compartment looks like after a generator has shelled itself; its pretty messy. Dash-1 Pg 1-118, 3-28 3-30

GENERATOR FAILURE (ON THE GROUND): Airplanes with GCU

Question: While taxiing to the runway, the engineer informs you of a GEN OUT indication on the #1 generator. Answer: Check it out. Freqs, Volts and Load normal Leave generator switch ON. Continue operation. Freqs & Volts normal, but no load Leave generator switch ON and monitor. Freqs, Volts and Load are zero Turn the generator switch to OFF and then ON. If freqs and volts are normal on all three phases, resume normal ops. If any phase shows zero freqs or zero voltage after the reset attempt, then the generator has failed. Disconnect the affected generator using the Generator Disconnect Procedure. In this case lets say the engineer confirms the generator has failed. You would then shut down the engine by placing the condition lever to GROUND STOP. TECHNIQUE: For ground operations, many flt engineers will recommend that even when corrective action brings the generator back online, it would be smart to return to the chocks and have maintenance investigate the cause of the failure. Obviously this wouldnt be practical at en route stops where no C-130 MX exists, but if youre at home station or some other C-130 base, it might make sense to have it checked out. The time spent on the ground could prevent a more serious failure later in flight. Related Question: My unit flies newer airplanes that have generator disconnects installed. Cant I just use them instead, so I dont have to GROUND STOP an engine? Answer: No. The generator disconnects are designed for use only in flight, not on the ground. Firing them physically shears the driveshaft that connects the generator to

the reduction gearbox, so that means a part will have to be replaced (a 2-3 hr job). Disconnects arent needed on the ground anyway. Since the generator turns with the propeller, once you GROUND STOP the engine, the generator will stop too. Dash-1 Pg 3-30

BUS OFF LIGHT (with GCUs)

Illumination of the bus off light indicates that either: voltage to respective bus is insufficient (average phase voltage of the generator is below 90 volts) and that electrical equipment on that bus will not operate normally, the bus is not energized, or that the indicator has failed & the bus in actuality is still operating normally. Question: Youre flying along and you see an AC Bus off light illuminated on the left side of the overhead panel. So when seeing that light, whats the first thing that pops into your head? Answer: If youre like me, you think, Bus off. Turn it off, And like me, youd be wrong. Remember that in an airplane with GCUs, we have a different procedure. The first thing you should ask yourself, is do you also have a generator out light? If the generator out light is also illuminated, the FE will turn the generator OFF and disconnect it (ground stop instead of disconnect if on the ground). H1 does not have Failed Bearing Lights. If the generator out light is not illuminated and systems associated with the failed bus are operating normally, check freqs, volts, and load for the affected generator. If everything checks normal, continue operation. The BUS OFF indicator relay has failed. Since your indicator is bad, remember to monitor the generator and systems on the bus for normal operation. If the generator out light is not illuminated and systems associated with the failed bus are not operating and the bus cannot be restored, isolate the bus. Dash-1 Pg 3-31

BUS OFF LIGHT (with/out GCUs)

Question: If your plane didnt have GCUs, how would you respond differently? Answer: Okay, now you can say it, Bus off. Turn it off.

Turn the affected generator off and ensure another generator picks up the bus. Check the freqs and volts. If freqs are volts are normal and the BUS OFF light remains on, and no items on the bus have failed, then resume normal operation. This is an indication of a bus off indicator relay failure; not a bus failure.

If you get abnormal freqs and/or volts, leave the generator off and monitor. If the indication is lost, disconnect the generator (or ground stop on the ground). If, when you first turn off the generator, another generator does not pick up the load, and that bus cannot be restored, isolate that bus. Dash-1 Pg 3-30 3-31

LEFT/ESSENTIAL/MAIN/RIGHT AC BUS OFF LIGHT

A Bus Off Light will occur when the average phase voltage is less than 90v.

If generator out light is also on: turn generator off and disconnect. If generator out light not illuminated, everything operating normally, and you have normal frequency, volts, & load: continue normal operations and monitor. If generator out light not illuminated, and items on the bus are malfunctioning: If cant restore bus to normal operation, perform bus isolation procedures. Note Section I should be reviewed to determine what systems are lost.

Dash-1 Pg 3-29, 3-31

ESS AVI BUS OFF LIGHT

(any phase less than 90v, or average less than 95v) A loss of the ESS AVI Bus may also be indicated by: loss of autopilot, loss of heading indication, loss of prop sync, malfunctioning nav equipment, illumination of copilots AC instrument SEL PWR OUT light, or loss of Pilots E-TCAS display. If systems are operating normally (failed indicator relay), continue normal operations. If systems are not normal: Go VI (VG on ADIs and CP bus to Inverter power) while you assess the problem. Select MECH GOV on the Prop Governor Control Switches. Check the 3 ESS AVI bus power CBs (Pilots upper CB panel). If theyre out, reduce the load and try to reset. If power is restored, continue with reduced load. Land ASAP. If power is not restored, isolate the ESS AVI Bus and land ASAP. If just one or 2 CBs popped, make sure all 3 are pulled to completely isolate. Dash-1 Pg 3-31 3-32

MAIN AVI BUS OFF LIGHT

(any phase less than 90v, or average less than 95v) You may get no other indication of AVI failure, since the MAIN AC bus provides unconditioned power to the MAIN AVI bus. If systems are operating normally (failed indicator relay), continue normal operations. If systems are not normal, check the 3 MAIN AVI bus power CBs (CPs upper panel). If theyre out, reduce the load and try to reset. If power is restored, continue with reduced load. Dash-1 Pg 3-32

AVI BUS ISOLATION PROCEDURES

If is ESS AVI, go VI (VG & CP ACI to DC) Pull 3 ESS AVI AC BUS PWR CBs (on pilots upper panel) or MAIN AVI AC BUS PWR (CBs on copilots upper panel) as applicable.

Dash-1 Pg 3-38, 3-41

BSS ISOLATION OF AVIONICS BUS (ESS/MAIN)

Isolating the BSS will switch from clean to dirty power. The procedures for ESS and MAIN are the same. The following example is for the ESS AVI BUS. To isolate the MAIN AVI BSS, replace ESS with MAIN in the following example. Pull ISOL DC BUS AVIONICS ESS BY-PASS CNTOR CONTROL CB on pilots side panel. If you need to go further and totally isolate the BSS (e.g. the BSS is burning), pull 2 sets of 3 ganged CBs on back of FS 245: ESS AVI SEC PWR and ESS AVI PRI PWR. Dash-1 Pg 3-41 3-42

PARTIAL LOSS OF THE ESSENTIAL AC BUS (AIRPLANES W/O ESU UPGRADE)

Discussion: The C-130s four AC generators produce much more power than the airplane normally needs. In fact, the LH, Main, and RH AC buses draw so little power in normal operations that just one generator could support them. But the Essential AC bus is a different story; it consumes roughly 70% of the planes AC power, so if its not getting all the juice it needs, youll begin to see problems. This particular malfunction can be rather subtle and confusing. Typically it occurs when voltage on one of the generators three phases drops just enough to disrupt ESS AC equipment, but not enough to trip the GEN OUT or BUS OFF lights (i.e. no phase drops below 70 volts, and the average voltage of the three phases remains above 90). Recognizing the symptoms is the key to getting a good start with this EP. What youre looking for is failure of components that use ESS AC power. These include such things as the autopilot, GCAS, the aux hydraulic pump, suction boost pumps, synchrophaser, #2 fuel boost pump, compasses, failure of normal brakes, pitot heat off lights, normal trim tabs inop, and ADI (VERT REF) inop. If partial loss of the ESS AC bus occurs or is suspected, the FE will proceed as follows: 1. Propeller Governor Control Switches- MECH GOV. (This isolates the props from the synchrophaser. If corrective action (see step 2) restores power to the bus, the synchrophaseran ESS AC componentcould jump to life and cause big power fluctuations) 2. Turn OFF the generator that was powering the bus when failure occurred. (Normally its the #2 generator. This step does two things. First, it transfers the bus to another generatorone thats producing better quality power. Second, it routes that power through a different pathway (K-relay). If power is restored: then youre in good shape. The generator was the problem, and another one will pick up the bus. Leave the bad generator OFF and continue normal operation. You can also go back to normal governing. If power isnt restored: then the problem lies somewhere in the bus itself. Youre now stuck with little or no ESS AC power, so the goal becomes one of preserving what you can and turning off the rest of the ESS AC components to minimize loading. First, turn off the Anti-skid (to prevent erratic braking). Next, put your VERT REF switches to VG (to keep the ADIs from tumbling). Third, find an alternate power source for some of your ESS AC components..how about the Copilots AC Instruments and the AC Inst & Eng Fuel Control systemboth can be switched over to the DC inverters. Finally, turn off the things you dont absolutely need. At the top of the list is the aux pump (huge draw on powerdont use!), followed by the suction boost pumps, Essential TRs, #2 fuel boost pump, and synchrophaser. There are additional steps for the FE, but this is a good start. In any case, review the Dash-1 and land ASAP. Dash-1 Pg 3-31, 3-32 3-36

PARTIAL LOSS OF THE ESSENTIAL AC BUS (AIRPLANES W/ ESU UPGRADE)

The loss of one phase of the ESS AC bus may occur with or without illumination of the AC BUS OFF light, and will most likely to occur during high load conditions. It may be indicated by one or more of the following: failure of normal brakes, old autopilot operating erratically, new autopilot disengaging, GCAS annunciating INOP, loss or malfunction of heading indication, aux hydraulic pump failure, illumination or flickering of the #2 fuel boost pump low pressure light, illumination of the suction boost pump warning light, loss of normal trim operation, loss of synchrophaser, and/or malfunctioning navigation/communication equipment, or illumination of the ESS AC

BUS OFF light (which remains illuminated when affected generator is turned off, i.e. another generator does not assume the load). NOTE Loss of ESS AC bus will NOT affect ESS AVI bus (normally). Not true on Dyess Airplanes that have been de-modded via TCTO 1821 (i.e. BSS circuit breakers pulled). See Note on 3-34. In the event of loss of ESS AC bus (with GCU): (Memory Aid: MGAVIR FAST BAIL) MECH GOV on all 4 propellers (to prevent power flux) Anti-skid OFF. VG on ADIs. Inverters to DC bus position (ACI&EFC bus, and CP instrument bus). Reduce the load (FAST) F uel Boost Pump (#2) - OFF A ux Pump - OFF (pull CB) S uction Boost Pump (Util) - OFF T R CBs pulled Circuit Breakers check and reset all A, B, C phase () Ess AC bus CBs on pilots side and on the upper main AC distro panel at FS245, if able. APU if the CBs will not reset, start the APU, place APU Gen on, and try to reset CBs again. Isolate If CBs will not reset or trips again, isolate the AC bus and review section I for lost items. Land as soon as possible, regardless of apparent success of corrective actions if you have to go past step 2, turning generator off. If steps 1 and 2 corrected problem, continue mission normally.

ELECTRICAL FIRE
Question: Youre about 60 miles out from Eglin AFB and have been cleared for descent down to 5,000 ft on a vector to Runway 19. The loadmaster reports smoke coming from under the flight deck area. Answer: Possible electrical fire, accompanied by smoke and fumes. Perform the SMOKE AND FUME ELIMINATION boldface first. Then the engineer will troubleshoot the source of the electrical fire. According to the engineers, malfunctioning TR units are the most common cause of electrical fires. WARNING Because of the important part electrical controls play in the operation of the plane, electrical power should not be shut off until the pilot is certain that it is, or will be, a contributing factor to smoke or fire, and that loss of electrical controls will not be a greater hazard than the smoke or fire. If fire, smoke or overheat of electrical equipment occurs, every attempt should be made to locate the malfunctioning unit(s) or bus, then isolate it by turning off/pulling circuit breakers/removing electrical plugs. If unable to locate the malfunctioning unit and you have an operable APU, the engineer would proceed as follows: 1. 2. 3. 4. 5. 6. Main tank boost pumpsMain tank cross-feed valvesPropeller governor control switchesAPU switchAPU generator switch All engine generator switchesON CLOSED MECH GOV START, RUN ON OFF

If the situation stabilizes, again attempt to locate the malfunctioning unit(s) and isolate it by turning it off/pulling its circuit breaker(s)/removing the electrical plug(s).

If condition persists, proceed as follows: 1. Pilots and Copilots VERT REF switches-

VG

WARNING Placing the copilots inverter switch in the DC BUS position with the VERT REF switch(es) in the INS position will cause the ADIs to become unstable and tumble. (INUs cannot provide pitch, roll, and heading signals to flight instruments without ESS AVI power). 2. 3. 4. 5. Copilots inverter switchOil cooler flap switchesAPU generator switchAPU switchDC OPEN, FIXED OFF STOP

If the fire goes out, determine the malfunctioning bus and proceed with ELECTRICAL BUS ISOLATION PROCEDURES. Land as soon as possible On the other hand, if you are unable to locate the malfunctioning unit and you have an inoperable APU, the engineer would proceed as follows: 1. 2. 3. 4. 5. 6. 7. Main tank boost pumpsMain tank cross-feed valvesPropeller governor control switchesPilots and Copilots VERT REF switchesCopilots inverter switchOil cooler flap switchesAll engine generator switchesON CLOSED MECH GOV VG DC OPEN, FIXED OFF

Make an APU 1. 2. 3 MAIN AC Bus curent limiters (at FS 245) 1 Engine Driven Generator REMOVE ON

If the fire goes out, determine the malfunctioning bus and proceed with ELECTRICAL BUS ISOLATION PROCEDURES. WARNING Any time power is removed from the ISO DC and ESS DC bus, there will be on power for the ADIs regardless of power source selected (ESS AC position needs either ISO DC or ESS DC control power). In flight, battery life is limited if no TR is operating. The battery cannot be recharged if ISO DC bus is isolated from the power system, and there is no isolation procedure for the BATT bus or the INS BATT bus. WARNING Any time power is removed from the ESS DC bus, the engine bleed air regulators will close, shutting off air to the air-conditioning units, and thus depressurizing the aircraft. If fire persists: Engine generator switch OFF. Land ASAP. Dash-1 Pg 3-36 3-38

ISOL DC ON BAT LIGHT

If the ISOL DC ON BAT light illuminates for more than 25 seconds, in flight a failure of the RCR connecting the ESS DC and ISO DC buses as occurred. Confirm it by checking for a battery voltmeter indication of 24V or less. If battery voltmeter indicates about 28V, it is an indicator problem, not a real system malfunction. If confirmed, battery conservation measures should be initiated. Land as soon as possible. Dash-1 Pg 3-32

MULTIPLE ENGINE POWER LOSS / RPM ROLLBACK

Background: Until late 2001 this procedure was a BOLDFACE procedure. It was first introduced in 1998, following the loss of an aircraft. The details of that mishap cant be discussed in this text, but an experienced engineer or IP can give you more information about the unique characteristics of the mishap aircraft. Improper fuel management (i.e. non-standard cross-feeding technique) is one potential cause of multiple engine power loss. But there are others, too, so keep that in mind as you study this malfunction. As far as cross-feeding goes, in normal operation theres no reason to turn off the main tank boost pumps when cross-feeding from the auxs or externals, and the Dash1 says not to do it. This is because the boost pumps in the aux and external tanks are already designed to provide fuel at a higher pressure (28-40 psi) than those in the main tanks (15-24 psi). That pressure difference is what makes cross-feeding possible, even with the main tank boost pumps left ON. In rare cases, your FE might have to cross-feed differently to deal with specific fuel problems, but thats the exception. Improper cross-feeding can lead to power loss on regular Es and Hs, but its rare. Main tank quantities have to be very low (~1000 lbs) before its likely to occur. What other things besides fuel management can cause this problem? Malfunctions in the Essential AC bus (combined with failure of the under voltage protection systems on ESU planes), for example, can affect both the TD system (loss of torque) and the synchrophaser (reduction in RPM). Bleed air failures can also result in a loss of torque. So, remember the symptoms described in the Dash-1, and be prepared to analyze situations dealing with fuel starvation, Essential AC problems, or even bleed air. Because there are many causes for multiple engine loss or RPM rollback, this procedure was developed. It puts the aircraft in the most stable and reliable configuration for flight. Important Reminder: A number of pilots have confused the Multiple Engine Power Loss procedure with an earlier Dash-1 procedure called 4-ENGINE POWER LOSS. In short, they incorrectly believe that the power loss must affect all four engines simultaneously before the procedure applies. That isnt the case. While certain malfunctions can cause an across the board loss of power (Synchrophaser being an example), others may affect one engine at first, then gradually progress to the others. The bottom line: Perform the procedures below if you see any uncommanded or erratic indications of multiple engine performance (either sequentially or simultaneously) affecting fuel flow, TIT, torque, or RPM. If you see power loss indications on one engine followed a short time later by another, dont delay your application of the procedure! Any delay may result in flameout of all 4 engines. WARNING Use of the APU is required to air start the engines after 4-engine failure. (This is not possible on E and Super E models which do not have APUs). Discussion: Catastrophic bleed air failure (such as a blown duct) can cause a sudden and significant loss of torque. In a recent mishap a crew experienced this just after takeoff at heavy gross weight. There was a loud bang, followed by a significant power loss on all four. The FEfearing a stallclosed the bleeds first to ensure maximum power, rather than perform the procedure. Analysis showed his actions saved the

airplane; the multiple engine power loss procedure wouldnt have worked for the kind of power loss they encountered. This example isnt intended to confuse you about when to perform the procedure. Rather, it should get you to think about what actions are most appropriate for a given situation. In this case, the crew did what they had to do to keep the airplane from losing altitude and hitting the ground. It worked for them, in spite of Dash-1 guidance that could have led others to a different action. Great airmanship! Did you Know? Engineers are required to monitor the engines for 1-minute when initially going on cross-feed. Why? They do it to monitor for fuel contamination. Should one of the engines begin to act erratically, the fuel may be contaminated. Using the below procedure will put the configuration back to tank to engine and prevent all 4 engines from flaming out. Question: Youre two hours into the flight from Pope to Eglin. After level off the engineer sets up the fuel panel to cross-feed from the left aux tank. Youve been chatting about the previous weekends football games when you notice erratic fuel flow on all four engines, accompanied by a reduction in torque and TIT. Several fuel low pressure and tank empty lights are illuminated on the fuel panel also. Answer: Multiple Engine Power Loss, possible fuel starvation. procedure and land as soon as practical: 1. 2. 3. Main tank boost pumpsMain tank cross-feed valvesPROPELLER GOVERNOR CONTROL SWITCHESPerform the Dash-1

ON (E) CLOSED (E) MECH GOV(CP/E)

NOTE If all four propeller governor control switches are not placed in MECH GOV before restoring power to the Essential AC bus, a significant power fluctuation may be experienced. (Explanation: the synchrophaser uses Essential AC, so when clean bus power is suddenly restored to it, it might behave erratically) 4. 5. 6. 7. TEMPERATURE DATUM CONTROL VALVE switchesGenerator supplying the Essential AC BusSynchrophaser master switchSynchrophaser Essential AC/Essential Avionics AC/ and Essential DC circuit breakersNULL (E) OFF (E) OFF (E) PULLED (E)

WARNING These procedures should correct propulsion system malfunctions arising from fuel system problems, loss of RPM due to low voltage on the Ess AC bus/Ess Avionics AC Bus, or Electromagnetic Interference (EMI). But other malfunctions can cause loss of engine power, such as failure of the bleead air system. When the above procedures have been completed, the crew should check all other essential systems for proper operation. Dash-1 Pg 3-20 3-21

#1 GEN 200/115V AC 3, 40 kVA MAIN AC BUS Dump Pump RH A C BUS Anti/De-Ice

TR RCR TR RCR
-Prop Anti-i ce -Prop De-ice -#4 Boost Pump -RH Fwd Ext Boost

#2 GEN 200/115V AC 3, 40 kVA

A PU GEN 200/115V AC 3, 40 kVA

#3 GEN 200/115V AC 3, 40 kVA

#4 GEN 200/115V A C 3, 40 kVA

BSS #1 BSS #1
MAIN AV I BUS
-TACANs -IFF -MLS -GPS -Radar -SKE

LH AC BUS Crew Comfort ESS AVI BU S

-C12 Compass -Autopilot -P/CP HSIs -Flt Directors -Synchrophaser -DVS, INU, BICU -Radio Compass -CVR, DFDR

ESS AC BUS Essential for Flight

-Aux Fuel Pumps -Rear Ext Tanks -Main Dump Pumps -#3 Boost Pump

-NESA -Galley Power -Cargo Compart ment Fan -#1 Boost Pum p -LH Fwd Ext Boost Pump

-VORs/ILSs -Trim -Suction Boost Pumps -Aux Hydraul ic Pump -Aux Feather Pump -Pri Instrument Lights -#2 Boost Pump

TR TR
FL T

RCR RCR

FLT

BATT 24/28V DC TD sw/RCR Bus Tie

GND

BAT SW RCR Inv

-Torquemeters -TIT Gauges -Fuel Flow Ind. -Fuel Qty Ind. -LOX Qty Ind. -TD Control V alves -UHF #1 -Interphone -APU Control -TD Relay -CP 2 Lts -CP Pitot Heat

ISO DC BUS 28V DC

ESS DC BUS 28V DC Inv

TD sw, RCR
GND

MAIN DC BUS 28V DC

-Flaps -Anti-s ki d -Door Warning -Wipers -NESA Control -Nav Instm Lights -Ut ility Lights RCR, -Fire Detect -Pneum/Hyd Xfeed Valves -Dist of AC Power -Ldg Gear & Ind -P Pi tot Heat -P 2 Lights -Oil Cooler Flaps & Ind. -Oil Quant Ind & Li ght

AC INSTM & ENG FUEL CONTROL 115V AC A

#1 Stepdown Transformer 26V AC Singl e #2 Stepdown Transformer 26V AC Single

Figure 16 Electrical Diagram

CP AC IN STM 115V AC A&B (C grounded)
-P & CP ADIs --Gyros & Ind. -Fuel Pressure -Emergency Brakes -Booster Hyd. -#3 Eng/GB Oil -#4 Eng/GB Oil -Normal Brakes -Aux Hyd -Ut il Hyd -Hi/Low RudderBoost -Hi/Low RudderUtility -#1 Eng/GB Oil -#2 Eng/GB Oil -Antiskid Tes t

-Fire Extinguisher -AC Ext Pwr Sol -Al arm Bell -Jump Lights -ISO DC Bus on Bat t Ind. -Voltmeter (DC) -Emergency Depress. -Emergency Exit Lts Off -ELT -SKE

Bat Sw

INS BATT BUS 28V DC

-INU -Nav IDCU

INS BATT

The Hydraulic System ENGINE DRIVEN HYDRAULIC SYSTEMS

HYDRAULIC RESERVOIRS The function of the hydraulic reservoirs are to assure positive supply of fluid to engine driven pumps and each system at all times and allow for expansion and contraction of hydraulic fluids caused by thermal changes. SUCTION BOOST PUMP There is one suction boost pump each for the utility and booster systems. These electrically driven (ESS AC) pumps are located below each reservoir and insure positive flow of hydraulic fluid to engine driven pumps. CAUTION Starting an engine with inoperative suction boost pump may cavitate and damage the engine driven hydraulic pump. ENGINE DRIVEN PUMPS The engine driven pumps located on backside of reduction gearbox (one of the gearbox accessory items). They are variable displacement pumps with internal control mechanisms that control output pressure to the system at approximately 3000 psi. The pump flow rate is about 8.6 9.6 gal/min depending on the pump. UTILITY SYSTEM The Utility System operates: the landing gear, normal brakes, nose wheel steering, wing flaps, and one side (or half) of each flight control boost package. The utility reservoir is forward of the left wheel well in cargo compartment and has a 3.2 gallon capacity. There is about 12.5 gallons in the entire system. The #1 and #2 engine driven pumps provide the output for the utility system. BOOSTER SYSTEM The Booster System operates the other side () of each flight control boost package. The Booster reservoir is forward of the right wheel well in the cargo compartment and has a 2.0 gallon capacity. There is about 9.3 gallons in the entire system. The #3 and #4 engine driven pumps provide the output for the booster system. HYDRAULIC CONTROL PANEL The hydraulic control panel is on the lower portion of CPs instrument panel. There is one primary gauge for each system (utility and booster) on the control panel that indicates the pressure output of each system. The normal limits for either system is 2900-3200 psi. ENGINE DRIVEN PUMP SWITCHES electrically control shutoff valves on the supply and output lines to each pump. The switches are left ON after engine shutdown to prevent failure of supply line due to thermal expansion. Turning the switches OFF, closes both valves (upstream is motor-driven, downstream is solenoid actuated), stopping fluid flow to and from the pumps while trapping fluid in run-around circuit for cooling and lubrication. ENGINE DRIVEN HYDRAULIC PUMP PRESSURE WARNING light illuminates when there is low pressure in the pump output line due to pump failure, line rupture, or other system/malfunction. The light will come on at about 1000 psi (900-1100 psi according to C-130 Training Manual) or when the pump switch is in the OFF position. It will extinguish at approximately 1300-1400 psi.

SUCTION BOOST PUMP SWITCHES turn ON/OFF the associated electrical suction boost pump for either the utility or booster system. SUCTION BOOST PUMP PRESSURE WARNING LIGHT illuminates when there is a pressure switch failure, a circuit breaker popped (11 amp thermal circuit breaker), or when there is low pressure in the output line (ON at 20 psi, OFF at 30 psi). Low pressure may be caused by a suction pump failure (mechanical or electrical) or loss of fluid (line ruptures, or empty reservoir). RUN-AROUND CIRCUIT The purpose of the engine driven pump run-around circuit is to trap fluid for the pump to provide lubrication and cooling. Without lubrication, the pump becomes a fire hazard since it is turning as long as engine is operating. Valves will close to trap fluid in the run-around circuit whenever the respective pump switch is turned OFF, or the respective engines fire handle is pulled. PRESSURE RELIEF VALVE This automatic protective device is designed to route fluid back to the reservoir (to relieve high pressure) when the pressure compensating feature of the engine-drive pump fails. The valve starts to open at 3450 psi, is fully open at 3850 psi, and reseats at 3100 psi. It can relive up to 16 gal/min when fully open. CHECKING THE ENGINE DRIVEN PUMPS DURING ENGINE START 1. There must be an indication of pressure (light out or gauge indication) from the respective pump by the time the engine is on-speed. Normal system pressure from respective pump within 30 seconds after engine-stabilized on-speed (at 100% RPM). Check pump output after engine stabilized on-speed (normal ground idle or LSGI). Other engine drive pump switch must be in the OFF position if other engine on the same wing is operating. Operate flight controls to create a momentary drop in system pressure and note system pressure indicates return to normal when flight controls are static. Normal operating pressure may not be indicated unless the elevator control is pulled slightly aft of the front stop to relieve a built-in pressure bypass, or if the engine is in LSGI. Normal pressure (2900-3200 psi) may not be indicated in LSGI (i.e. it may be as low as 2550 psi), although this would be very unusual. In such cases, bring engine up to normal ground idle to check hydraulic pump pressure output.

2. 3. 4. 5. 6.

Dash-1 Pg 1-173 1-177, 2-45, 2-48, 2-93, 5-5, 5-42

HYDRAULIC MALFUNCTIONS LOSS OF SYSTEM PRESSURE

Question: During slow down on the run-in to a DZ, the copilot sets the flaps at 50%. Like a good pilot he is watching for the utility hydraulic pressure to drop as the flaps extend and then he looks for a recovery. As the flaps track to 50% the hydraulic pressure continues to drop and doesnt recover. What should he do? Answer: Perform LOSS OF SYSTEM PRESSURE procedures. 1. 2. 3. 4. 5. 6. CP turns affected engine driven hydraulic pump switches OFF, and notifies crew. CP turns suction boost pump switch OFF (affected system only). FE or LM checks for loss of fluid in reservoir. FE or LM checks for loss of fluid at units being supplied by system. Isolate units causing trouble, if possible. If unable to isolate leak, leave pump switches OFF.

7.

If leak is isolated, re-service reservoir and turn switches ON one at a time.

SUCTION BOOST PUMP WARNING LIGHT

If a SUCTION BOOST PUMP WARNING LIGHT illuminates in-flight, the copilot will turn the suction boost pump switch OFF (affected system only), note static system pressure, and notify the crew. The FE or LM will check the fluid level in reservoir: If level is not decreasing and system static pressure is 2500 psi or above, no further action is required (failed suction boost pump or pressure indicator). Minimize hydraulic use. If level is decreasing or static system pressure is less than 2500 psi, follow LOSS OF SYSTEM PRESSURE procedure. CP should turn both engine driven pump switches OFF. FE or LM checks for leaks in the pluming, reservoir, and using units. Isolate leak if possible; if not possible, leave system off.

ENGINE-DRIVEN HYDRAULIC PUMP FAILURE

Question: While at cruise altitude en-route to Eglin AFB, you notice the #1 hydraulic pump pressure warning light illuminate. What will you do? Answer: Perform corrective action for engine driven hydraulic pump failure. 1. 2. 3. 4. Hydraulic ENGINE PUMP switchOFF (CP) Hydraulic reservoir levelChecked (E)/(LM) If fluid level is normal, no further corrective action is necessary. If fluid level has DECREASED, BUT STOPPED when the affected pump switch was turned off, the leak may be isolated between the inflow hydraulic shutoff valve and the outflow one-way check valve. If so, the pump may be turning without fluid, and a fire hazard may exist. Strongly consider engine shutdown. (About a gallon of flammable hydraulic fluid usually trapped in runaround circuit may have been dumped into engine nacelle). If fluid level is decreasing, follow LOSS OF SYSTEM PRESSURE procedures. WARNING The engine-drive pump is geared directly to the engine and if the shear neck or the pump drive spline does not separate, the pump can disintegrate internally causing a fire hazard. Because of this hazard, pilots discretion should be exercised as to the need for continued operation of that engine 6. FE or LM will check for fluid loss at using units and isolate, if possible. If no leaks are visible, the problem is probably at the pump. 7. To isolate the bad pump, leave its pump switch OFF, and reactivate the system by positioning the suction boost pump switch and other pump switch ON. 8. FE or LM should monitor reservoir for further decrease of fluid level. If level is stable, refill to full mark. 9. Internal pump failure can be a fire hazard. Engine shutdown is at pilots discretion. 10. Fluid leaking into nacelle or pump disintegration from internally generated heat. Dash-1 Pg 3-52 Discussion: The loss of a single engine driven pump on the Utility side may not have much of an effect on system pressure during level flight. But what happens when you place a big demand on the system, like when lowering the gear? The remaining pump isnt going to be able to provide the fluid volume needed, and system pressure is going to drop (to ~1500 psi). In some cases, demand could even pull system pressure below 1000 psi, where the pump lights come on. In either case, dont panic. The Dash-1 specifically mentions this in a Note on pg. 3-53, to remind you that a pressure drop is normal when only one utility pump is operating. So, keep this in mind when you lose #1 or #2 on a future flight. Before actuating the gear or flaps, let the crew

5.

know that they can expect a pressure drop, and not to panic and perform LOSS OF SYSTEM PRESSURE procedures.

EXCESSIVE HYDRAULIC SYSTEM PRESSURE

PRESSURE GREATER THAN 3450 PSI: The pump compensator has failed, but its not a hazard. Do not turn off the pump switches, or the pump would be isolated from the system high-pressure relief valve. Excessive pressure could build up until the pump or pump lines rupture. Fluid trapped when the pump isolated could drain into the engine nacelle and create a fire hazard. PRESSURE GREATER THAN 3900 PSI: The pump compensator and pressure relief valve have failed. Perform CRUISE ENGINE SHUTDOWN on one of the engines supplying the affected system. If pressure doesnt normalize, AIRSTART that engine and shut down the other engine using ENGINE SHUTDOWN PROCEDURE. Try the inboard engine first. Dash-1 Pg 3-51 3-53

SUMMARY OF HYDRAULIC SYSTEM LIMITATIONS

Hydraulic pressure, utility and boost: Hydraulic pressure, aux system: Rudder boost, 15% to 100% flaps: Rudder boost, 0% to 15% flaps: Normal brakes: 290-3300 psi 2550 psi 1500 psi 1500 psi 1500 psi 1000 psi 100 100 100 100 NORMAL 2900-3200 2900-3300 2900-3200 1100-1400 psi psi psi psi MAXIMUM 3500 psi 3500 psi 3500 psi (Caution 1400-1600) Max 1600 2900 min, 2 brake applications without antiskid, 2250 min, 1 brake application without antiskid. 2900 min, 1 brake application

2900-3200 psi

Emergency brakes: Min pressure, LSGI: Accumulator Preload: Utility Booster Normal Brakes Emergency Brakes

Dash-1 Pg 5-5, 5-42

AUXILIARY HYDRAULIC SYSTEM

The auxiliary hydraulic system is used to operate the aft cargo ramp and door, emergency brakes, and emergency nose gear extension. It can also be used to pressurize the utility system via the ground test valve. The aux pump will be used when called for during normal checklists, during ramp and door operations, and anytime emergency brake pressure is required. The Aux system has one pump switch on the CPs hydraulic control panel and one switch on the ramp control panel located aft of left paratroop door. (Always verify that ramp and door manual selector is positioned to Neutral before turning on either switch). One pressure gauge is located on the CPs hydraulic control panel (electrical from remote transmitters). Another gauge (direct-reading) is located on ramp control panel. The hydraulic ground test valve is used to pressurize utility hydraulic system with aux pressure to check equipment normally driven by utility pressure.

If utility pressure is observed when the aux pump is activated on the Before Starting Engines checklist, a malfunction of the ground test valve is probable. Aux system pressure limits are 2900-3300 psi normal, 3500 psi maximum. Dash-1 Pg 1-211, 1-173, 1-177, 1-180, 5-5, 5-42

AUXILIARY HYDRAULIC SYSTEM MALFUNCTIONS

If the aux hydraulic pump fails check the ESS AC and ESS DC power sources. If electrical power is unavailable for the aux pump, the hand pump must be used to provide aux pressure. (The cockpit aux gauge wont show hand pump pressure, but the direct-reading gauge on rear hydraulic panel will.) Dash-1 Pg 3-53

FLIGHT CONTROL BOOSTER UNITS

The purpose of the flight control booster units is to provide most of force required to move flight control surfaces. If a component of one hydraulic system supplying pressure to the unit fails or malfunctions, the unit is designed to function normally using the other hydraulic system. If either the booster or utility hydraulic system fails, the flight control booster unit will continue to operate, but with some loss of boost assistance. The Aileron unit is located aft of the center wing beam, the Elevator unit is in the extreme aft end of cargo compartment (twin guns), and the Rudder unit to Right of elevator unit (faces sideways). FLIGHT CONTROL PRESSURE REDUCERS The purpose of the flight control pressure reducers is to produce desired sensitivity and surface travel at varying airspeeds (lower pressure for higher speed operations to limit airframe stress). Rudder: A diverter valve bypasses rudder pressure reducer to provide full system pressure for operation at low airspeed. High boost is provided for rudder when flap lever is positioned to 15% or more. This high boost is critical for aircraft control during approach and landing with engine(s) inoperative. Positioning flap lever to less than 15% reduces rudder boost pressure to about 1300 psi. Most pilots use the technique of not positioning to less than 20% flaps. This ensures that you will not inadvertently reduce to low rudder boost (due to inaccuracy of gauge readings). Aileron: Aileron pressure is reduced to 2050 psi under all conditions so will not overstress wings with too fast a roll rate with external fuel tanks. This pressure reducer was added when external tanks were added to the Herk (which was with the introduction of the E-Model. While the external tanks increased the Herks range, it reduced its combat agility.) Elevator: Full system pressure provided to elevator boost pack and is never reduced. CONTROL BOOST SHUTOFF SWITCHES There are six flight control boost shutoff switches and warning lights on lower right section of overhead control panel. There are two switches for each booster pack unit, one for the booster system (left guarded switch of each pair), and the other for the utility system (right guarded switch of each pair). Switch guards (safety wired closed) are labeled left to right: Elevator pair, Rudder pair, and Aileron pair (ERA). In the OFF position, a shutoff valve adjacent to its respective boost unit will close (ESS DC), stopping flow of fluid to unit. Both system switches must be OFF to completely isolate a flight control unit. The hooded warning light will illuminate when corresponding switch is OFF. This does not ensure that the shutoff valve has actually operated.

Do not purposely remove hydraulic pressure to flight control booster units in-flight for other than a response to an emergency. WARNING Airplane may make an unusual attitude, and require high manual forces to move flight controls. Dash-1 Pg 1-180, 1-181, 1-185, 3-53

FLIGHT CONTROL BOOSTER UNIT MALFUNCTION

LOSS OF HYRDAULIC ASSISTANCE With the loss of hydraulic assistance of the flight controls, greatly increased effort will be required. Manual movement is easier at lower airspeeds. Maneuvering at cruise airspeeds may be accomplished with trim tabs, differential engine power, and high control forces. If you lose hydraulic assistance to flight controls, reduce airspeed and use engine power, trim, and KIAS, using inboard engine power to assist in pitch control (power up, pitch up/reduce power, pitch down), outboard engine power to adjust airspeed. LANDING WITHOUT BOOSTED FLIGHT CONTROLS There are some things to consider when landing without boosted controls: the runway, the aircraft condition, the runway, and the approach. Reduce weight and speed of airplane as much as possible. Select a runway that avoids crosswinds, short fields, or narrow runways. Make a long, flat approach to reduce the amount of flare necessary, and fly the airplane onto the ground. Use normal trim and engine power to reduce control forces. For elevator boost failure, land with 0 to 50% flaps (50% recommended). HARDOVER CONDITION An abrupt, uncommanded near-full deflection of a flight control with corresponding change in airplane attitude is indicative of a hardover condition. Engine failure, split flaps, or other malfunctions could cause these abrupt changes in attitude. For corrective action, turn the control boost shutoff switches for the flight control unit OFF. Greatly increased force will be required to move the flight control. If elevator boosters are turned off, the hardover will be alleviated, but expect the airplane to be out of trim in the nose-up direction. Immediate trim correction will be required. Prior to removing boost, assure other systems are not malfunctioning instead: runaway trim, erroneous autopilot inputs, engine failure, or split flaps. BOOSTER HYDRAULIC LEAK To analyze a booster hydraulic leak and isolate the malfunctioning boost package: Determine location of leak. Turn the control boost switch for affected system - OFF. Position one boost switch OFF. If leak stops, the leak is isolated. If leak continues, position boost switch ON and other boost switch OFF. If leak continues after checking both boost systems, leak is upstream of the boost pack. Follow isolation procedure for hydraulic system loss of pressure. (Possibility exists that both boost systems may have to be shut off to stop leak).

CONTROLLABILITY CHECK

1. 2. 3. 4. 5. 6. 7.

8.

In the event of suspected or actual in-flight damage, fuel imbalance, or differential airspeed occurs, a controllability check should be performed as necessary to determine the extent of the damage, and controllability for landing. Conduct preliminary check for aircraft damage and personnel injuries. Climb to 10,000 feet AGL, if able. Consider dumping fuel to lighten airplane. Complete the DESCENT checklist. Configure the airplane for landing. Gradually slow the plane in 5-kt increments while evaluating control capabilities in turns and simulated landing approaches, looking for developing control problems. Decrease speed until landing speed is attained, or an undesirable control problem is encountered. Landing at touchdown speed, or 1.2 times stall buffet encountered, whichever is greater. WARNING Never decrease speed to a point where full control deflection is required, as there may be no recovery capability beyond this point. Make changes gradually. WARNING With structural damage, beware the danger of split flaps.

IN-FLIGHT RELEASE OF LIFE RAFT In-flight release of the life raft maybe indicated by vibrations (ranging from slight to severe), bumps or bangs (coming from the wing root area), and or vertical or yaw control problems. For corrective action retard the power and decrease airspeed. Lower the flaps and inspect life raft compartments through a rear cargo window, or through sextant. If a raft is lodged on the tail, fishtail the airplane slightly, or enter shallow bank right or left. Land ASAP. CAUTION Do not reverse props on landing to prevent drawing raft into props. If autopilot was engaged when problem was encountered, beware high trim pressures when disengaging autopilot. Dash-1 Pg 3-50, 3-54, 3-78 3-79

TRIM TAB CONTROL SYSTEM

The trim tabs function to relieve control pressure on the flight controls during flight. The aileron and elevator trim tab switch is on the control pedestal. When held in the Lower Left Wing or Lower Right Wing position (i.e., toggling left or right) it trims lateral axis. Whereas holding the switch in the Nose Up or Nose Down position (i.e., toggling forward or aft) trims the pitch axis (when elevator trim tab power selector switch is in Emergency). For normal elevator trim, a switch on the outboard hand grip of each flight control yoke is held forward or aft to trim the nose of airplane down or up respectively when. Normal must be selected on trim tab power selector switch. The elevator trim tab power selector switch is located on flight control pedestal, and selects electrical power source for operation of elevator trim tabs. In Normal, ESS AC (115V 1) supplies power to control wheel elevator trim button. The OFF position de-energizes elevator trim capability completely. Emergency on the other hand, supplies ESS DC (28V) power to control pedestal switch for elevator trim.

Trim range: limit switches (6 nose down - 25 nose up) / mechanical stops (8 nose down - 27 nose up). The rudder trim tab switch on the flight control pedestal is a 3-position switch (Nose Left, OFF, Nose Right). This yellow colored switch is spring loaded to the OFF position. ESS AC powers the rudder trim tab motor. Trim tab position indicators are located on the pilots instrument panel. A trim correction without indication reveals an indicator failure. Why? The trim indicators are DC gauges, and you know that DC dies, so a power failure will cause the indicator to go off-scale. Usually theyll just point to the bottom of the gauge. Check the CB on aft junction box in cargo compartment (MAIN DC). Remember to record it in the 781. Dash-1 Pg 1-185 1-187

TRIM MALFUNCTIONS
Corrective action for runaway aileron or rudder trim: 1. Hold trim tab switch in direction opposite to runaway. 2. FE or pilot will pull respective trim tab CB on pilots side CB panel. It is a good technique for pilot to know exactly where these CBs are. 3. If rudder trim tabs runs away to an extreme position, directional control cannot be maintained at high airspeeds. If this happens, reduce airspeed until directional control is regained. Corrective action for runaway elevator trim: 1. Hold trim switch on yoke in direction opposite to runaway. 2. Position elevator tab power selector switch to OFF. This should stop the runaway tab. 3. Place the elevator tab power switch to Emergency. 4. Retrim airplane using the elevator trim tab-switch on control pedestal. (Tab movement will be slower than in Normal). 5. If the failure results in an uncontrollable nose condition, bank the airplane as necessary and slow down. Extend flaps as airspeed permits to provide adequate stall margin as speed is further reduced. 6. If the failure results in a nose down condition, reduce power and reduce airspeed to maintain control. 7. Autopilot elevator servo is disconnected whenever elevator trim tab power selector is not in Normal. 8. If trouble is encountered in Emergency, return trim tab power selector switch to OFF. (In Normal and Emergency, you are using different power sources to power the same motor, leading to the possibility of encountering trouble in both modes). Dash-1 Pg 3-55

FLAP SYSTEM
NORMAL FLAP OPERATION The Flap lever is set to a desired position inscribed on the flap lever guide. This moves a cable to the flap control unit, which energizes a MAIN DC circuit to position hydraulic wing flap selector valve up or down. The Wing flap selector valve ports hydraulic fluid to up or down side of the flap motor. Then the Flap motor rotates torque tubes, which move the flaps up or down via 90 gearboxes, jackscrews, and traveling nuts. Once desired position is reached, the flap control unit/follow-up cam de-energizes the wing flap selector valve, which then stops porting fluid to the wing flap motor. Flaps are held in position by a spring-applied brake (brake is hydraulically released). Keep a hand on the flap lever until flaps reach desired position and hydraulic pressure has returned to normal.

FLAP MOVEMENT is both aft and downward (Lockheed-Fowler, high-lift type flaps) to increase lift and drag. The complexity of flap operation gives potential for asymmetrical flaps; outboard flaps are in close proximity to the ailerons, and the possibility exists that binding may occur between aileron and outboard flaps during flap movement. If aileron binding is discovered during flap movement, stop flap movement. Flaps should then be moved only to assure airplane control. Flap movement restricted to 10 increments. If aileron control is freed, or if it is noted that binding increases, stop flap movement immediately. See Dash-1, Section 3 procedures. Dash-1 Pg 1-188, 3-55

FLAP MALFUNCTIONS
ASYMMETRIC FLAPS The emergency flap brake automatically stops flap movement when an asymmetrical flap condition occurs due to a broken flap torque tube or other flap component. This safety feature only operates during normal flap actuation (i. e., using the flap handle to move the flaps). Electrical power is used to sense asymmetrical condition. Hydraulic pressure locks emergency flap brake on outboard ends of torque tube. Flaps cannot be moved by normal or manual means once asymmetric flap brake is engaged. It can only be reset on ground by qualified maintenance personnel. Dash-1 Pg 1-191, 3-58 MANUAL OVERRIDE The manual override feature of the wing flap selector valve is located on the left hand hydraulic panel, forward of left wheel well. Its used to position the flaps when the flap electrical control system fails and utility hydraulic pressure is still available. Raise or lower the flaps by using the button in shots. One second of pressing the up or down button moves the flaps approximately 10%. Again, asymmetrical protection is not available when using this feature, so the pilot must remain in communication with the person moving the flaps (usually the FE). The pilot will direct FE to cease operation when desired position is reached. Should a failure of the flap torque tubes occur during override operation, resulting in a change in trim about the roll axis, stop flap movement immediately. Return the controllable flaps to the position assumed by the uncontrollable flaps. Dash-1 Pg 1-190 MANUALLY CRANKING THE FLAPS This ability is used when hydraulic pressure is not available. A hand-crank stowed on forward side of left wheel well. A yellow-manual shift handle and pinned flap drive input shaft are located above hand-crank. The hand-crank is inserted into the input shaft where 650 turns of crank are needed to achieve full up/full down. Asymmetrical protection is not provided when manually positioning flaps. Since there is no automatic protection against asymmetric lift, the Pilot must be able to direct flap movements. Be wary of changes in trim about the roll axis, indicating asymmetrical flap movement. Refer to the Dash-1 for detailed procedures and warnings. Dash-1 Pg 1-190, 3-57 3-58 Question: As you depart home station, the copilot, on your command, selects flaps up. The flaps begin retracting but stop at 35%. The copilot does the right thing and positions the flap selector to match 35%. He tells you that you have good hydraulics, so what is the problem?

Answer: With good hydraulics, the problem can only be an electrical control circuit failure or the engagement of the emergency flap brake. The first thing to do is check the Wing Flap Control CB. If the CB popped, assume electrical problems and reset. Use normally. If the CB cannot be reset, consider using manual override if situation dictates (at pilots discretion). If the CB is in, suspect emergency flap brake engagement. Something has caused the brake to be applied. We can must assume that an assymetric condition has occurred. Heres a different scenario: What if the copilot instead noted that hydraulic pressure was low or decreasing? In this case, follow loss of system pressure procedures. Pull the wing flap CB to stop probable hydraulic leak (isolates flap system from utility hydraulic system), and follow Dash-1 procedures. OUTBOARD FLAP FAILURE If an outboard flap fails, it is possible for it to contact the aileron, resulting in binding restriction of aileron movement. If this happens and it is possible to control the airplane, no attempt should be made to move the flaps. Stop flap movement as soon as binding is detected. If flap movement must be attempted, return them in 10% increments toward the position last selected before the flap failure. As soon as binding is freed, or if the binding gets worse, stop flap movement immediately. WING FLAP POSITION INDICATOR FAILURE If the flap position indicator reads off scale, check the trim tab indicators as well. Both are on one MAIN DC CB ( Flaps and Tabs CB on the aft junction box, aft of the left main wheel well in cargo compartment), so if both are failed you can suspect the CB. Remember the memory aid for gauge power loss: AC lies, DC dies. Despite status of flap and trim indicators, confirm actual flap movement. Utility hydraulic pressure decreases when flaps are moving, and airplane pitch will change. Dont forget CRM though; the LM can visually check flap position as well. Dash-1 Pg 3-56 3-59

SUMMARY OF FLAP SYSTEM LIMITATIONS

Airspeed limits on flaps 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Bank angle and load limitations: Flaps 0% 45% Extension Time Retraction Time Bank Angle 60 45 8-15 seconds 10-15 seconds 220 210 200 190 180 165 155 145 145 145 KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS KIAS Symmetric* Load 3.0G 2.0G Assymentric* * Load 2.33G 1.5G

* Symmetric Loading: no aileron deflection (push up/down) ** Asymmetric Loading: combination of aileron & elevator (turns & rolling pull outs) Dash-1 Pg 1-188, 5-14, 5-16, 5-29, 5-41

Figure 17 Concept: Flap Operation

The Landing Gear System

OVERVIEW The landing gear system includes a dual-wheel, steering nose gear and two tandemmounted main landing gears. Retraction time should not exceed 19 seconds under normal operation. The Gear Lever is an electrical switch (ESS DC) that positions the landing gear selector valve to direct the gear actuating mechanisms UP or DOWN. The Nose Landing Gear retracts forward and up into the nose section of the fuselage when the gear lever is positioned UP. The landing gear selector valve directs utility hydraulic pressure to release the nose gear DOWNLOCK and to the upside of the nose landing gear actuating cylinder. The nose gear is held in UP position by hydraulic pressure, with mechanical latch (UPLOCK) backup. E Models held in the up position by mechanical latch only. When the gear lever is selected DOWN, the nose landing gear uplock is released and the gear extends. It is held in the DOWN position by a DOWNLOCK. During an emergency the auxiliary hydraulic system can be use for extension (only). The Main Landing Gear retracts vertically into the wheel wells on the left and right sides of the fuselage when the gear lever is positioned UP. The landing gear selector valve directs utility hydraulic pressure to the upside of the two reversible hydraulic motors to raise the main gear. As the gear reaches full up, the hydraulic motor is stalled out (by restrictor valve plunger) and the main gear is held in UP position with hydraulic pressure (with spring-applied brake as backup). E Models held UP by spring-loaded brake only. When the gear lever is selected DOWN, the landing gear selector valve is repositioned to port utility hydraulic fluid to the downside, reversing the hydraulic motors and extending the gear. The main gear is held in the DOWN position by hydraulic pressure. With airplane on ground, weight of aircraft on the friction washer on each jackscrew assembly serves as a downlock for each main gear. The main landing gear struts have adequate forward and aft support, although lateral support is weak. Undue side loading on the main landing gear (landing in a crab) must be prevented. Airplanes are equipped with soft main landing gear struts (450 psi). Dash-1 Pg 1-191, 1-193, 1-195 LANDING GEAR SAFETY FEATURES The locking device (J-Hook) on the landing gear lever prevents inadvertent movement of gear handle to UP when the airplane is on the ground. If this device fails to withdraw inflight, pull down lock release finger latch, and position the landing gear lever to UP. Ensure gear retracts; if not, check the landing gear control CB. Notify crew, because touchdown circuits are probably affected. Check touchdown relay CB on ISO DC Bus. See Dash One pg 1-196 for affected systems. Dash-1 Pg 1-195 LANDING GEAR INDICATIONS The letters UP appear on face of indicators when respective wheel is retracted and locked, where as a symbol of a landing gear wheel indicates gear is extended and locked. Diagonal stripes indicate gear is in an intermediate position, or that the indicator is inoperative. (Be careful under low light conditions to not mistake the diagonal stripe symbol for a gear wheel symbol). Landing gear position indicators are primary system to indicate gear position.

 Dash-1 Pg 1-198 LANDING GEAR WARNING SYSTEM A single circuit operates a warning light in the gear handle and a warning horn. The light illuminates when the gear is not in a locked position (either up or down) and anytime any throttle is retarded below approximately 5 (1 inch) forward for Flight Idle and gear is not down and locked. The warning horn will sound when the gear is not fully down & locked and any throttle is retarded below approximately 5 (1 inch) forward of Flight Idle with the flaps extended more than 70%. A warning horn silence button located on landing gear control panel will silence the horn unless flaps are extended more than 70% and the gear is not down and locked. Do not silence the horn in the visual pattern, final turn, or when on instrument final approach course. Pressing the warning light test switch tests continuity of landing gear warning circuit. Dash-1 Pg 1-197 1-198

LANDING GEAR SYSTEM MALFUNCTIONS

Question: When normal extension of the gear fails, the Dash-1 offers several pages in Chapter 3 detailing alternate methods of extending the landing gear. What are those methods and why would we use one over the other? Answer: The landing gear is a complex system of electrical circuits, hydraulic lines, and gearboxes. Your choice of an alternate method depends on what kind of failure you have. There are several methods available, and the Dash-1 lists them in their preferred order: Overriding the landing gear selector valve (electrical malfunciton, manual (main) gear extension (hydraulic malfunction), emergency hydraulic extension (nose gear), nose landing gear manual extension after complete loss of hydraulic pressure (free fall), and emergency manual (main) gear extension (mechanical malfunciton). Below is a brief summary. Dash-1 Pg 3-59 OVERRIDING THE LANDING GEAR SELECTOR VALVE (HYDRAULIC EXTENSION ONLY) This procedure is useful when the problem is traced to the landing gears electrical circuits. It is NOT appropriate for gear problems caused by hydraulic leaks or pressure loss. Moving the gear handle normally sends Essential DC power to the LG control valve, which then directs hydraulic pressure to the UP or DOWN lines as required. If the circuits fail the valve wont operate. This procedure allows the crew to position the valve manually, using the UP and DOWN buttons at the Utility hydraulic panel (cargo compartment). If successful, it will extend the mains and the nose gear. The position indicators should continue to give correct indications. Preparatory steps: Pull the landing gear control CB; place the gear handle in the desired position. The landing gear selector valve is located behind the utility hydraulic panel cover adjacent to wing flap selector valve. To move the gear depress the UP or DOWN button on landing gear selector valve. Refer to the Dash-1 for complete procedures. CAUTION If the button must be held in continuously to lower the gear, hydraulic pressure will not be available for nose wheel steering (NWS). This is because the LG control valve must remain seated in the down detent for hydraulic fluid to reach the NWS assembly.

While you can hold the button in during taxi to provide hydraulic pressure to the NSW, it is not recommended. Dash-1 Pg 3-61 MANUAL MAIN GEAR EXTENSION (FREEFALL/HAND-CRANKING THE GEAR) This procedure is recommended when there is loss of utility hydraulic pressure or when a leak in the landing gear system cannot be isolated during normal operation. A hand crank is stowed on forward face of left wheel, as well as one on the fuselage wall forward of right wheel well. A yellow emergency engaging T-handle (Note: there is one handle for EACH main gear) and an input shaft are located on the forward wall of each wheel well. The crew will first pull out the emergency engaging T-handles to disengage the hydraulic gearbox from the jackscrews, allowing them to turn freely (more on that below). They also engage a manual drive gearbox that enables use of a handcrank, should that be necessary. Frequently if problem in lowering gear is caused by gear system binding, the procedural step of depressurizing the aircraft will relieve the binding, and the gear will freefall at that point Did you know that just pulling the T-handles out is usually sufficient to get the main gear down and locked? Heres why: ball nuts (attached to the landing gear struts) contain ball bearings that are mated to the grooves in the jackscrews. When the jackscrews rotate (during normal ops theyre turned by a hydraulically motored gearbox), the ball bearings are forced up or down the grooves (imagine a barber pole) and thats what raises and lowers the gear.

We already learned that during manual gear extension, pulling the T-handle out disengages the hydraulic gearbox from the jackscrews, allowing them to rotate freely. The landing gear usually free-falls because its weightapplied through the ball bearingscauses the jackscrews to turn backwards, letting the strutscross sectioninto Figure 18 slide down of a ballnut mated push their locked position. Once the gear is down, one of the cleanup items is to to the the handle back in. This is important because it reapplies the spring jackscrew the drive brake on gearbox, preventing the jackscrews from turning backwards when the aircraft lands Incidentally, friction washers on the ball screw assemblies serve as downlocks and are the primary means of preventing gear collapse, so the spring applied brake is just an important backup).

Preparatory steps: Depressurize the aircraft (recommended); pull the landing gear control CB; place the gear handle in the DN position; turn off all utility pumps (including the suction boost pump) and deplete system pressure. If the mains wont free-fall, then theres some kind of binding involved and youll have to use the handcrank instead. The handcrank (which we attach to the stub shaft) allows us to rotate the jackscrews manually, via the manual drive gearbox. Itll take a while, thoughabout 330 turns of the handcrank are required to lower each main. . Refer the Dash-1 for procedures and warnings. If the above dont work, see the manual extension of main gear for mechanical malfunction in the Dash-1, page 3-65, for more information. Dash-1 Pg 3-62 3-64

NOSE LANDING GEAR EXTENSION Emer. Hydraulic Extension: This works when Utility system pressure is not available for normal use. Theres an emergency extension valve handle located a few feet aft of the crew entrance door, about shoulder height. Shifting it to the NLG EMERG EXT position allows the Aux system to provide an alternate source of hydraulic pressure. Once you position the handle, just turn on the Aux pump (or use the handpump behind the left troop door) and the gear should come down and locked. Leave the handle in the EMERG position until the gear is pinned after landing. Refer to the Dash1 for detailed procedures Dash-1 Pg 3-64 Emergency Release Handle: This is a variation of the emergency hydraulic method described above. If the Aux pump isnt working, you may need to pull this handle first (located on the floor next to the CPs left leg) to release the nose gear from its uplock. Once its free, you can use the aux handpump to extend the gear the rest of the way down. Manual Extension (Free-fall): This would be used when you have no hydraulic pressure at all, either from the Utility or the Aux system. The nose gear doesnt have a handcrank like the mains do, so all youre left with is gravity and wind blast to pull the gear down. To do it, place the gear handle DOWN and decrease airspeed below 120 KIAS (but not below Vmca or touchdown speed). Pull the copilots emergency release handle. Allow 30-45 seconds for the gear to extend into the slipstream, then increase airspeed rapidly (do not to exceed 165 KIAS). The gear should extend and lock. Visually inspect the nose landing gear; ensuring the pin, which operates the down and locked indicator, is protruding. During landing, hold nose wheel off the ground as long as possible, but let it down while still have elevator control to do so gently. Dont attempt to taxi! Stop straight-ahead, set parking brake, and chock the nose gear. Dont enter nose wheel/pin the gear with unsafe indication until supported by jacks. Dash-1 Pg 3-64 3-65 One Final Note (per the caution): After using any of the alternate extension methods, its usually a good idea to perform a visual inspection of the landing gear to confirm their down and locked status. This is done by looking through the inspection windows for each gear assembly. Pages 3-66.1 and 3-67 have some diagrams of this. To get the best view of the main landing gear the windows might need to be removed, so make sure the plane is depressurized before doing that. Below is an illustration of unsafe and safe main gear indications. Note how the bottom of the ball nuts contact the lower bumper stop. Dash-1: pg 3-59

THE FIGURE ON THE LEFT IS DOWN AND LOCKED MAIN LANDING GEAR WITH INSPECTION WINDOW AND DUAL RAIL COVER REMOVED. NOTE THAT THE SHOE BOLTS (1), ARE CENTERED WITHIN THE BOLD RECESSES (2), AND THAT THE BOTTOM OF THE BALL NUT (3), CONTACTS THE BUMPER STOP (4).

THE FIGURE ON THE RIGHT DEPICTS THE LANDING GEAR IN AN UNSAFE CONDITION NOTE THE MISALIGNMENT OF THE SHOE BOLTS WITH THEIR RESPECTIVE RECESSES AND THE VISIBLE JACKSCREW THREADS BETWEEN BALL NUT AND BUMPER STOP.

Figure 18 Main Landing Gear Indication SCENARIO: LANDING GEAR SYSTEM FAILURE Question: Youre on a 12-mile final for the ILS Runway 19 at Eglin AFB and the flaps are set at 50%. When the copilot places the landing gear handle DOWN, nothing happens. Hydraulic pressures and fluid levels are normal, and the engineer reports that the landing gear control CB is in. Now what? Answer: Landing gear system failure. If theres no indication of system pressure loss, then the landing gear control valve may have failed electrically. In any case, get out the Dash-1 and review your options for lowering the gear. And dont try to recycle the gear handle to get a good indication. Finally, gear malfunctions may take some time to resolve, so pay close attention to your fuel status. Assuming the landing gear control valve is the culprit in this scenario, youd proceed as follows (Engineer will go to the back and remain on interphone with the flight deck): 1. 2. 3. 4. Pull the landing gear control circuit breaker. (E) Place the landing gear lever in the DOWN position. (CP) Remove the utility hydraulic panel cover. (E) Press the landing gear selector valve button and hold, if reqd, to lower the gear (E)

If the button requires holding to lower the gear, hydraulic pressure will NOT be available for nosewheel steering. Heres a different scenario: What if you observed a loss of system pressure after putting the landing gear lever down? Answer: Immediately place the landing gear lever back UP, and pull the landing gear control circuit breaker. (These two steps isolate the landing gear from the utility system and prevents further loss of fluid in case of a leak)

Discussion: Putting the gear handle UP moves the LG control valve out of the DOWN position, and pulling the CB deenergizes the valve to a neutral, trail center position. Make sure you raise the gear handle first, or the valve will stay seated in the down detent when you pull the circuit breaker, allowing the leak to continue. (As a safety feature, the control valveonce placed in the down detentis designed to stay there after loss of electrical power. This keeps down pressure on the gear and also provides nosewheel steering) If system pressure is still low (not rising) after accomplishing these steps, follow LOSS OF SYSTEM PRESSURE procedures. Proceed with manual gear extension. Dash-1 Pg 3-51, 3-59 MAIN LANDING GEAR TIEDOWN The main landing gear should be restrained with chains (or emergency tiedown fixture) prior to landing if the gear cannot be fully extended. Use tiedowns also when some structural failure has occurred and to keep the gear from moving laterally away from fuselage during landing. Dash-1 Pg 3-69 3-72 NOSE GEAR FAILS TO EXTEND AFTER ATTEMPTING ALTERNATE METHODS In the event the nose gear will not extend after emergency corrective actions are attempted, follow Dash One procedures on preparing to land. Ensure you have reinstalled the nose gear inspection window. Assume a normal landing attitude, and immediately on ground contact, apply enough up elevator to keep the airplane in a level attitude as long as possible. Do not use brakes. After nose contact, use reverse thrust, being careful not to let the nose rise off the ground. Follow ground egress procedures once the aircraft has come to a complete stop. Dash-1 Pg 3-81 3-82 BLOWN NOSE WHEEL TIRES If one nose wheel tire is blown, a normal landing may be made. If both are blown, keep the nose off the ground as long as possible, but make sure you lower it before it drops down on its own. After gently lowering the nose, use max reverse thrust and min braking. This minimizes nose wheel loading. Taxiing is not recommended. Dash-1 Pg 3-81 BLOWN MAIN GEAR TIRE(s) BLOWN OR ONE SIDE WONT EXTEND If one main gear tire is blown, on landing touch down the nose gear as soon as possible, and use max reverse thrust. Taxiing is not recommended. In the event both main tires on one side are blown, or one side of the main gear will not extend: In the case of only one side extending, recommended action is to retract both main gear for landing, and land with nose gear only, or with all gear retracted, if possible. If you cannot raise the other main, or if both tires are blown on one side, follow Dash-1 procedures. Line up on side of runway corresponding to the good gear. The airplane will tend to veer toward the bad gear on landing. Put the drag in the middle Touch down the nose gear as soon as possible. Use the wheel brakes for directional control. Reverse with caution, but use reverse to the fullest extent possible. Do not taxi! Dash-1 Pg 3-81

GEAR UP LANDING In the event of gear-up landing, follow Dash-1 procedures and request foam on the runway (3000 long by 30 wide), if available. Most airfields wont have it. Land in a normal attitude, and ground egress the aircraft as soon as fully stopped. Dash-1 Pg 3-82 3-83

SUMMARY OF LANDING GEAR SYSTEM LIMITATIONS

Max airspeed, extended Contact rate landing: of sink gear for 165 KIAS 540 fpm maximum if: below 130,000 pounds, less than 6,200 pounds of fuel in outboard tanks, external tanks empty, and max 23,500 pounds total fuel in all tanks. 300 fpm if any of the above criteria are not met. approximately 19 seconds

Gear extension/retraction time Avoid braking in a turn. If a stop in a turn occurs, record in 781. After backing or turning, taxi forward at least 5 feet to allow main gear to align. Check en-route supplement for landing / taxi restrictions at airfields (e.g. ST110 means single tandem type gear (ours) limited to gross weight of 110,000 pounds max at that field). Dash-1 Pg 1-191, 2-57, 5-22 5-23, 5-33 5-38, 5-41

Figure 19 Landing Gear Operation

Landing And Taxi Lights

LANDING LIGHTS: One retractable landing light on the underside for each wing approximately midway between the engine nacelles. The extension/retraction toggle switches have 3 positions: Extend, Hold, and Retract. Hold de-energizes the actuator motor and the light will lock in position. Two on/off switches control light illumination. Power for lights and motors is ESS DC. Extend the lights before turning on; turn lights off before retracting in order to avoid potentially dangerous optical illusions on takeoff and landing. CAUTION Do no operate landing lights for extended periods while airplane is on the ground, since neither light has any cooling facility. Dual Mode Landing Light (TCTO 1833): Many Dyess Herks have been modified with the dual mode lights, providing both normal (white light) and infrared (IR) light capabilities. While this system has a poor ergonomic and operational design, it still is a powerful tool for NVG Airland Operations. Master Landing Power switch: Two-Position (ON/OFF) provides power to the extension/retraction motors and turns the IR lights on/off. Normal lights can not be extended and utilized without turning on the IR lights. When flying on NVGs, extending/retracting the lights can only be done with the IR lights on. This may cause a visual illusion. Dash-1 Pg 1-119 1-120.1, 5-41 TAXI LIGHTS: One taxi light is mounted on the inside of each main landing gear door; controlled by a single on/off toggle switch; powered by MAIN DC. One wingtip taxi light is located in each wingtip; controlled by a single on/off toggle switch; powered by MAIN DC. Dash-1 Pg 1-122

SUMMARY OF LANDING & TAXI LIGHT LIMITATIONS

Max airspeed with landing lights extended Max airspeed with dual mode landing extended lights 165 KIAS 250 KIAS

Nose Wheel Steering System

Nose wheel steering is provided via hydraulic pressure and a steering control valve in the utility hydraulic system through the downline of the landing gear control valve. The nose steering wheel and indicator located to the left of pilots yoke; indicator shows deflections up to 60 left/right of center (mechanical stops). A centering cam returns the nose wheel to the centered position whenever the weight of airplane is removed from the nose gear. No attempt should be made to turn the nose wheel while the aircraft is airborne. The pilot must check that the nose wheel steering indicator is centered prior to each landing. Full deflection (left or right) can be achieved with one and one-quarter turns. Dash-1 Pg 1-198 COCKED NOSE GEAR If pilots steering wheel is immovable, or nose gear is cocked, Relieve pressure on nose wheel by applying up elevator after landing, and maintain directional control through use of flight controls, differential power, and brakes. Any attempt to force steering wheel to turn may prevent nose wheel from castering. When landing with a cocked nose wheel, request foam on the runway.

CAUTION Do not use the nose wheel steering with complete loss of the utility system, as inadvertent use may cause the wheel to shimmy or turn from center. Dash-1 Pg 3-83 NOSE WHEEL SHIMMY If encountering nose wheel shimmy, apply up elevator to reduce load on nose wheel. On takeoff, the decision to abort depends on the severity of the shimmy, and whether refusal speed has been reached. On landing, hold nose wheel off ground as long as possible. Dash-1 Pg 3-83

SUMMARY OF TAXI SPEED LIMITATIONS

Nose gear deflected 60 Nose gear deflected 20 or more Aircraft Gross Weight > 155,000 lbs Avoid stopping in a turn. 5 kts max 20 kts max 20 max deflection Record stops in turns in 781

BRAKE SYSTEM
It is absolutely necessary that airplane brakes be treated with respect. They do a good job of stopping the aircraft, but they also build up heat easily. These multi-disk brakes (installed on each of the four main landing gear wheels) are hydraulically operated. The nose wheel does not have brakes. A brake pressure selector switch on hydraulic control panel selects utility hydraulic pressure with Normal selected and auxiliary hydraulic pressure with Emergency selected. If electrical power to selector valve is lost, both normal and emergency systems will be available (selector valves failsafe open), but the brake will operate from system with the highest pressure. A gauge for each brake system indicates that pressure is available to the brakes powered by the respective system. Dash-1 Pg 1-201, 1-203 NORMAL AND EMERGENCY OPERATION During normal brake operation, the utility hydraulic fluid flows through the brake pressure selector valve, the left/right brake control valves, the dual anti-skid valves, brake fuses, and then the shuttle valve to the brakes. During emergency brake operation, aux pressure is routed directly from the emergency brake selector valve through the brake control valve, hydraulic fuses, shuttle valve and to the brakes. Anti-skid is not available. Dash-1 Pg 1-201 ANTI-SKID The anti-skid system reduces brake pressure for any main wheel that approaches a skid. The Anti-Skid system senses wheel speed (and change in speed) electronically. When one wheel slows rapidly, the brake pressure is reduced to keep the wheel from skidding. The system will not operate if the anti-skid switch is OFF, or if the Emergency Brakes are selected. The ANTI-SKID INOPERATIVE light illuminates when anti-skid is not operating. The anti-skid system is automatically disabled and the anti-skid light illuminates anytime the parking brakes are set, the emergency brakes are selected, or the anti-ski switch is turned OFF.

 Dash-1 Pg 1-203 1-204 PARKING BRAKE HANDLE The parking brake is attached to a cable that pulls a pawl into a detent in the brake control lever. This will lock the pedals in a depressed (brakes on) position. No hydraulic pressure is needed to keep the brakes engaged. The ANTI-SKID INOPERATIVE light will illuminate when the parking brakes is set. Dash-1 Pg 1-203 BRAKING OPERATIONS The brakes are very efficient but produce a great deal of heat, so use minimum braking during taxi. The Dash-1 states that the primary means of controlling taxi speed is reverse thrust, and low speed ground idle. Avoid light applications of brakes for long periods of time. If taxiing downwind or downhill causes excessive oil temperature due to reverse thrust. Instead, bring the airplane to a near stop with brakes, and then allow the airplane to accelerate until brakes must be reapplied to control taxi speed. Continue this cycle as required. Braking in a turn is not recommended; if a stop in a turn is required, record in 781. Dash-1 Pg 2-58 2-59 BRAKING DURING LANDING OPERATIONS The brakes must be checked on all full-stop landings. After normal landings where brakes are not used and only checked during ground roll, allow 10 minutes cooling time preceding next takeoff to account for brakes used during taxi. If the runway available exceeds critical field length by a minimum of 300 feet, the 10-minute cooling time may be omitted. For max effort takeoffs allow brakes to cool between aborted takeoffs. ( Vol 3. 39.15) If full anti-ski braking is used for a landing, the gear should be left extended after an immediate subsequent takeoff for a minimum of 15 minutes before retracting the gear or before another braked landing is accomplished. If a short field landing, requiring full anti-skid braking, is followed by an ERO (brakes being used and set), crews must be aware of the hazards associated with heat buildup in the brake, wheel, and tire assemblies; minimize use of brakes, keep personnel clear of the wheel well area to max extent possible, and be prepared to evacuate the airplane if overheating is indicated. Maximum braking: immediately after touchdown, lower the nose gear to the runway and smoothly apply steadily increasing brake pedal pressure until maximum pedal travel is achieved. The brakes remain applied in this manner until the airplane is stopped. Maximum heat buildup after maximum braking: 1-5 minutes in brake assembly. 20-30 minutes in wheel/tire assembly. Do not taxi or tow the airplane for at least 15 minutes after overheated brakes have been cooled. Record hot brakes in 781. After any full antiskid braking operation, above 130,000 pounds allow for 65 minutes of cooling time. Partial braking: Defined as a smooth, 3-second brake application with steadily increasing brake pedal pressure initiated at approximately 90 KIAS. Slight braking to

bring the airplane to a full stop or to maintain taxi speed is permissible under partially braked landings as defined above. The landing interval during stop-and-go or full stop taxi back profiles is limited only by; the time required to fly a normal rectangular traffic pattern. When conducting a series of partially braked landings at minimum interval, full brake application must not exceed 3 seconds, gear must remain extended during the traffic pattern, gross weight limited to 130,000 pounds or less, and no tailwind factor is permissible. When conducting a series of touch and go landings, no minimum interval for brake cooling is required. Fusible Plugs: On most planes, 3 fusible plugs are installed on each main landing gear wheel to minimize tire blowout (caused by hot brakes). When wheel rim temperature reaches 390F the fusible plug core melts, allowing the tire to deflate at a safe rate. Dash-1 Pg 2-83, 7-11 7-14 BRAKE SYSTEM MALFUNCTIONS NORMAL BRAKE MALFUNCTION If the normal brakes fail, select Emergency brakes. If the aux pump is inoperative, the aux system hand pump may be used to stop the airplane by holding the brakes down while operating the hand pump (dont pump the brakes). ANTI-SKID LIGHT IN NORMAL If the anti-skid light illuminates with brake selector switch in Normal, turn the anti-skid OFF and inform the crew. An anti-skid malfunction may cause uneven braking and swerving if anti-skid switch is left ON. The pilot should release brakes and re-apply, taking care not to lock the brakes since anti-skid is no longer available. Taking off or landing without anti-skid requires adjustments to be made in TOLD distances. Dash-1 Pg 3-11

Aft Cargo Door & Ramp, and Airdrop Systems

RAMP AND DOOR The ramp and door control is located on a panel aft of the left paratroop door. The ramp and door may be operated in the air as well as on the ground from this panel. Dash-1 Pg 1-205 1-206 ADS The airdrop system (ADS) controls are located on the flight control pedestal, and are used for equipment airdrop. The ramp and door control switch opens the door and lowers the ramp to the airdrop position. Because of the touchdown relay, this switch will only operate when the airplane is airborne. A ramp and door open light illuminates whenever door is fully open and ramp is in the airdrop position. The chute release switch, when depressed, releases extraction chute from bomb rack above ramp (if ramp and door are in airdrop position). A manual release handle is located on left side of FS245 near the right hand rail control handle. When pulled, it mechanically releases the extraction chute. This is used when ADS release switch fails (or when the copilot fails to push the button). Dash-1 Pg 1-205 1-206, 1-211, 1-215

Master Door Warning Light

The master door warning light, on the upper left of the pilots instrument panel, illuminates whenever the crew entrance door, either paratroop door, the ramp, or the cargo door are not secure, and whenever the ramp and door switch on the ADS panel is not in the Closed or OFF position (in flight only). Dash-1 Pg 1-274 MASTER DOOR WARNING LIGHT (IN-FLIGHT): If the master door warning light comes on in-flight, check that the ADS ramp and door switch is OFF. Also ensure all occupants are seated and strapped in immediately. The crew will don oxygen masks (100% oxygen) if flying above 10,000 feet MSL. Descend if needed. Depressurize at altitude, or after descending depending on current altitude and whether all occupants have oxygen. Descend before depressurizing even if all crewmembers have oxygen if altitude is above 18,000; descend below 10,000 if possible if passengers are aboard, even if they have O 2 available. Take the air conditioning to Aux Vent (heads up, if youre at high altitudesitll get cold.) If we depressurize, why go to Aux Vent? If even a little pressure is still on the airplane, great outward force is pressing against all the doors. Outward opening doors, like the crew entrance door, can be especially dangerous if they suddenly open. Aux vent is just another way to safely let the FE check the doors. The flight engineer (not LM) will check the doors, wearing a preflighted restraint harness. If it cannot be determined what caused the door light to illuminate, the flight may be continued with partial pressurization, at the pilots discretion, below the point where the light illuminated, with all personnel secured by safety belts. If the doors are secure and the trouble determined to be a door-warning switch, the airplane may be fully pressurized. The engineer will then disable the master door warning for that door; to ensure that accurate indications are still available for the other doors. Dash-1 Pg 3-48 3-3-50

Auxiliary Power Unit (APU)

The APU eliminates the need for external pneumatic and electrical power by providing bleed air while on the ground for the engine starting and air-conditioning systems. The APU is a small jet-engine connected to a 40 kVA AC generator, located on the forward section of the left wheel well. The engine turns at very high RPM, so remain clear of the air intake and exhaust. If foreign material enters the air intake, the turbine could fail, damaging personnel/equipment. The exhaust is extremely hot and is self critiquing when getting too close. A direct line from the No. 2 main fuel tank surge box provides fuel to the APU, therefore no switches are required to run the unit. The fuel shutoff valve is ISO DC motor-operated and is opened automatically by start control circuitry. Fuel and ignition circuits are energized when APU oil system reaches approximately 4 psi, activating an oil pressure switch (4 psi occurs at about 10% RPM). The fuel valve closes when the APU control switch is placed to STOP. It will also close anytime ISO DC power is lost. The APU controls and warning lights are located on overhead electrical control panel. The APU Control Switch has three positions: STOP: In this position an overspeed test solenoid breaks contacts on the 110% speed switch, shutting down the APU and closing the APU inlet door (after APU speed decreases below about 18% RPM). RUN: This position energizes the run and safety circuits.

START: The start position is spring loaded back to the RUN position. When held in START, ISO DC is provided to open the APU inlet door (35 on ground, 15 in flight). START also energizes the start and holding relays (which open the fuel shutoff valve and energizes starter). The start relay remains energized until the circuit is broken by the 35% switch. The APU Bleed Air Valve Switch is a two-position (OPEN/CLOSE) toggle switch. When opened, APU supplies bleed air to the aircraft main manifold. It cannot be opened prior to 95% APU RPM due to 95% speed switch that prevents premature loading of APU compressor. The APU is to be used in flight for electrical power only; do not open bleed APU bleed air valve in flight. Inconnel tubing in the APU compartment provides APU fire detection. The APU is shutdown using the T-Handle that is located to the right of engine fire handles. When pulled several things happen: Use the mneumonic BEEF Door to help you remember. B leed air valve closed. (ISO DC) E xtinguisher system control valves positioned. (Battery) E xtinguisher agent discharge switch is armed. (Battery) F uel shutoff valve closed. (ISO DC) D oor (APU) Closes (after RPM decreases to about 18%) APU INDICATORS APU Start Light stays on whenever start circuits energized (until 35% RPM). APU ON SPEED Light illuminates when the APU reaches operating speed at 95%. APU Door Open Light illuminates when the intake door is not closed. APU Tachometer indicates percent permissible RPM (driven by self-powered tachometer generator). 100% equals 42,000 RPM. APU Exhaust Gas Temperature (EGT) Gauge (0 - 1000C, in 20 increments) reads exhaust gas temperature sensed by thermocouple thermometer.

Dash-1 Pg 1-41 1-45, 1-268, 1-271 APU OPERATION SUMMARY STARTING THE APU: Ensure the APU is clear. Hold the APU control switch to START until Door Open light and Start Light (at 10%) illuminate. Then release the switch to RUN. At 35% RPM, the Start Light goes out. At 95% RPM, the On Speed Light illuminates. APU generator may be turned on as soon as the APU comes on speed. On the other hand you must allow 1 minute for warm-up before applying bleed air load (4 minutes when OAT 0C or below). After warm-up, ensure the APU is producing aminimum of 35 psi. STOPPING THE APU: Just reverse your steps to kill the APU. Close the APU bleed air switch, turn off the APU generator, and toggle the APU control switch to STOP. Dash-1 Pg 1-45 1-46

SUMMARY OF APU LIMITATIONS

Bleed Air Output Air Check EGT Normal Maximum RPM Normal Maximum Min: 35 psi 3015 in no less than 8.5 seconds 260 - 650 C 650 C 95% - 105% 106%

Overspeed Start Cycle Warm-up Altitude Limit

110% (overspeed solenoid will shut system down) 1 minute - ON, 4 minutes OFF 1 minute (4 minutes if OAT below 0 C) Allow for 1 minute of no load before stopping APU as well. APU may not start or operate at altitudes above 20,000 MSL

Dash-1 Pg 1-44 1-46, 2-17, 5-6, 5-9

APU EMERGENCIES
EMERGENCY APU SHUTDOWN See BOLDFACE. Dash-1 pg. 3-6 LEFT-WHEEL OVERHEAT If a left-wheel overheat indication occurs, turn off the APU or external bleed air. If the indication continues after 1 minute, turn the No. 1 & 2 Bleed Air Switches OFF and close the Bleed Air Divider Valve. Once the APU is shutdown due to an overheat, it will not be available for use during electrical malfunctions. Dash-1 Pg 3-43 Fig 3-4

Bleed Air System

OVERVIEW There are three sources of bleed air: each operating engine, the APU (when on the ground), and the external Air Cart. Bleed air supplies the following pneumatic systems: the engine starter, air conditioning and pressurization systems, anti-ice (wings, tail, engines, and urinal ejectors), and windshield defogging. The bleed air manifold acts as a storage and distribution system. A main manifold extends within the wings leading edge with branch ducts distributing air to various pneumatic systems throughout the airplane. The engine bleed air manifold reroutes bleed air from the main manifold to the engine systems for engine starting and air inlet scoop/oil cooler scoop anti-icing. It also routes bleed air from the engine compressor to main manifold and engine systems. Dash-1 Pg 1-138 BLEED AIR REGULATORS Four engine bleed air regulators connect the engine bleed air manifold to the main manifold. Each regulator is solenoid controlled, pneumatically actuated, and failsafe closed (closes in event of ESS DC failure). They are each individually controlled by its own 3-position switch, located on the overhead anti-icing control panel. OFF closes bleed air regulator. ON allows the regulator to modulate output; set to keep main manifold pressure at approximately 45 psi. OVERRIDE is non-regulating setting; positions regulator to full open. Dash-1 Pg 1-136 1-137, Fig 1-42, 1-140

BLEED AIR PRESSURE GAUGE The bleed air pressure gauge is either located above the CPs upper circuit breaker panel on the H-Model, or behind the Nav Station on the E-Model. This gauge indicates the pressure (in psi) in the bleed air manifold. When the flight station air conditioner is operating, the gauge indicates 6 psi lower than the actual manifold pressure. BLEED AIR LEAK CHECK APU: 35 psi minimum. Leak check from 30 psi to 15 psi in no less than 8.5 seconds. Engine: 70 psi minimum. Leak check from 65 psi to 35 psi in no less than 10 seconds.

Dash-1 Pg 1-140, 2-17, 3-44, 7-8 BLEED AIR DIVIDER VALVE The bleed air divider valve divides the bleed air manifold in half to facilitate control of the system; closing the valve isolates the system so that one air conditioning unit can continue to operate in case of bleed air duct failure. A two-position switch (ESS DC) controls the motor-driven bleed air divider valve. The valve is motored closed with CLOSED selected and motored open with NORMAL selected. Since it is motor-driven, the valve freezes in last energized position when power is lost. Dash-1 Pg 1-140 BLEED AIR ISOLATION VALVE Two wing bleed air isolation valves separate each wings manifold from the rest of the main bleed air manifold; used as backup to the bleed air divider valve. The valves are closed electrically (ESS DC), but must be opened manually with handles located on each side of the cargo compartment, forward of the wing beam. Dash-1 Pg 1-140

BLEED AIR SYSTEM MALFUNCTIONS

Bleed air leaks can be quite hazardous, with 600 F air potentially starting a fire, and damaging aircraft structure, equipment, electrical wiring, and/or fuel tank sealant. There are two types of bleed air system failure: uncontrollable loss of bleed air (bleed air leak) and failure of an engine bleed air regulator. Dash-1 Pg 1-9, 3-42 BLEED AIR REGULATOR FAILURE Should the bleed air regulator fail, you will not be able to open the valve for engine start. Some FEs will tap on the valve with a mallet or some other tool Often, that will correct a stuck valve. If not the HERK procedures in Chapter 12 of Vol. 3 may help. A manual wrench on the valve allows the bleed air regulator to be opened to start the engine on the ground in case of emergency (departing a hostile field) when the regulator has failed closed. However, when manually opened in this fashion the regulator cannot be closed in flight; potential complications if bleed air malfunctions encountered in flight. Vol 3, para 12.43 BLEED AIR LEAK

Discussion: Sim instructors at the schoolhouse say this malfunction is one that many crews tend to rush through and miss steps on. When procedures call for closure of engine bleed air valves, the FE needs to look for a rise in torque to confirm that they actually close. Dont rush! Note: On the H1 the procedure calls for closing of the Bleed Air Divider Valve for isolation. Bleed air isolation valves will be closed at the discretion of the flight crew. Question: While en route to Eglin AFB from Pope, you notice that the torque on all four engines briefly drops about 1,000 in-lbs, then returns to near normal. At the same time, the other engine instruments start moving erratically. The LOX gauge is also fluctuating, and the Nav informs you that his radar is inoperative. Whats the problem? Answer: Possible bleed air leak. Other symptoms may include: illumination of fire lights, erratic operation of electrical equipment, wing overheat, and loss of bleed air as indicated by low manifold pressure. If bleed air is being lost from the system, the engineer will proceed as follows: 1. 2. ENGINE BLEED AIR switches on the affected wing - OFF BLEED AIR DIVIDER VALVE CLOSED If an uncontrolled loss of bleed air cannot be isolated, place all engine bleed air valve switches to OFF and land as soon as possible. CAUTION If an engine bleed air valve cannot be closed (regulator closure is determined by observing torque increase on affected engine) and the bleed air system is leaking, it may be necessary to shut down the engine. CAUTION Do not open the APU bleed air valve after landing. If an uncontrolled loss of bleed air is experienced, operation of APU bleed air could repressurize the area(s) where the failure occurred. NOTE When all Bleed Air switches are OFF, air flow to both air conditioner units is lost, thus depressurizing the aircraft. There is a whole page or so, in the Dash-1, that addresses bleed air overheats associated with the anti-icing system. While that is indicative of a bleed air leak, well discuss those EPs in the anti/de-icing section of the study guide. Dash-1 Pg 3-42

SUMMARY OF BLEED AIR LIMITATIONS

Bleed Air Output APU Output Engine Output Min: 35 psi Min: (unregulated) 70 psi Regulated: 45 psi. If individual regulator pressures are not within approximately 3 psi of each other, place the bleed switches to either OFF or OVRD for takeoff 3015 psi in no less than 8.5 seconds 6535 psi in no less than 10 seconds

Bleed Air Check APU Engine

Air Conditioning & Pressurization AIR CONDITIONING SYSTEM

The C-130 has two independently operated altitude compensating air conditioning units, plus under-floor heating, that provide climate control and supply air with which

to pressurize the aircraft. The flight deck air conditioner is located under flight deck; output 70 pounds per minute (ppm) at sea level (33 ppm at 35,000 feet). (NOTE: EModel only produces 35 ppm at sea level). The cargo compartment air conditioner is located in the forward unpressurized portion of the right wheel well. The output is the same for both E & H model Herk; 70 ppm at sea level (33 ppm at 35,000). The underfloor heating unit provides an additional 34 ppm at 35,000 feet. Dash-1 Pg 1-140 OPERATION OF AIR CONDITIONING The airflow regulator for each unit controls bleed air from the bleed air manifold to each unit. A two-stage refrigeration unit is used to cool the 600 F bleed air. The first stage cools bleed air by passing through a heat exchanger (manifold tubing exposed to ambient outside air; no actual air exchange takes place). The second stage uses a portion of cooled air and super cools the air by turning a turbine. (The air expends energy to turn the turbine, and rapidly expands, and thus is super cooled). Temperature control is done electrically by opening temperature valves to mix hot bleed air, first stage cool air, and second stage super cooled air to achieve the desired temperature. Water separation is used to remove about 80% of moisture from air for crew comfort and to reduce fogging. Dash-1 Pg 1-140 UNDER FLOOR HEATING Hot bleed air is routed between the cargo floor and aircraft skin to keep the floor warm at approximately 80 F. Bleed air is routed via a shutoff valve (upstream, and therefore independent of cargo compartment air conditioning) and through a motordriven under-floor temperature control valve to automatically maintain the proper temperature. A recirculating fan is used to direct hot air from the top of the airplane and blow it back to the floor. The fan will come on whenever the under-floor heat is selected (regardless of fan switch position) or when independently selected with fan switch (with under-floor off). Running the fan in hot weather conditions helps cool SKE R/T, and cuts down on some SKE malfunctions. Dash-1 Pg 1-145 AIR CONDITIONING CONTROLS The air-conditioning controls are located on the overhead panel next to APU control panel. AIR CONDITIONING MASTER SWITCH The Air Conditioning Master Switch is a 5-position rotary switch: AUX VENT: Turns on both air conditioning units and under-floor heating off; ram air ventilates airplane. Safety valve and outflow valve open. OFF: Both air-conditioning units and under-floor heating off. Safety valve closed, outflow valve open. NO PRESS: Both air-conditioning units on (if selected on their respective shutoff switches), under-floor heating as selected. No pressurization. Outflow valve and safety valve open. AUTO PRESS: Both air-conditioning units on (if selected), under-floor heating as selected. Desired pressure automatically controlled. Safety valve closed, outflow valve and safety valve open. MAN PRESS: Both air-conditioning units on (if selected), under-floor heating as selected. Allows for manual control of pressurization. Safety valve closed, outflow valve manually modulated via electrical circuitry. TEMPERATURE CONTROL SWITCHES

Temperature control switches allow separate automatic or manual temperature control of the flight deck and cargo compartment units. Each unit has a 4-position toggle switch: AUTO, COOL, WARM, and OFF (COOL & WARM will spring load back to OFF). In AUTO, the temperature is as selected by the rheostat switch adjacent to it. When positioned to COOL or WARM, switches directly position the temperature control valves toward cooler or warmer positions. The Manual switch must be held for about 35 seconds for the valve to move from extreme hot to extreme cold position. The switch must be held for about 4 minutes for valve to go from extreme cold to extreme hot. In event of loss of electrical control power to the air conditioning system, the temperature setting cannot be changed because the temperature control valves remain in last energized position. SHUTOFF SWITCHES Two shutoff switches enable either air conditioning system to be shut down individually. If OFF, the airflow regulator stops bleed airflow regardless of setting of air conditioning master switch. FLIGHT DECK DIVERTER SWITCH The H-Models large flight deck air conditioner is often more than the flight deck crew needs. A Flight station airflow control (a 4-position rotary switch) allows and controls how much, if any, air from the flight station air conditioner is diverted to cargo compartment via a 5-inch diameter duct. Flight Station 30% 60% 80% 100% Cargo Compartment 70% 40% 20% 0%

MIN: Diverter valve full open NORMAL: Diverter partially open INTMED: Diverter partially open MAX: Diverter valve closed

Flight station airflow switch may be used to provide some airflow from the cargo compartment to the flight station when the flight station air conditioner is inoperative. UNDERFLOOR HEATING SWITCH Under floor heating switch: ON/OFF toggle that turns on under floor heating and recirculation fan. Under floor heating fan switch: ON/OFF toggle, turns on cargo compartment recirculation fan only. Dash-1 Pg 1-145 1-147

PRESSURIZATION SYSTEM
The Herk gets its cabin pressure from bleed air ducted through the flight station and cargo compartment air conditioners. It consists basically of a pressure controller (that controls the outflow valve), various pressure gages, a safety valve, and emergency depressurization door. CABIN PRESSURE CONTROLLER The cabin pressure controller is located on the overhead air conditioning and pressurization panel. It has 3 functional modes: rate of climb control, maintain cabin altitude, maintain maximum pressure differential. The rate of cabin pressure change (rate of climb control) can be regulated at a minimum of 30-200 fpm and a maximum of 1600-2900 fpm. It will maintain the

selected rate of climb until reaching the desired cabin altitude. The controller can maintain a cabin altitude automatically from 1000 to +10,000 feet (constant pressure or isobaric control). It will maintain that selected cabin altitude automatically until a maximum differential pressure is reached (15.16 Hg). After the maximum differential is reached, the cabin altitude will rise directly as aircraft altitude increases. The MX T.O. (21 GS) states that the differential pressure is limited to 15.18 Hg by the pressure controller, but why that is different than the Dash-1s 15.16 Hg is unknown. In event of loss of electrical control power to the pressurization system, automatic control of pressurization continues as selected on the pressure controller. Normal ops can continue. Only manual control of pressurization has been lost. Dash-1 Pg 1-149 1-150, 1-155 Fig 1-50, 5-42 OUTFLOW VALVE The outflow valve is located on the right side of the side of the airplane at the aft end of the flight station. It regulates outflow of air from inside the airplane to control pressurization. The valve is controlled by the pressure controller (pneumatically) or by manual pressurization in case the pressure controller fails, or if pressurization outside of normal range is desired. Manual pressure control provides an alternate means of regulating pressurization in case the pressure controller fails, or if pressurization outside of normal range is desired. The gage limit of the outflow valve is (-1.2 to 15.8 Hg). Dash-1 Pg 1-149 SAFETY VALVE The safety valve is located on the aft cargo door (the barbecue grill), and is electrically and pneumatically controlled. It is pneumatically opened for a nonpressurized condition or emergency depressurization. It is normally closed when the aircraft is pressurized. Itll open a automatically to relieve excessive positive (15.9) or negative (-0.76) differential pressure. Dash-1 Pg 1-150 EMERGENCY DEPRESSURIZATION SYSTEM The emergency depressurization switch is a guarded toggle switch located beneath the differential pressure gauge. This is the electrical (BATT DC) method of depressurizing the airplane for emergency conditions. When the switch is positioned from Normal to Emergency Depressurization the shut-off valves for the air conditioning units & the under-floor heat are closed and both outflow & safety valves are opened. The aircraft may be later repressurized by placing switch back to Normal. The emergency depressurization handle is a yellow a T-handle directly above pilots head. This is a mechanical means in which to depressurize the airplane. Pulling downward on the T-Handle releases a depressurization panel in the center overhead escape hatch. This of course will create a hole big enough to quickly depressurize the airplane. Now while this panel may be reinserted to repressurize, it is widely considered to be a difficult task to accomplish while airborne. Therefore the emergency depressurization switch should be the primary means for quickly depressurizing the aircraft. Dash-1 Pg 1-150. 1-153

SUMMARY PRESSURIZATION LIMITATIONS

Outflow Valve Safety Valve relieves pressure at Pressure Controller (in AUTO) Cabin Altitude Select Knob -1.2 Hg (min); 15.8 Hg (max) -.76 Hg and 15.9 Hg 15.16 Hg Do not force below -1000 or above 10,000. may damage the pressure controller.

To do so

Jettison Crew Entrance Door Taxi/Takeoff While Pressurized

Cabin Pressure should be no greater than 3.1 Hg Do Not Pressurize Do not attempt to lock or unlock any window, door, or hatch (first depressurize and turn air-conditioning master switch to AUX VENT.)

Dash-1 Pg 1-149 1-150, 1-153, 1-155 (Fig 1-50), 1-57, 3-78, 5-42

AIR CONDITIONER & PRESSURIZATION EMERGENCIES

EMERGENCY OPERATION OF CABIN PRESSURIZATION PRESSURE INCREASE: A cabin pressure increase only occurs when an outflow valve is malfunctioning in a closed or nearly closed position. If the outflow cannot be controlled by automatic or manual means, cabin pressure may increase at an excessive rate; it will have to be reduced by other means: Immediately shut off engine bleed air, one at a time, until the rate of pressure increase is at a safe value. Control pressure by using engine bleed air to vary the amount of conditioned air as necessary. If further control is needed, consider using only one air-conditioner during descent to expedite depressurization. PRESSURE DECREASE: Several things may cause a decrease in or loss of pressurization. If you cannot control the loss, don oxygen masks immediately and begin a descent if required. Maintain an altitude at which oxygen is not required. Check for an excessive cabin leakage at doors, windows, hatches, and the safety valve. WARNING Never attempt to lock or unlock windows, doors, or hatches while the airplane is pressurized. The FE will depressurize the airplane, and then place air conditioner master to AUX VENT. Check the bleed air system for excessive external leakage by completing bleed air check procedures. As discussed before, the bleed down should be from 65 to 35 psi in no less than 10 seconds. Dash-1 Pg 2-17, 3-44, 7-8 RAPID DECOMPRESSION Question: While flying at FL190 you hear a loud bang somewhere in the back of the aircraft. It suddenly gets cool on the flight deck and the air gets a little foggy. The loadmaster says theres a 1-ft square section of skin missing from the top of the cargo compartment behind FS 245. Answer: Rapid Decompression. 1. OxygenAs required (P)

Pilot will direct crew to go on 100% oxygen as required 2. Safety beltsAs required (ALL)

The engineer should make an inspection of the fuselage during descent (using a walk-around bottle, if required, and wearing a restraint harness or parachute to determine what caused the decompression and the extent of any damage. With no structural damage, descent airspeeds may be increased not to exceed maximum speeds. With structural damage, the pilot will determine a safe speed. Flap configuration for landing will depend on the type of structural damage. 3. DescentAs required (P)

WARNING With certain types of structural damage, changing the center of lift with the flaps may induce further damage. Consider the type of damage before prior to changing aircraft configuration. Given the sudden loss of pressure in this scenario, an emergency descent will be required to reach an altitude where oxygen is no longer required. Emergency descent is covered later on this page. Also consider doing a controllability check, depending on the severity and location of the structural damage. Additional Considerations: General Flight Rules says that if an aircraft loses pressure and any occupant lacks oxygen equipment, the pilot must descend to maintain a cabin altitude of 10,000 feet or less. Additionally, the pilot must notify the flight safety office of any unintentional loss of cabin pressure. Dash-1 Pg 3-51; AFI11-202.3 Section 6.4, Table 6.1 EMERGENCY DESCENT WITHOUT STRUCTURAL DAMAGE: A rapid descent with gear and flaps up should be flown. Set throttles to FLIGHT IDLE and descend at maximum speeds. When flying in excess of VH Avoid moderate and severe turbulence WITH STRUCTURAL DAMAGE: Unless there are indications that changing the airplane configuration will cause further damage, carry out a rapid descent with the gear and flaps down. Reduce speed, lower the flaps to 100% and extend the gear, set throttles to FLIGHT IDLE, and maintain 145 KIAS in the descent. Dash-1 Pg 3-51 WINDSHIELD AND WINDOW FAILURE If an windshield or other window failure occurs, reduce the cabin pressure to 10 inches Hg or less when: An inner or outer pane of any cargo compartment window cracks. Either or both panes of any flight deck window crack (positive pressure is maintained in this case to counteract ram air pressure on flight deck windows).

Reduce cabin pressure to zero if both panes of any cargo compartment window crack. Dash-1 Pg 3-50 IN-FLIGHT DOOR WARNING Question: While en-route to Eglin AFB at FL190, you pass through an area of turbulent air. Suddenly the master door warning light illuminates. The loadmaster calls and informs you that he sees a red light illuminated next to the crew entrance door. You have four passengers on board the aircraft. Answer: In-flight Door Warning When the master door warning light or an individual door warning light illuminates, notify crew and passengers, check ADS RAMP & DOOR switch OFF, and proceed as follows: WARNING Upon notification of door warning light, all crew members will immediately fasten their safety belts. The LM will ensure that the passengers fasten their safety belts also.

WARNING Personnel will not go near the crew entrance door until it has been determined that its safe to do so. 1. OxygenAs required (P)

The pilot will direct all crewmembers to don their oxygen/quick-don masks and to select 100% on their regulators. WARNING If the airplane is still pressurized, the pilot will direct anyone on the flight deck without seats or oxygen to remain there until the cause of the unsafe indication is determined. 2. 3. PressurizationDescentDepressurizing (E) As required (P)

NOTE If range is an important and all passengers have supplemental oxygen, the pilot may elect to have the crew go on oxygen, the airplane depressurized, and the door inspection made at altitude. 4. 5. Air conditioning master switchDoorsAUX VENT (E) Checked (E)

WARNING The airplane shall be completely depressurized before making a door check. The engineer will check the door, and must wear a restraint harness or parachute. If it cant be determined what caused the door light to illuminate, the flight may be continued with partial pressurization at the discretion of the pilot (below the point where the light illuminates and with all personnel secured with safety belts). If the doors are fully secure and the trouble is determined to be a faulty door warning switch, the airplane may be fully pressurized. If flight profile permits, it is desirable to not have any pressure on an outward-opening door, such as the crew entrance door or cargo ramp, unless door-warning system is fully operational. 6. Master door warning light switchOFF (E)

Related Question: What if the door open light illuminated as you were climbing through an intermediate altitude, say 13,000 feet. Lets say you ask for and receive clearance to descend to 9,000 so you can depressurize and inspect the door. But as you begin your descent and the FE starts depressurizing, the door warning light suddenly goes out. Could you elect to level off at that altitude and just continue with partial pressurization? Answer: No. The point of this question is that you must inspect the door before making any decision to continue with partial pressurization. And in order to do the door inspection, the airplane must be completely depressurized. A good answer would be to continue the descent below 10,000 feet, so you and your passengers can come off oxygen. Then, finish depressurizing and have the FE inspect the door. His findings will determine the correct course of action. Read carefully: The door is not secure. This happens occasionally with the crew entrance door, when the latch mechanism gets out of adjustment and the door doesnt fully close. As pressurization increases, the door bows outward until it breaks contact with the warning switch. There is no choice in this case. Do not pressurize the airplaneeven partiallyand continue to your destination below 10,000 feet, if practical. The door is secure, and the door warning switch looks good. This is an example where the FE cant determine what caused the light to illuminate. Under these conditions,

you could elect to restore partial pressurization (below where the light came on). personnel must remain seated with their belts fastened, however.

All

The door is secure, but the door warning switch is faulty. If the warning switch itself is confirmed bad, then you can continue with full pressurization. Dash-1 Pg 3-48 3-50

Anti-Icing and De-Icing Systems

ENGINE INLET ANTI-ICING The engine inlet anti-icing system uses bleed air to prevent ice formation on the air inlet duct, oil cooler duct, inlet housing guide vanes, and the torquemeter shroud. AIR INLET DUCT Anti-icing is still available on a shutdown engine if bleed air regulator valve is open and the fire handle not pulled out. This will allow air from bleed air manifold to provide the anti-icing. OIL COOLER DUCT Anti-icing is also available on a shutdown engine if bleed air regulator open and fire handle not pulled out. INLET HOUSING GUIDE VANES Anti-icing only comes from the bleed air produced by its own engines compressor diffuser section, due to valve design. Therefore, it is not available on a shutdown engine. Example: #3 engine inlet housing guide vane can only be de-iced by bleed air from engine #3. TORQUEMETER SHROUD Anti-icing for the torquemeter shroud also comes from that engines own diffuser section, and is again not available on a shutdown engine. The above anti-icing features are designed to prevent ice from blocking airflow to engine. They are electrically failsafed ON, so that a loss of electrical power will turn the system on. Dash-1 Pg 1-164 ENGINE INLET DE-ICING SWITCHES The engine inlet anti-icing switches are located on anti-icing systems control panel. Each switch has an ON and OFF position. The ON position activates the anti-icing for the engine inlet, oil cooler scoop and vane anti-icing systems (when the anti-icing master switch is in the MANUAL position). If the master switch is in AUTO, then system deactivated until ice detection system detects ice. When the engine inlet antiicing switch is on the OFF position, the oil cooler coop and anti-icing valves are closed and no anti-icing protection is available. Dash-1 Pg 1-164 PROP ANTI/DE-ICING SYSTEM PROP ICING CONTROL SWITCHES There are four prop ice control switches that are located adjacent to the prop and engine anti-icing master switch. The ON position controls the electrical current to prop components. The OFF position de-energizes the prop system. A prop de-icing timer cycles power to prop de-icing system to prevent overloading of aircraft electrical system. This timer provides de-icing to one prop at a time, giving each the systems full 65-90 amps for 15 seconds of each minute. Ammeters are used to detect system operation. If the de-icing amperage for any prop falls below 65 amps, there may not be enough current to properly de-ice the prop, so do not fly into known or forecast icing. The blade and aft portion of rear rotating spinner de-icing uses C phase, Right Hand AC power. The spinner middle section, forward part of

spinner rear section, and spinner plateau de-icing use the B phase of Right Hand AC power. Spinner anti-icing provides continuous heating (not timed) of spinners forward section and propeller afterbody to prevent ice formation. The spinner ammeters indicate the amps drawn by the spinner base; each prop uses about 20 amps, for a normal total of about 75 amps to all props; uses phase A RH AC power. Normal system limits for anti-ice power are the same as de-ice power at 65-90 amps. The prop anti-icing system is activated in two ways. The appropriate system energized when the prop and engine anti-icing master switch is in MANUAL and one of the corresponding prop ice control switches are ON. If the prop ice control switches are on and the master switch is in AUTO, the system will only energize when ice is detected. Dash-1 Pg 1-165 1-167 RADOME DE-ICING Radome de-icing has been deactivated; it utilized bleed air to de-ice radome, hence the possibility of radome overheats. CONTROLS AND INDICATORS OF AUTO ICE DETECTION SYSTEM When the system senses ice buildup in the inlet air scoop, it energizes the automatic system which, in turn, turns on engine inlet and propeller anti-icing and de-icing systemsprovided that the selected switches are in the ON position and the prop and engine anti-icing master switch is in the AUTO position. THE PROP AND ENGINE ANTI-ICE MASTER SWITCH The prop and engine anti-ice master switch is located on anti-ice master switch control panel (on overhead control panel). AUTOMATIC transfers control of system to ice detection probes. When placed in RESET and released, anti-icing systems are turned off, and automatic feature is re-armed. MANUAL eliminates automatic anti-icing and ice detection system. ICE DETECTION PANEL The ice detection panel is located to the right of fuel enrichment switches. An Amber light (labeled ON) indicates when probes detect icing condition. A Green light (labeled NO ICE) indicates when probes are clear of ice. There are two ground check switches labeled 2 and 3 that test the respective ice probes in the inboard engines. There is also an Amber light extinguish button (press for light out). Dash-1 Pg 1-168, 1-170 OPERATION OF THE AUTOMATIC ICE DETECTION SYSTEM The FE positions the prop and engine anti-icing switches to ON, and positions the antiicing master switch to AUTO. FLIGHT IN ICING CONDITIONS: When ice accumulation is sensed by ice detection probes, the probes energize the anti-icing systems, and the Amber light illuminates. The Prop anti-icing and de-icing ammeters indicate loads. If the ammeter for the prop blades (phase C) indicates an insufficient load (blade de-icing inoperative), do not fly into known or suspected icing. Although legal to fly into icing with spinner anti/deicing inop, ice building up and breaking off the spinner could get ingested by engine, and should be normally avoided if possible.

WHEN OUT OF ICING: The system will not automatically turn off. The Green NO ICE light will illuminate to indicate that no ice is being detected by probes. The light actually turns on 90 seconds after probe is clear of ice due to 90-second no-ice delay timer. The FE puts the prop and engine anti-icing master switch to RESET, then to AUTO to deactivate and rearm the system.

Figure 20 Automatic Anti-Icing Concept Dash-1 Pg 1-165 1-170 LEADING EDGE ANTI-ICING SYSTEM The wing and empennage leading edge anti-icing system uses bleed air to heat the leading edge sections of the wing and empennage to remove ice in flight. 600F bleed air mixes with ambient air to channel 350F air along the skin of the leading edge. Two switches are used to active the anti-icing. One switch activates the wing antiicing, while the other activates the empennage. The temperature is controlled automatically. Many pilots use the leading edge as de-icing instead of anti-icing. Since continuous use of the leading edge requires less bleed air (some of the 350F air is recirculated), you can keep your TAS up by not cycling it on and off when flying in and out of the clouds. Dash-1 Pg 1-158 1-159 TEMPERATURE INDICATORS There a 6 leading edge temperature indicators located adjacent to the control switches. They indicate the temperature of the air in the leading edge next to the fuel tanks. They are marked in three ranges: Blue: INOPERATIVE (below 75F). Green: NORM OPERATION (75-200F). Red: OVERHEAT (above 200F).

Dash-1 Pg 1-159 OVERHEAT WARNING PANEL The anti-ice overheat warning panel contains 7 overtemp warning lights, and is located on the right outboard edge of the overheat control panel, above the CPs head. The seven lights and their associated temperature indicators and areas of overheat are as follows: L outer wing left outboard and left inboard temperature indicators.

LH center wing left center wing only (no temperature indicator). R outer wing right outboard and right inboard temperature indicators. RH center wing right center wing only (no temperature indicator). L wheel well left wheel well/APU compartment (no temperature indicator). R wheel well right wheel well/cargo compartment air conditioner/under-floor heating (no temperature indicator). Nose wheel well Nose wheel/radome anti-icing (deactivated). NOTE There are no indicator lights for the STAB and FIN areas, just the appropriate temperature indicators.

Dash-1 Pg 1-159 BLEED AIR ISOLATION When closing a engine bleed air regulator, bleed air is restricted to/from that individual engine only. Each engine isolated in this manner provides its own antiicing. If both wing isolation valves are closed, air conditioning and pressurization will be lost, as well as empennage anti-icing. Generally, use of the engine bleed air regulators and bleed air divider valve provide sufficient bleed air isolation capability. Dash-1 Fig 1-54; Pg 3-42 3-43

WING/EMPENNAGE AND WHEEL WELL OVER-TEMPERATURE INDICATIONS Discussion: Hot bleed air is a dangerous but necessary component of normal operations. It deices the wings and empennage, powers the ATM, and lets us pressurize the airplane. Lockheed installed various sensors throughout the plane to help us detect leaks and isolate them before real damage occurs. This diagram, seen on pg. 3-40, is your guide to troubleshooting these leaks. If you see:
Any Wing Over- temp Light or Indicator

Either Stab & Fin Indicator

Left Wheel Well Lt.

Right Wheel Well Lt.

Turn Off:

Wing Anti-Icing

Empennage Anti-Icing

APU / External Air

Cargo Comp. AC UnderFloor Ht

Affected Wing Eng If Overheat Bleed Air Continues Switches-OFF After One Bleed Air Divider Minute: Valve SwitchClosed APU/External AirOFF

Left Wing Engine Bleed Air Switches OFF Bleed Air Divider Valve Switch CLOSED APU/External Air OFF

Engine Bleed Air Switches (Affected Side) OFF Bleed Air Divider Valve Switch CLOSED

CAUTION If either the left or right wheel well overheat light illuminates after takeoff and the condition persists afther the isolation procedures have been accomplished, it may be indicative of overheated brakes. It may be advisable to lower the landing gear to provide cooling. Dash-1 Pg 3-42 BLEED AIR LEAK If a bleed air leak occurs in a known location (i.e. overheat light or overtemp indicated on gauge), turn the respective system off and wait one minute (see Dash-1 Figure 34). If overheat continues after the minute expires, close engine bleed air switches on the affected wing and close the bleed air divider valve. Ensure that the APU or external air is off for all overheats except right wheel well overheat. If you get an indication for a system not being used or for the nose-wheel well overheat in general, dont wait a minute; close the switches right away. CAUTION If either the left or right wheel well overheat light illuminates after takeoff and the condition persists after the isolation procedures have been performed, it may indicate overheated brakes. In this case, it may be advisable to lower the gear to cool them down. CAUTION It is not recommended to reopen any bleed air valve once it has been closed for an overheat, as damage to the warning system may prevent detection of a subsequent overheat.

The engine bleed air regulators and divider valve may be reopened if necessary for anti-icing only to sustain flight. If you must do this, ensure the temperature indicators (gauges) stay below the overheat. Closing the left wing bleed air valves and the bleed air divider valve isolates the bleed air from the jet pump control in the outflow valve, and from the safety valve. (This action will be taken for left wing overtemp, either stab and fin indicator overtemp, nose wheel light, or left wheel well light). Automatic pressurization (which relies on electrically-driven control, rather than jet pump pressure, and so will still work). Dash-1 Pg 3-42 3-43

SUMMARY ANTI/DE-ICING LIMITATIONS

Propeller Anti-Icing And DeIcing Limited to 2 cycles on the ground With the airplane on ground and the engine not running, do not turn on prop de-icing or anti-icing. 65-90 amps is normal range for blade de-icing, spinner de-icing, and spinner anti-icing. If blade de-icing ammeter falls below 65 amps, do not fly into known or forecast icing conditions. Do not use the leading edge anti-icing system to remove ice from surfaces while on the ground. With no airflow over the surface, the air within the leading edge area quickly rises in temperature and the excessive heat damages fuel tank sealants, paints, structure, and other equipment. If the system is operated for a propulsion test (Dash-1 Section 7) on the ground, limit its use to 30 seconds. A control solenoid opens at 158F to allow bleed air to heat the leading edge. When the temperature reaches 180F that valve closes. A overheat occurs when the temperature exceeds 200F.

Wing And Empennage AntiIcing

Dash-1 Pg 1-158, 1-164, 1-167, 5-4

Figure 21 Prop and Engine Anti-Icing and De-Icing System

Figure 22 Automatic Ice Detection and Engine Anti-Icing Controls

WINDSHIELD ANTI-ICING SYSTEM (NESA)

Nine windshields on the Mighty Herk, are electrically heated to prevent the formation of ice and increase the impact resistance. The term NESA itself is a trade name derived from the acronym, Non-Electrostatic Formulation A. NESA has 2 separate systems of heated windows: the Center System (P/CPs front windows and center window) and the Side & Lower System (P/CPs side windows and pilots lower window). Automatic circuits activated by the FE keep the windows electrically heated during operation. The electrically heated film between the window layers is controlled by thermal switches. Since very high voltage is used to heat the film, do not touch the terminals covered by rubber boots at the corner of each NESA window. NOTE Operation of NESA when OAT is above 27C (81F) will increase the possibility of delamination within the NESA panels. Dash-1 Pg 1-171 NESA CONTROL SWITCHES NESA has two control switches (one for each system) located on overhead anti-icing panel. Each switch has three positions: OFF, NORMAL, and HIGH. NORMAL is selected before takeoff and is left there for the duration of the flight. This provides heating of the window at a normal rate. If the ice build up is faster than NORMAL can remove, select HIGH. In this position the window is not heated any hotter, it is just heated faster. During extremely cold weather (-43C), a cold start switch is used gradually raise the windshield temperature in a manner to prevent damage to the glass panels. This push-type momentary switch (one for each system), is located to the left of NESA control switches. To use, position the NESA switches to ON and actuate the cold start switches (5 seconds on10 seconds off until windshield temperature is above -43C). Do not exceed this cycle, or the windshield panels might be damaged. Dash-1 Pg 1-171 NESA MALFUNCTIONS There may be reasons to shut down the NESA system: Overheating or arcing of the NESA Window, any NESA window not heating (this might cause other panels in same system to overheat), any NESA window excessively hot, or obviously if flames or sparks come out of the NESA plugs. WARNING Do not check temp of a crazed outer glass with the bare hand with the NESA switches ON. CAUTION Window strength is reduced when NESA is off or inoperative. Dash-1 Pg 1-171

OXYGEN SYSTEM
The liquid oxygen (LOX) system provides a 25-liter oxygen supply for aircrew/personnel usage for a minimum of 96 man-hours. The system converts LOX to gaseous oxygen, and delivers that gas to the regulators at 300 psi. The regulators in turn dilute the oxygen as required according to cabin altitude in NORMAL, or 100% oxygen if selected.

 Dash-1 Pg 1-1215 LOX CONVERTER The LOX converter is located inside the nose wheel well on the right side; it is the device that converts LOX to gaseous oxygen. A LOX filler valve located on right side of fuselage nose, providing means to service the system. There is also a LOX vent located to the right and above the nose wheel well that relieves the pressure accumulated in the converter. This vent is not labeled on many aircraft and since the LOX could be vented at any time, never enter the nose wheel well from the right side. Dash-1 Pg 1-1215, 1-222 OXYGEN REGULATORS The aircraft has 10 diluter-demand automatic pressure breathing regulators; six are on the flight deck and four in the cargo compartment. SIX ON THE FLIGHT DECK Pilots and copilots side shelf. Rear of overhead control panel (flight engineers). Navigators control panel. One at each end of the crew bunk. FOUR IN THE CARGO COMPARTMENT Two on forward right side. One aft of each paratroop door. Dash-1 Pg 1-222 1-223 PRE-FLIGHT OXYGEN Prio to the Before Starting Engines Checklist, check out the O 2 system in accordance with Section 4 of the Dash One. At the end of the check, leave the diluter lever in 100% oxygen and the supply lever ON; now its ready for use in case of emergencies. For unpressurized flight other than HALO-type missions involving oxygen prebreathing, (and not involving smoke and fumes elimination), diluter lever should be set to NORMAL oxygen unless symptoms of hypoxia are experienced. HALO/HAHO missions require use of 100% oxygen. Vol 3 19.29.1 Dash-1 Pg 1-224 1-225 LOX INDICATOR The LOX indicator on the lower right side of CPs instrument panel indicates liters of oxygen in converter (up to 25 liters). An oxygen low-level warning light, adjacent to quantity indicator, illuminates when 2.5 liters or less is remaining. Oxygen is usable all the way down to 0 liters remaining. The minimum oxygen for flight is enough to complete the flight with the crew on oxygen from the ETP (but no less than 5 liters or 300 psi). Dash-1 Pg 1-222, Vol 3 para 6.26.1 WALK-AROUND BOTTLES The 4 portable oxygen bottles facilitate movement of personnel within the airplane when oxygen is needed (say during door open light illuminated during flight above 10,000 MSL). They are also a last-ditch oxygen backup in case of emergency where oxygen is needed, but for some reason aircraft oxygen is unusable.

The A-21 regulator used in the C-130 supplies 100% oxygen regardless of setting. The portable oxygen bottle duration varies according to how hard the user is breathing, but can easily get fully depleted in about 4 minutes. The location of the walk-around bottle are: left of the pilot, right of the CP, the right side of forward bulkhead in cargo compartment, and aft of the right wheel well. A recharge hose is at each portable oxygen bottle location to refill bottles. A user can breathe continuously from a portable oxygen bottle while it is simultaneously being refilled via the recharge hose. Dash-1 Pg 1-222 1-223

Figure 23 Oxygen System

Fuel Tanks & Dumping

FUEL AND TANKS The recommended fuel for the C-130 is JP-8. Alternate and emergency fuels are listed in order of preference in Section 5 of the Dash-1. Because of the design of the TD system, engine power is not affected when using alternate fuels. That said, the type of fuel will affect range and slightly affect performance. Alternate fuel is defined as a fuel, which can be used with a possible loss of engine efficiency. While the ability to use alternate fuels is a great capability, it some times comes at a cost; some alternate fuels may result in increased maintenance or overhaul cost and reduced rate of climb, altitude, and range. While using alternate fuels, the TD system may have to be adjusted for engine starts, and enrichment should not normally be used. Emergency fuel is limited to one-time flight and can cause significant damage. The composition and/or burn properties of the emergency fuel may lead to TCP causing erosion and lead coating of turbine blades, both causing hot spots. High volatility and boil-off are also important issues. Dash-1 pg 5-9 5-10 FUEL TANKS AND CAPACITIES Fuel tanks capacities are in reference to the usable JP-8 fuel in the tanks when aircraft is in level flight. These numbers also assume the tanks contain foam. The total usable fuel is 61,364 pounds or 9024 gallons. MAIN WING TANKS No. No. No. No. 1, 2, 3, 4, outboard of #1 engine 8310 pounds (1222 gallons). between engines #1 & #2 7657 pounds (1126 gallons). between engines #3 & #4 7657 pounds (1126 gallons). outboard of #4 engine 8310 pounds (1222 gallons).

AUXILIARY BLADDER-TYPE TANKS Left aux is between fuselage and #2 engine dry bay area 5814 pounds (855 gal). Right aux is between fuselage and #3 engine dry bay area 5814 pounds (855 gal).

EXTERNAL NON-JETTISONABLE TANKS Under each wing between outboard and inboard engines 8901 pounds (1309 gal) each. With external stores installed, max fuel for tanks 1 and 4 is reduced by the weight of the stores.

Dash-1 pg 5-9 Fig 1-24 FUEL DISTRIBUTION The purpose of proper fuel distribution is to provide lateral stability of the airplane in flight and on the ground, and to relieve air loads on wings in flight. Fuel in the inboards does not relieve stress on the outboard portions of wing. Fuel in the outboard tanks, on the other hand, distributes the stress across entire wing. Do

not fly an aircraft with less fuel in the outboard mains than the inboard mains, and only fly with outboard main tanks empty in an emergency. Dash-1 pg 5-23 Fuel distribution limits for lateral stability: Max allowable differential between wings, excluding aux tanks, is 1,500 pounds. Max allowable differential between symmetrical pairs of main and external tanks is 1,000 pounds. One aux tank may be full and the other aux empty, provided all other tanks are symmetrically fueled, or are unbalanced toward the opposite side within the above limits. Many people think that the following is a fuel balance limit. That is not true. Its part of fuel management, specifically primary fuel management. Maintain 500-1,000 pounds more fuel in outboard mains than inboard mains to reduce wing upbending and distribute wing stress. Dash-1 pg 5-14, 7-10 FUEL TANK VENT SYSTEM The function of the fuel tank vent system is to relieve positive or negative pressure in tanks caused by heating or cooling, refueling or defueling, and changes in atmospheric pressure. Dash-1 pg 1-47 ELECTRICALLY DRIVEN FUEL PUMPS The electrically driven fuel boost pumps in the tanks provide fuel under pressure to assure positive flow of fuel to engines (regardless of airplane attitude), assure fuel flow under pressure to engines during climb when (fuel tends to aerate), and provide fuel under pressure to cross-feed manifold. With a failed boost pump, maximum power can be maintained if excessive pitch attitudes, rates of descent, and accelerations are avoided. Engines will gravity feed at altitudes up to 30,000 feet from their respective main tanks once excess air has escaped from fuel. Fuel will gravity feed from any main tank to its respective engine ONLY (cannot gravity feed to an engine via the cross-feed manifold). Dash-1 pg 3-25 DUMPING FUEL Dump pumps in each fuel tank are used to jettison fuel during flight. Jettisoning fuel stores may be required to reduce gross weight to sustain flight with failed engines, reduce gross weight for landing, or increase buoyancy for ditching. Dash-1 pg 1-54 FUEL BOOST PUMPS Main tank boost pump pressure is 15-24 psi; aux and external boost pumps provide 28-40 psi. Aux and external pressures are higher in order to ensure they supply fuel to the engine rather than the lower pressure from the main tanks. LH AC powers #1 boost pump and forward boost pump in the left external. ESS AC powers #2 boost pump MAIN AC powers #3 boost pump, both aux pumps, and all dump pumps (includes aft pumps in external tanks). RH AC powers #4 boost pump, and forward boost pump in right external tank.

 Dash-1 pg 1-79 1-80 Fig 32 FUEL OVERHEAD CONTROL PANEL The fuel manifolds depicted on the panel facilitate proper routing of fuel for tank to engine operation, cross-feed operation, fuel dumping, and refueling/defueling/ground transfer. Test switches are adjacent to each indicator; pressing the button will cause respective gauge to move toward zero. The fuel pressure indicator is used to check the pressure of the fuel boost pumps supplying pressure to the cross-feed manifold. It can be used to check individual pump operation. The cross-feed primer valve button allows fuel to flow through the cross-feed manifold and into the #2 main tank to remove any trapped air. It is used to depressurize the cross-feed manifold. Dash-1 pg 1-54 1-56 FUEL QUANTITY INDICATORS Individual quantity gauges indicate the amount of fuel in each tank in pounds. The totalizer indicates the total pounds of fuel in all tanks that have working quantity gauges. During fuel distribution check, total fuel on gauges should approximate the totalizer. Loss of electrical power to an individual fuel quantity gauge will immobilize the gauge pointer. The totalizer will not include any amount indicated by the immobilized pointer. Fuel quantity indicators will not be removed or changed in flight. If a fuel quantity gauge is failed or off-scale high or low, pull its CB. If a fuel quantity indicator CB is popped, it will not be reset for any reason. If a CB were to be erroneously reset, or not pulled in accordance with procedures, a short circuit might occur, resulting in potential catastrophic explosion and loss of life. Dash-1 pg 1-54 1-56, 3-26 MAIN TANK LOW PRESSURE WARNING LIGHTS The main tank low pressure warning light will illuminate when pressure drops below 8.5 psi in the engine fuel line. This may indicate that a main tank is empty or that a main tank booster pump has failed (in the tank-to-engine configuration). Dash-1 pg 1-58 AUX AND EXTERNAL TANK EMPTY LIGHTS The aux/ext tank empty light will illuminate when the respective boot pump switch is on, and pressure drops below 23 psi. This may indicate that its respective tank is empty or its boost pump has failed. Dash-1 pg 1-58 CROSS-FEED MANIFOLD The cross-feed manifold provides fuel routing to operate engines from any fuel tank. It permits the ground transfer of fuel between any two tanks, and ground defueling of any tank. While the GTC can be fed from any tank via the cross-feed manifold, the APU has its own dedicated, direct fuel line from the No. 2 tank.

The cross-feed valve switches control valves in the manifold to route fuel from the cross-feed manifold to each engine, and to route fuel from each tank to the cross-feed manifold. Only fuel from the tank producing the highest pressure supplies engines when cross-feed valves are open. The aux and external cross-feeds close automatically when their respective fuel tanks dump switch is placed to the dump position. The cross-feed separation valve switch, centered on the lower portion of the fuel control panel, controls a valve that separates left wing cross-feed manifold from right wing cross-feed manifold. It permits additional control of fuel routing and provides for balancing the fuel load during cross-feed operation. The bypass valve switches provide alternate routing for fuel from aux or external tanks in case the respective cross-feed or dump valves fail to open. Dash-1 pg 1-46, 1-55, 1-58

FUEL MALFUNCTIONS
IN-FLIGHT EXTERNAL FUEL LEAK An external fuel leak poses a definite fire hazard if the leak is close to an engine; engine shutdown procedure should be considered in this case. Refer to the Dash-1 for proper procedures and warnings. Dash-1 pg 3-26 LANDING WITH KNOWN/SUSPECTED FUEL LEAK When landing with a known or suspected fuel leak several things must be considered. First is that fuel will flow to a low-pressure area; this normally means outside the aircraft. If reverse thrust is applied, escaping fuel could be ignited causing a wing fire. Knowing this, select the nearest field that has sufficient runway to complete the landing ground roll without reverse thrust. Regardless, due to possibility of fire, an emergency should be declared and ground fire suppression equipment requested. Dash-1 pg 3-26 WING FIRE In the event of a wing fire, turn the engine bleed air switches for the affected wing OFF and CLOSE the bleed air divider valve. Slideslip the airplane to keep the fire away from fuselage. Since the leading edge and other aerodynamic surfaces can melt and/or fall of the aircraft, resulting in swift loss of controllabilityland the airplane as soon as possible. Dash-1 pg 3-44 3-45 MAIN/AUX BOOST PUMP FAILURE OR CIRCUIT BREAKER POPPED In the event of a confirmed main/aux boost pump failure or CB popout turn the boost pump switch OFF, pull all 3 CBs, and set up another fuel supply as required. WARNING Reset CBs or turn pump switch on ONLY to prevent fuel starvation. When you have a main tank boost pump failure, climbout, rapid acceleration, and nose low attitudes may cause fuel starvation if not on cross-feed. Dash-1 pg 3-24 3-25 EXTERNAL BOOST PUMP FAILURE OR CIRCUIT BREAKER POPPED

In event of a confirmed external boost pump failure or CB popout turn the malfunctioning pump OFF, pull all 3 CBs for respective pump, and set up another fuel supply (turn on other external pump). If, in confirming boost pump failure, low or no pressure is obtained from one of the two external pumps in that tank, then that pump has failed. If both pumps indicate less than 28 psi, the fuel level control valve has failed. If landing cannot be accomplished within the range of fuel in the other tanks, ops with fuel from the external tank is permissible with caution. Closely monitor TIT, torque, and fuel flow. If erratic engine operation is observed, immediately return main tank boost pumps to ON, and discontinue cross-feed from that external tank. If both pumps have failed, fuel in that external tank is unusable. Dash-1 pg 3-25 3-26 FUEL QUANTITY INDICATOR FAILURE Should a fuel quantity indicator fail, pull the associated fuel quantity indicator CB. DO NOT RESET a popped or pulled CB. Dash-1 pg 3-26 FUEL MANAGEMENT Aux tanks are used first on long-range flights, as they only have one boost pump, and sufficient fuel is assured to return to point of departure if an aux boost pump fails (fuel will not gravity feed from aux tanks). External tanks are used first on short-range flights in order to prevent landing with fuel in the externals. Landing with fuel in the externals is not recommended, since service life of the airplane (wings) is decreased. Dash-1 pg 7-10 7-11 GRAVITY FEED Gravity feed is used for tank-to-engine ops, with an inop main tank boost pump. Monitor fuel flow, gravity feed, resume cross-feed operation. Avoid rapid acceleration or nose low attitudes. Descend with minimum nose down attitude. Gradual power loss may occur between 12,000 and 20,000 feet during rapid climbout due to fuel aeration. Dash-1 pg 3-25 CROSS-FEED An engine must be placed on cross-feed operation when operating with less than 6,000 pounds of total fuel in the main tanks. Place cross-feed valves to open and boot pump switches on for all tanks containing fuel. Open the cross-feed separation valve. Cross-feed is also required when the fuel quantity is less than 1,000 pounds in any main tank. The engine being fed by that tank will be placed on cross-feed. Dash-1 pg 7-11 PRIMARY FUEL MANAGEMENT Primary fuel management requires that main tanks are full, except for fuel used for taxi and takeoff, when the external and/or aux tanks contain usable fuel. This ensures the least amount of wing bending in flight. Main tanks may be considered full for the purpose of this definition at a minimum of 7,500 pounds in the outboards, and 6,900 pounds in the inboards. All fuel balance limits must be observed.

 Dash-1 pg 5-23, 5-24 SECONDARY FUEL MANAGEMENT Secondary fuel management occurs when there is usable fuel in the external and/or aux tanks, and the main tanks are partly filled, or when the 500 to 1,000 pound difference between inboard and outboard main tanks is not observed. Use of secondary fuel management will shorten the service life of the wings, and should be avoided unless necessary for mission accomplishment. This becomes more critical (more stress on wings) when operating near the gross weight limits for the applicable maneuver, airspeed, or when carrying more than approximately 10,000 pounds of cargo. Dash-1 pg 5-24 FUEL DUMPING Fuel dumping may be required to reduce gross weight to sustain flight with failed engines (2-engine ops marginal above 120,000 pounds), reduce gross weight for landing, or increase buoyancy for ditching. Dumping may also be required to eliminate fuel from a leaking tank. Dash-1 pg 1-54, 3-27 3-28 DUMP PUMPS The dump pump switches move the jettison valve to THE OPEN position and turn the selected tank dump pump on. The dump pump switch for the aux or external tanks will also close their respective cross-feed valve. The pumps will dump down to 2,100 pounds in each outboard, 1,800 pounds in each inboard, and 60 pounds in each external, totaling 7920 pounds (which is enough for slightly less than 2 hours of flight). Dumped fuel exits via the dump manifold, exiting the aircraft at each wingtip. With 8 dump pumps, operating (one in each main, one in each aux, one in each external), it takes about 3 minutes to dump 10,000 pounds. See chart in Dash-1 pg 3-27 WARNING When the possibility of damage or rupture of fuel dump valves or fuel lines exits, fuel dumping from any tank must be carefully considered. If a wing fire exists, ensure that fuel dumping is suspended by turning off all dump pumps and closing all dump valves. Dash-1 pg 1-54, 3-27 DUMPING FUEL Question: This has been a really bad day for flying. You had to shut down the #1 engine for a visible fluid leak (loss of oil pressure) and the #4 engine for uncontrollable TIT. Youre 75 miles from the nearest airfield and are drifting down through 15000 ft, still unable to maintain altitude. The loadmaster tells you that none of the cargo is jettisonable and you have 30,000 lbs of fuel. The engineer did some quick calculating and found your 2-engine service ceiling is 500 ft. What can you do to reduce aircraft weight in preparation for landing? Answer: Since the cargo is not jettisonable, dumping fuel is your only option. Should it become necessary to dump fuel in preparation for an emergency landing, to reduce gross weight in an emergency, or to provide additional buoyancy for ditching, follow these procedures: 1. Advise ATC of intentions to dump fuel (CP)

2. 3.

Defensive systemsFuel System-

SAFE/OFF (N) Tank to engine (E)

WARNING If the dump switches for the aux or external tanks are placed in the DUMP position while those tanks are supplying fuel to the engines, the cross-feed valves will automatically close, shutting off fuel to the cross-feed manifold. 4. 5. Dump valve switches (H2)Dump pump switches (desired tanks)OPEN (E) DUMP (E)

Dump opposite tanks at the same time to maintain lateral balance. To dump from a tank with an inoperative quantity gauge, dump from that tank first to confirm it is dumping, then continue with dumping the other tanks. Stop dumping if a wing fire develops. NOTE If an external or aux dump valve fails to open, you can still dump fuel using the bypass valve and the operative dump system for the aux or external tank on that side. 6. Monitor the fuel quantity indicators, and when the desired fuel level is reached, turn off the dump pump switches and valves.

The following procedures and precautions are recommended when dumping fuel if conditions permit: Dont dump under 5000 ft AGL. This will prevent the possibility of a ground source igniting the fuel vapors. Dont dump in a circular pattern. This will prevent turning into the dropping fuel. NOTE After completing fuel dumping and if time permits prior to landing, you should clear the dump manifold of fuel by cross-controlling the aircraft (wing low attitude with a slight skid). This will minimize the fire hazard associated with fuel leaking from the dump mast during taxi and parking. Dash-1 pg 3-27 3-28

SUMMARY FUEL LIMITATIONS

Fuel distribution 500-1,000 pounds more in outboards than inboards Max differential between wings (excluding auxs) 1,500 pounds One aux tank may be full and the other empty, provided all other tanks symmetrical or unbalanced in the opposite direction, within Section 5 limits Max difference between symmetrical pairs of mains and externals 1,000 pounds 15-24 psi. 8.5 psi. 28-40 psi. 23 psi. 540 fpm 300 fpm (required when either outboard tank >6,200 lbs, total main tanks >23,500 lbs, usable fuel in either ext. tank, or when aircraft gross weight exceeds 130,000 lbs)

Main Tanks Boost Pump Pressure Lower Pressure Light Aux & External Tanks Boost Pump Pressure Tank Empty Light Normal Sink Rate Reduced Sink Rate

 Dash-1 pg 1-58, 5-3, 5-16 (Fig 5-5), 5-22, 5-24

REFUELING, DEFUELING, AND GROUND TRANSFER

There are two methods of refueling the C-130. Single Point and Over the Wing. Single Point is the preferred method. It is accomplished using the panel located on the aft right wheel well fairing. A single point nozzle locks into the single point refueling (SPR) receptacle, allowing high flow/high pressure to refuel the C-130. Fuel can also be defueled via the SPR. The Over the Wing method, on the other hand, uses a smaller and lower pressure hose, similar to filling up your car. The nozzle is inserted into filler caps located on each tank. The aux tanks do not have filler caps, and cannot be refueled over the wing. The refueling manifold permits refueling of all fuel tanks from a common receptacle, the SPR. Ground transfers of fuel use the refueling manifold and are controlled using the SPR panel. As noted above, the aux tanks cannot be filled over the wing. Should the SPR receptacle be inoperative, the aux tanks can still be fueled using ground transfer methods. See the Dash-1 for operations details. The refueling light, located in the center of the engineers fuel panel, illuminates when the SPR master switch is not in the OFF position, the ground transfer valve is not closed, or when the ground transfer switch is not in the closed position. Dash-1 pg 1-46, 1-58 1-62

CARGO JETTISON
Question: Onboard is a P-4 fire truck weighing 18,000 lbs (height is 97 inches), one baggage pallet weighing 2,000 lbs on the ramp, and 30,000 lbs of fuel. The engineer calculated a 2-engine service ceiling of 500 ft. If you are required to reduce gross weight. Is jettisoning cargo a viable option? Answer: Realistically, cargo jettison is not a viable option in most emergencies, because of the low speeds required to open the doors. When youve lost engines, more speed seems better than less. So unless the cargo is on fire or you cant dump more fuel, dont waste the effort. Your time can be better spent on other corrective actions. If you have to jettison cargo, carefully consider both the weight and height of any items you want to jettison. The Dash-1 has limits on both. And remember the airspeed limits on any doors you open. Pallet: You cant safely jettison the pallet, because it is too light. As an option, you could remove the bags from the pallet and toss them out the paratroop doors. CAUTION It is recommended that pallets weighing less than 2,500 pounds not be jettisoned. There is a possibility that lightweight pallets could strike the airplane due to their light weight and large surface area. Fire Truck: Not a good option, as the height is probably out of limits (see pg 3-74 and 3-71). Plus, you have the baggage pallet blocking the ramp anyway. Finally, the truck is a wheeled vehicle (aka rolling stock), which means it could turn as it moves aft and wedge in the ramp area, causing CG to go way out of limits or damaging the back end.

While jettisoning cargo in this scenario is not the best option, there may be times when it is required. In those times, there are some hazards and precautions you should be aware of. It is possible to lose control of the aircraft if the CG shifts too far aft.

Normal CG limits is 15% forward to 30% aft, Mean Aerodynamic Chord (MAC). Structural damage may be caused by cargo impacting airplane inside or outside. Check vertical height limits chart in Dash-1. Also, minimum pallet weight 2,500 pounds. Use elevators slowly, smoothly, and no more than necessary during the jettison operation. Personnel jettisoning cargo must wear a parachute or restraint harness. Airplane must wear oxygen masks unless the airplane is below 10,000 feet. Open ramp and aft cargo door to airdrop position. Personnel must stay forward of loose cargo. How to jettison cargo If load is rigged for airdrop, use applicable airdrop procedures If load is not rigged for airdrop, or if airdrop fails: o Establish a nose-up attitude (10). o Accelerate the airplane to facilitate cargo extraction. o Use elevators smoothly to a void exceeding structural limits. Jettison large, heavy cargo resting on the floor only as a last resort. o It moves slowly, and may wedge in aft area of cargo compartment, resulting in out-of-limits aft CG. Jettison light cargo by hand. o Primary exit is ramp and aft cargo floor. o Use paratroop doors only when ramp and aft cargo door cannot be opened.

Dash-1 pg 3-73

LOOSE CARGO
The loadmaster will notify the pilot, secure cargo, determine CG. If CG is out of limits, shift cargo and re-secure. If CG cannot be made within limits, perform controllability check. WARNING Minimize deck angle changes unless absolutely necessary for safety of flight. Dash-1 pg 3-75

BAILOUT
Question: What are the preferred exits for aircrew bailout? Answer: 1) Ramp and door; 2) paratroop doors; 3) crew entrance door WARNING Bailout avoids the numerous risks associated with ditching. Therefore ditching must be considered only as a last resort, and attempted only when conditions are ideal or there is no other alternative. NOTE Statistical survival rates for overwater bailout exceed ditching survival rates. Prepare: 3 short rings Bailout: 1 long ring

Bailout is not recommended from the crew entrance door at speeds above 150 KIAS, with the landing gear down, or without a helmet. Dash-1 pg 3-73, 3-75 3-78

DITCHING

While most pilots will tell you they have no intention of ditching, it is a possible scenario you may face. On the flight deck, the forward escape hatch and pilot swing windows can be used as exits. WARNING Side emergency exit and flight station swing windows are not to be used in heavy seas or nose down conditions. In the cargo compartment center and aft escape hatches may be used to escape. Ditching procedures can be found in Dash-1 (pg 3-83 3-94). If not otherwise directed, crew boards left inboard life raft. The side emergency exit is another emergency exit. Its more likely to be used during a ground egress where other methods of exiting the aircraft are not available. This exit is located forward of the right wheel well. Whether you are deplaning in the water or on land, be careful of the prop. Dash-1 pg 3-85

EMERGENCY EQUIPMENT
Hand Held Fire Extinguishers (4) 1 fore and aft of FS 245, 1 aft of the left wheel well, and 1 aft of the left/right Paratroop door Quick Don Mask/Portable O2 Bottles (4) 1 left of pilot seat, 1 right of copilot seat, 1 right-side aft of FS245, and 1 aft right wheel well. First Aid Kits (provisions for 23) 2 on the flight deck; 21 in the cargo compartment (8 forward of right wheel well, 7 forward of the left wheel well, 2 forward of right paratroop door, and 4 forward of left paratroop door) Hand Axes (2) 1 fore or aft of FS 245, 1 aft of right paratroop door Life Rafts (4) The 20-man rafts are located in the top center wing trailing edge area. The life raft release handles are located: 2 on FS 245 below the escape hatch, 2 aft of the right paratroop door, 2 on the wing upper surface inboard of respective raft. Accessory Kit: 1 emergency radio, 4 distress signals, 5 survival food packets, 1 distress marker light. Life preserver (provisions for 10) 6 fore of FS 245, 4 right side, aft of FS 245 Poopie Suits (provisions for 6) 6 anti-exposure suits located in the locker under the lower bunk. Escape Hatches/Ropes (3) One by each overhead escape hatch1 fore of FS 245, 1 aft of the center wing section, 1 above the ramp. Emergency Exit Lights (7) 1 by each emergency exit, powered by ESS DC and/or 4 D-cell batteries and will illuminate with 2.5 Gs deceleration or an Essential DC bus failure ELT System (1) Installed in the dorsal fin Senses a decelerating impact force along the longitudinal axis ELT is completely independent of aircraft power other than to reset or check the system Broadcasts on 121.5 and 243.0 Dash-1 pg 1-273 1-277, 3-2

UNUSUAL ATTITUDES
You should be familiar with procedures for recovering the aircraft from unusual attitudes. Much of our time flying is spent in clear, day conditions most of the time,

but it doesnt prepare us well for real weather, night flying or even NVG flightsall of which are big contributors to Spatial-D mishaps. Actual threat reactions in combat while flying under NVGs can really set you up for an unusual attiude. Remember, when robbed of our outside vision, we tend to fall back on our internal perception of which way is up (the seat of the pants feel). Dont fall into that trap. Keep your instrument crosscheck going, and believe what those instruments are telling you! Here are some book answers: As always, recognize the condition exists, confirm by comparing the control (ADI / power) and performance (airspeed, altitude, etc) instruments, and recover. Diving: Adjust power as required while rolling to a wings level, upright attitude, and correct to level flight on the attitude indicator. Dont add back pressure until less than 90 of bank. Use power as required and bank as necessary to assist pitch control and avoid negative G forces. As the fuselage dot of the aircraft symbol approaches the horizon, adjust pitch bank and power to complete the recovery.

Climbing:

AFI 11-217.1, para 2.6

All Weather Operations

Take some time to review Section 9 of the Dash-1. All of the procedures and airspeed numbers for instrument takeoffs, holding, and approachesincluding circlingare covered there. In addition, the chapter covers considerations for operating in hot, cold, and desert climates.

HOT WEATHER/DESERT OPS

The following is derived from an article prepared by MSgt Jenkins formally of the 317 OSS. It begins with subjects applicable to preflight situations and ends with information about landings, en-route stops, and flight termination. Hot weather operation means operation in temperatures above 35C (95F) with or without high humidity. Possible results include malfunctioning of electrical equipment, fogging of instruments, rusting of steel parts, and the growth of fungi in vital areas of the airplane. Further results may be pollution of lubricants and hydraulic fluids, and deterioration of non-metallic materials. The procedures essential to operation and maintenance under such conditions are given in the following paragraphs. They are in addition to normal procedures in Section II. Dash-1 pg 9-20 Desert operations generally means operations in very hot, dry, dusty, often windy atmosphere. Under such conditions, sand and dust will often be found in vital areas of the airplane, such as hinge points, bearings, landing gear shock struts, and engine cowling and intakes. Severe damage to the affected parts may be caused by the dust and sand. Position the airplanes so that propwash will not expose other airplanes, personnel and ground equipment to blown sand or dust. The necessary operations under such conditions are given in the following paragraphs. They are in addition to normal procedures in Section II. Dash-1 pg 9-22 NOTE: At Dyess both hot weather and desert conditions exist, so we need to use a combination of these procedures. Because many of the procedures are similar, this guide below combines Hot WX and Desert Ops into one summary. Question: When do hot weather procedures apply?

Answer: Hot weather procedures are generally considered to be applicable when the temperature is 35C (95F) and above. Note: Dehydration is a major problem. Always carry a water bottle for flight and fill it before you get in the seat for engine start. When its empty, fill it, or have it filled for you. Remember, if youre thirsty, you are already behind on your water intake. One technique for keeping cool is to put a wet handkerchief around your neck and when it dries out wet it again. PREFLIGHT CHECK Cool the flight station and cargo compartments with portable coolers, if available. NOTE: Use of the GTC/APU for ground air conditioning may pull in quantities of sand and dust. Inspect for freedom of corrosion or fungus at joints, hinge points, and similar locations. Inspect all control surface hinge and actuating linkage for freedom of sand and dust. Check for hydraulic leaks, as heat and moisture may cause seals and packings to swell. Inspect tires for proper inflation. Inspect shock struts for cleanliness. Remove all protective covers and shields. Wipe out the inlet ducts to remove any accumulated sand or dust.

BEFORE STARTING ENGINES Inspect instrument panels, switches and controls for freedom of sand and dust. NOTE: The more oil in the engine oil tank the longer it takes to heat up. It is recommended to keep 10-12 gallons of oil in the tanks for hot weather. (Remember the oil quantity will drop 1-2 gallons after engine start, because that oil is now in the system.) STARTING ENGINES When practical, position the airplane heading into the wind. Alternate between the four engines for the engine to be started NOTE: H Models Super Es Do not operate the ATM while starting an engine with GTC. Turn ATM off after indication of hydraulics. During sustained hot weather operation, record in Form 781 when an engine does not light-off between 16% and 25% RPM, especially during GTC/APU starts. In Texas, sustained hot weather operation is May through October. NOTE: Attaining light-off between 16% and 25% RPM provides better turbine assist for acceleration to on-speed RPM at the earliest possible time in the start cycle. Before turning bleed air on for air conditioning, turn the Air Conditioning Master switch to AIR COND NO PRESS and manually position the Temperature Control switches to WARM. Operate the system 20-30 seconds before selecting AUTO and/or COOL. CAUTION: If a popping noise (compressor stall) is experienced when changing from normal ground idle to low speed ground idle or from LSGI to normal ground idle, return the airplane for maintenance action. Technique for engine oil cooling for engines in LSGI: push them up one to two knob widths (do not pop the LSGI buttons, if you do, return the throttles to ground idle and let the engines come up on speed before downspeeding them again). For the engines that are up and on speed, pushing them up one knob width will normally cool them

faster than downspeeding them due to the bigger bite of air on the prop being pushed through the engine. If you are doing a self contained start and you cannot start the engine, or it is slow to start, consider using an external power cart. Believe it or not, this may make the difference. TAXI Monitor oil temperature during ground operations. You are limited to 85C - 100C for 30 minutes on the ground (5 min in the air). Operate all flight controls through at least two full cycles to ensure unrestricted operation. Use brakes as little as possible to avoid overheating. NOTE: While taxiing, it is better to come to a complete stop, than to ride the brakes or constantly use reverse. This will prevent excessive heat buildup of the brakes and high oil temperatures. Taxi with all engines in LSGI when possible. You may have to turn one or both AC packs off to prevent bog down. During times of blowing dust or sand do not operate the AC on the ground. Remember that during SKE formations, you will need to keep at least one engine up-sped for Main AC. Use care to avoid blowing sand or dust on other airplanes, personnel, or equipment. Plan to make shallow turns. Use differential power to assist nosewheel steering for directional control. (Think taxing on a Dirt LZ.) Minimize ground operation to avoid excessive dust accumulation in the air conditioning and GTC/APU inlet ducts. If normal ground idle is required during ground maneuvering of the airplane (except for reverse taxi), do not move the throttles below the GROUND IDLE detent position. Use minimum speed when making turns. During taxi-out for takeoff, do not lower flaps until lined up with runway and ready for takeoff. (this will help keep dust and sand out of the flaps moving parts). When making propeller reverse check before flight, stop the airplane, advance throttles to at least crossover to blow loose sand away. Then make reverse check. Perform the reverse checks over hard surface areas if possible, two engines at a time, while the other two engines remain at crossover. REVERSE TAXIING If it is absolutely necessary to back the airplane using propellers reversing, first advance the throttles to at least crossover to blow loose sand away. After the airplane is positioned, move the throttles to a position slightly above GROUND IDLE until the sand/dust cloud has been blown aft of the airplane. BEFORE TAKEOFF/LINEUP Turn engine bleed air off to increase power available during takeoff and climb-out flight path. TAKEOFF Takeoff run is considerably increased and rate of climb is decreased in high temperatures. Avoid takeoff during sand or dust storms or flying through these storms, if possible. When sand/dust is in the atmosphere, attain an altitude above the contamination as soon as possible. AFTER TAKEOFF

To prevent damage to components, accomplish prop blade spinner and spinner base anti-ice/de-ice system check in conjunction with the leading edge check, instead of during the taxi checklist. Engine inlet duct anti-icing system will still be checked during the taxi checklist as written. CRUISE Note: For low-level missions, go to open and fixed when accomplishing the Combat Entry Checklist step for Unnecessary Equipment. Fuel densities will decrease as the ambient temperature rises, resulting in a decrease in operating range. In addition, the boil-off rate will increase and it may be necessary to restrict rate of climb of the airplane at altitude. Refer to FUEL in Section V. DESCENT During descent, adjust the throttles to prevent NTS action. During descent (for landing) below 15,000 feet, manually open the oil cooler flaps and place the switches to the FIXED position. Monitor oil temperature and manually control the oil cooler flaps to keep the oil temperature close to 60C. LANDING Turn the air conditioning systems off prior to landing. (This step was designed to prevent dust or sand contamination, but may also help prevent a bog down or flameout after landing. If your engines have been performing roughly, consider this when dust/sand is not a factor.) Compute landing performance data using maximum anti-skid braking and four engines in ground idle. CAUTION: Rapid movement of throttles in the reverse range can cause engines to bog down. When propeller reversing is used during landing, start moving the throttles from MAXIMUM REVERSE to GROUND IDLE at approximately 60 KIAS and have the throttles at GROUND IDLE by the time 40 KIAS is reached. AFTER LANDING When possible park the airplane heading into the wind. This will help facilitate future starts. ENGINE SHUTDOWN As soon as the airplane is parked, chock the wheels and release the brakes to avoid damage to brake components due to excessive heat generated while taxiing. BEFORE LEAVING THE AIRPLANE Give special attention to the following: Have all protective covers and shields installed for protection from the sun. Except in dusty or rainy weather or when conditions permit, leave flight station windows and cargo compartment doors open to ventilate the airplane. TECHNIQUES The Dash-1 procedures make it easy to handle hot weather and desert ops at Dyess. For the most part we have no problem keeping the brakes cool and the engines running, when were careful. On the other hand, the weather is often more extreme at our deployed locations. Following the Dash-1 procedures is a great start,

but when youre in a pinch and need to get off the ground, there are some techniques you should consider. Question: What is the difference between a bog down and a flameout? Answer: Even at Dyess bog downs and flameouts are a problem. It can occur from running the AC packs with all engines in LSGI or from moving into reverse too quickly. There may not be a lot you can do if a bog down occurs during the latter, but while taxiing or parked with engines running, you may be able to prevent a bog down. First of all, and I know it sucks, but dont run the air conditioning. Youll sweat and the PAX will curse your name, but the air load really degrades engine performance. Should you notice the RPM decaying immediately go back to ground idle (if you had the throttles forward to cool oil temps) and perhaps even go a knob width towards reverse. This will flatten the blade angle, reducing the demand on the prop. If you have an AC pack running be prepared to do this, or consider just keeping two engines up-sped. Sometimes just getting the engine started is a problem. Assuming youre parked into the wind and followed all Dash-1 procedures, there are a couple more things you can do to start a stubborn engine. The following is a technique that you dont want to use all the time, but it can help. The Dash-1 says to release the starter at 60% RPM, but if you are having problems getting the engine to sustain a start, consider holding the starter until 65%. This may be enough to keep the motor running. You should look to see the Secondary Fuel Pressure Light go out, meaning. You might also consider closing the bleed air after releasing the starter. Mind you, this wont help you much, but it might be just the oomph you need to get the screws turning. Question: What does going to null do for you? Answer: Nothing except removing automatic overtemp protection. If your engine is not coming up on speed within 70 seconds or begins decaying, it is most likely not a function of the TD system, but of atmospheric conditions. Using one of the techniques above should help you start that troublesome engine. If you have tried your limit of starts, you may need to let the engine cool for a good period of time and try again.

Comm/Nav/Autopilot & Misc Notes INTERPHONE SYSTEM

Interphone system CALL button uses greater signal level to override all other audio signals, and places all intercom stations in direct contact with calling station. Dash-1 pg 4-13

HAND MICROPHONE SWITCH

Hand microphone to left or pilot/right of CP can be used to transmit on the radio selected on the wafer switch.

PUBLIC ADDRESS (PA) SYSTEM

The PA system provides one-way communication to the cargo compartment through 7 loudspeakers and can be used by any crew position to transmit to the cargo compartment. The PA can also route radio reception to cargo compartment speakers. The main control panel is at navigators station. Power switch must be ON to use any PA function. Speaker selector switch (ALL, FWD, AFT, JUMP) selects the speaker or combination of speakers to be operated. Volume control used to adjust PA speaker output.

Mixer switches (ADF 1, ADF 2, UHF COMM, VHF COMM) supply radio receiver signals to the PA.

An auxiliary control panel is on pilots side shelf and only operates after the PA system has been turned on, and speaker selections made at the main control panel. INTERPHONE position: confine interphone conversation to interphone circuit. PA operates on PA circuit only. INTERPHONE AND PA position: Interphone conversation (except HOT MIC) routed to both interphone and AND public address system. Radio signals are eliminated from the PA system. PA Gain is a 3-Position switch (INCREASE, OFF, DECREASE) spring-loaded to OFF. The manual control knob on the main control panel will be physically rotated by an electric motor controlled by these switches. There is also 2 auxiliary control panels in cargo compartment. FS245, while the other is located next to left paratroop door. Dash-1 pg 4-16 4-42 One is located on

C-12 COMPASS SYSTEM

The No. 1 and No. 2 master compass indicators and controls are located at the navigators station. The mode switch can select magnetic and directional gyro (DG) modes. On navigators master indicators, the No. 1 and No. 2 systems should be within 2 of each other when in an area free of other airplanes and ground equipment, and in straight and level flight within 3 minutes after a turn. Immediately after turns they should be within 4. In DG mode, should not precess more than 2 per hour. Pilot and copilot repeater compasses should be within 2 of master compass readout. (Thus potential for pilots and copilots HSIs to be different by 6 and still be within tolerances.) The pilots HSI, and copilots RMI and BDHI operate off the No. 1 compass system, while the copilots HSI, and pilots RMI and BDHI operate off the No. 2 compass system. Dash-1 pg 4-310 4-318

DME INDICATION ON HSIS

The pilots HSI shows the No. 1 TACAN distance unless pilot selects the No. 2 TACAN, while the copilots HSI shows the No. 2 TACAN distance unless copilot selects the No. 1 TACAN. Dash-1 pg 4-78

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS OR THE NEW AUTOPILOT)

Pitch and roll information is supplied by both the No. 1 INS and No.1 VG. To engage the autopilot, the turn ring must be centered, normal elevator trim selected, Pitch and Lat switches in the ON position, and the No. 1 compass operational for AP1 (No. 2 compass operational for AP2). The AFCS will disengage if: Either control wheel autopilot release button is pressed. Loss of Electrical power. Loss of valid attitude or heading signal. Actuation of either control wheel elevator trim tab switch when pitch axis is engaged. Loss of ILS signal while in localizer or glideslope capture.

Autopilot engage switch disengaged. ELEV TAB switch set to OFF or EMER. Invalid signals from systems providing input to data to the autopilot. Both LAT and PITCH switches placed to OFF.

There are several AFCS Modes: FLT DIR: Coupled to Pilots flight director when AP1 selected; copilots flight director when AP2 selected. SPEED ON PITCH: AFCS modifies pitch to maintain speed flown at moment the button is pressed. Pressing this button automatically disengages altitude hold, if active, and deactivates the pitch wheel. Maintains 5 KIAS of selected airspeed. HDG: Captures and maintains heading selected by HSI heading bug. Computes the smallest bank angle using the existing heading and selected heading (not to exceed 30 bank angle). LNAV/LOC: Places AFCS in NAV or LOC arm mode. Will command capture of respective radial or course. APPR: Places the engaged autopilot in the glideslope and localizer arm mode, and allows for capture and track of the glideslope and localizer beam. Dash-1 pg 4-88, 4-92 4-98

SKE: Station Keeping Equipment [AN/APN-169C(V)]

THREE BASIC FUNCTIONS Discrete transfer of maneuvering data (15 discrete and 7 maneuver commands) Maneuver commands are displayed for 14 seconds Numerical information is limited to 3 decimal places, and heading changes cannot exceed 179. Proximity warning The proximity warning tone switch controls the warning tone on the ground only. It is bypassed by the touchdown switch when airborne. The TONE RESET button stops the tone for 30 seconds. Display relative range & azimuth position of other SKE aircraft using track-whilescan (TWS), range indicator, and PPI). For the latter: PPI is the principle readout and is capable of indicating 35 aircraft (within 10 NM), 34 if the zone marker is used. The SKE system allows for 36 aircraft, but only 35 will appear on the PPI. TWS is available only within 4 NM of the selected leader Max operating range of zone marker (ZM) is 20 NM.

Dash-1 pg 4-278, 4-286 4-290; Vol 3 para 18.34 POWER SOURCES Main DC Main Avionics AC SKE Battery.

Dash-1 pg 4-261 SKE SECONDARY CONTROL PANEL INTK: Selection (sensitivity): o 1 4000 feet ( 1000 feet) o 5 9000 feet ( 2000 feet) o 10,000 24,000 feet ( 4000 feet) LRD#: valid numbers: 01-09, 11-19, 21-29, 31-39 LRD#: valid numbers: anything not ending in a zero LDR# and OWN# cannot be the same.

 Dash-1 pg 4-279, 4-285 SKE ANTENNA The SKE system has two separate antennas (top/bottom), consisting of a directional antenna with associate pedestal and an omni directional antenna. The directional antenna rotates through 360 at a rate of 40 RPM. Dash-1 pg 4-294 WARM-UP TIME Ensure the SKE BATT circuit breaker is in during preflight. It takes 15 minutes for clock stabilization and heating. The Primary control must be set to XMIT for a 2minute warm-up prior to use. Dash-1 pg 4-294 4-295 SKE OPERATIONAL CONSIDERATIONS SKE Frequency Deconfliction SKE Frequency Combinations For Multiple Formations Formations on the same frequency (A-A, B-B, C-C, or DD) Formations on frequencies separated by 40 MHz (A-C or B-D) Formations on frequencies separated by 80 MHz (A-D) Formations on frequencies separated by 120 MHz (A-B or C-D) Formations on frequencies separated by 160 MHz (B-C) Vol 3, Table 16.1 Minimum Formation Separation Required 80 NMs 20 NMs 2500 ft 30 ft 0 ft

E-TCAS/TCAS
OVERVIEW The purpose of TCAS is to assist pilots in avoiding mid-air collisions. It is intended to back-up the existing air traffic control system and the see and avoid concept. TCAS should provide safe separation between aircraft determined to be on collision trajectories and improve in-flight situational awareness. It should not be used to replace visual acquisition of traffic. When ATC calls out traffic, do not reply with Roger, Got Him on TCAS. Use standard terminology (i.e. Traffic In Sight or Negative Contact, Searching). Informing ATC that youve got him on TCAS may suggest to the controller that he no longer needs to provide you traffic advisories. This would be a bad assumption on his part and a potentially dangerous situation for you. TCAS is a great tool, but there are some limitations; TCAS cannot provide alerts for traffic without operating transponders. Additionally, TCAS II systems can not provide resolution advisories for aircraft without Mode C altitude information. E-TCAS POWER TCAS: MAIN DC (28V) CPs TA/VSI: Main AC (115V) Pilots TA/VSI: Essential AC (115V).

Dash-1 pg 4-228

INTRUDER LATERAL DETECTION RANGE TCAS: 40 NM to the front, 15 NM each side, and 12 NM aft. E-TCAS: 40 NM intruder detection in all quadrants. (With E-TCAS as the number of TCAS enabled planes increase, the range decreases down to the normal TCAS range).

Dash-1 pg 4-229 INTRUDER VERTICAL DETECTION RANGE TCAS: NORM: -2,700 2,700 feet ABOVE: -2,700 8,700 feet BELOW: -8,700 2,700 feet E-TCAS: NORM: -2,700 2,700 feet ABOVE: -2,700 12,700 feet BELOW: -12,700 2,700 feet Dash-1 pg 4-230 TRACKING CAPABILITIES TCAS can track up to 45 Mode S and Mode C intruders, while E-TCAS can track up to 30 Mode S and Mode C intruders. E-TCAS can detect airplanes equipped with transponders that do not reply to Mode S interrogations. Dash-1 pg 4-232 OPERATIONAL CONCEPT E-TCAS has two main functions: surveillance and collision avoidance. E-TCAS surveillance works by continually searching the airspace around the aircraft, sending out an RF signal to look for other transponders. When it finds it, ETCAS interrogates aircrafts Mode C and Mode S. It repeatedly sends interrogations to determine range and rate of closure. Symbols on the TA/VSI will change to show the change in threat. Resolution advisories may accompany the symbols (when system is in TA/RA). ABOVE 1 2 RNG 5

.5 -06 4 +12 O

.5

. . .

. . .
+08

Coordinated resolutions only occur with other Mode S 1 2 equipped aircraft. The RA assumes: 5 second crew reaction time, requiring .25 Gs. An increase or reversal to the RA assumes: 2.5 second reaction time and up to . 35 Gs. If an aircraft is close but there is no rate of closure, no RA will be given (unless traffic within a mile).

. . .

. . .

Dash-1 pg 4-232 2-233 Symb Color Description

ol Solid RED With WHITE Border Solid YELLOW Solid WHITE Resolution Advisory Intruder aircraft entering warning area (20 to 30 seconds aircraft separation; symbol and voice Advisory) Traffic Advisory Intruder aircraft entering caution area (intruder 20 to 48 seconds; symbol advisory only) Proximity Intruder ( 1200 feet; less than 6 NM separation)

Hollow YELLOW Data Tag

Non-Threat ( 1200 feet; greater than 6 NM separation) shown for situational awareness. Two digit number with plus or minus sign represents the intruders altitude difference above or below the TCAS aircraft in hundreds of feet. The arrow appears if the intruder is climbing or descending at a rate greater than 500 fpm.

Figure 24 E-TCAS Intruder Symbols

Figure 25 E-TCAS Advisory Areas