SYSTEMS


HYDRAULIC SYSTEMS

Pressure:

  • Normal - 2850-3150 psi  (3000 + 150)
  • Max.- 3400 psi (D/5-21)
System #1 - Engines 3&4 - supply 1/2 power for ailerons, rudder, and elev. (D/1-46, 3-65)
System #2 - Engines 1&2 - has elec. suction boost pump and hyd. pump. Elec. suction boost pump low press. light comes on at 25 psi. Supplies 1/2 power for ailerons, rudder, and elevator; 1/2 power for spoilers and flaps. Also operates the landing gear, normal wheel brakes, nose-wheel steering, pitch trim, emergency generator, and the air refueling doors.
PRESS LOW lights on Engineer's panel come on at 1350 psi. Flight control lights (on the annunciator panel) come on at 1500 PSI. (e.g., ELEV SYS 2 PWR) (D/1-46,3-65)
System #3 - operates the pressure door, petal doors, ramp, APU starter, aileron tab lockout, emergency brakes, and emergency elevator. Also 1/2 power for flaps and spoilers. (approx. 460 strokes of handpump to recharge the accumulators) (D/1-46,47)
Note: If you encounter a problem (such as a leak) with the #3 system, you may want to consider pulling the main DC control CB's for the pumps to prevent the pumps from coming on automatically when not desired. (D/3-80)

The #3 system pumps come on automatically if:

  • an aileron is in tab operable
  • elevator emer power is selected
  • spoiler lever is moved from CLOSED position
  • spoilers move from the CLOSED position (D/1-47)

Position of Flt control switches with loss of HYD sys #1 or #2:

  • aileron - select TAB OPERABLE
  • elevator - select EMER
  • rudder - select POWER OFF (D/3-65)

With a loss of the #2 hyd system, the following are lost:

  • main and nose gear retraction
  • nose gear steering(20 knots X-wind)
  • emerg. generator (technique: isolate a gen.)
  • hyd. & electro-hyd pitch trim (use elec trim/coupled ILS)
  • normal brakes and anti-skid (use emerg brakes/ add 2000'to uncorrected ground roll)
  • air refueling door (lose closing; can manually open)

With a loss of #2 hyd. sys., consider:

  • depressurize the a/c early (to pin the gear).
  • plan approach to allow time for manual gear extension.
  • review procedures with eng./scanner.
  • Have one pilot flying the a/c. (technique)
WARNING: A hydraulic system failure that results in misting or fogging should not be repressurized unless in the opinion of the pilot a greater emergency exists. Possible fire/explosion may occur. Do not turn on the troop oxygen system unless in the opinion of the pilot a greater emergency exists. (D/3-79)
Hydraulic system high pressure (above 3400 psi) - isolate the defective pump and operate on the remaining pump. (D/3-79)

OIL SYSTEM

7.8 gal. tank/ 4.1 gal. useable. (Normally contains 6 gal.) (D/1-10)
Low oil press. warning light ON below 33 psi or 50 psid. Goes out at 38 psi. (D/1-11)
Low oil quantity light - means the remaining oil is 25% of the useable (about 1 gal.). Do not shut down the engine unless temp or pressure goes out of limits. (D/1-11, 3-11)
Oil temp.: - 70 to 120 C, normal; 120 C max. (D/5-19); above120 C, shut down eng. if not, needed for flight. (D/3-11)

PRESSURE LIMITATIONS:

  • above 60 psi - shut down eng. unless needed for flt. (D/5-22,3-11)
  • 55 - 60 psi - high caution range - monitor (exception: momentary indications between 55 and 60 psi following rapid advance of throttles to take-off or G/A EPR is permissible provided pressure returns to between 40 and 55 psi (normal) during climbout. (D/5-22)
  • 40 - 55 psi - NORMAL (D/5-22)
  • 35 - 40 psi - low caution range; monitor (D/5-22,3-11)
  • below 35 psi - shut down engine if not needed. During deceleration, oil press. may drop to 30 psi with warning light on. This is acceptable provided oil press. returns to 35 psi or above within 10 minutes of stabilized operation. (D/5-22)
The indicated oil pressure will rise rapidly and may exceed 55 psi when starting a cold soaked engine during very cold weather (-40 C). The throttle should remain in IDLE until the oil pressure is within the normal operating range. (If oil pressure drops to zero, shut down the engine.) A sudden loss of oil pressure in cold weather is usually due to a broken line or damaged seal. A characteristic of the oil filter differential pressure switch may cause the low pressure warning light to illuminate at pressures greater than 50 psi. (D/7-11)
If the engine has been cold soaked, the low oil pressure light may remain illuminated for 2 min. after the oil temp. reaches 40 C at idle RPM. The flight engineer will monitor the engine oil press. closely for proper indications. (D/1-11,7-11)

AWLS

A qualified flight examiner, IP, or AC will be in the left seat for actual Cat II ILS approaches. (A/5-2)

Aircraft Equipment Requirements:(D/2-72)

  • AWLS operational (verified by illumination of APPR ARM light).
  • Dual ILS receivers
  • Dual independent flight directors. (Exception: copilot may select ADI REPEAT during an automatic approach)
  • Radar altimeter
  • Rain removal system (only if required by weather).

Additional Requirements/Restrictions

  • Do not fly Cat II appr that have no RA setting for DH. (A/6-15)
  • Aircraft commander - min. 100 hrs. in command. (A/6-15)
  • Max. X-wind: actual CAT II - 10 knots/Tng-15 knots (A/5-3,9-4)
  • Turn AWLS on just prior to localizer intercept. (D/1-134)
  • Intercept loc. at not < 140 knots if the a/p is engaged. (D/2-72)
  • Localizer must be intercepted prior to glideslope capture. (D/2-72)
  • Automatic landing must be made in the AWLS mode.  (D/2-72)
  • Disengage the autopilot immediately after touchdown. (D/2-72)
  • Depress the R/G-A button & complete roll out manually. (D/2-101)
  • Notify ATC if conducting coupled approaches NLT FAF. (I/127)

Co-pilot duties:(D/2-72,72) (CAMEL E)

  • Crosscheck barometric and radar altimeter.
  • Announce illumination of any fault identification light.
  • Make "100 above" off the radar altimeter (and check A/S + 5 knots, and + 1/2 dot of loc. and glideslope).
  • Eyes outside from 100 above to DH to determine if visual cues will be sufficient to complete the landing visually.
  • Announce "Land" or "go around" at DH. DH has been reached when the MDA light illuminates.
  • During a coupled AWLS landing below DH, Eyes inside to monitor AWLS fault lights closely and advise the pilot immediately to disconnect the A/P if a failure occurs in the A/P pitch or roll axis.

Milestones:

  • 500' - no ATS wheel adjustments. If adjustment is necessary, disengage ATS for the remainder of the approach. (D/2-73)
  • 300' - if Cat II capability is lost at or below 300'radar altitude, a missed approach should be performed unless visual cues are sufficient to land.  (D/2-73)
  • 200' - (100' above DH) - tolerances for continuing the appr: A/S + 5 knots, + 1/2 dot of loc and glideslope. (D/2-72)
  • 100' - "land" or "go around" ... "land" indicates that outside references are sufficient to complete the approach and landing visually, and the cockpit is within, and tracking to remain within, the lateral confines of the runway extended. "Go-around" indicates that either the tolerances have not been met or outside references are not sufficient to continue visually. (D/2-72)

Malfunctions:

The AWLS is designed so that most failures affecting minimums will change one or both of the pilot's displays, either by biasing a steering bar from view or centering the steering bars with "OFF" flags. It is this change in display which affects minimums, not the illumination of a fault identification light (exception: radar altimeter light). (D/2-73)
  • If APPR ARM does not occur at both pilot and copilot positions - Cat I only. (D/2-73)
  • After APPR ARM, the system is capable of a Cat II appr unless:
                a.) Radar alt. fault occurs (light, flag, &/or FAIL warning).
                b.) Any pitch or bank steering bar is biased from view.
                c.) any "OFF" flag appears on ADI, HSI, or VSFI (excluding Mach). (D/2-73)
  • A/P ELEV TORQUE or A/P AIL TORQUE caution lights: After APPR ARM, no action. Before APPR ARM, turn elev. or aileron axis of A/P off. (D/3-66)
Note: One pilot may select AHRS for mag hdg and/or attitude without affecting minimums. If both pilots select AHRS for attitude or heading, the system is capable of a Cat I approach only. (D/2-73)

INS

Each INS has its own battery unit to initiate turn-on and supply power during primary power interruption. However, the INS cannot be turned on unless both battery unit power and primary power are available, but will operate on either power after turn on. If the INS battery is low (during alignment), the INS will automatically shut down (during alignment state 8, battery test portion) and the BAT light on the MSU will illuminate. Solution: go to OFF and then directly to NAV (thus skipping the battery test portion of state 8). The battery unit may sustain INS operation up to a period of 30 min. Each INS has its own battery unit. (D/1-152-3,169)
During ground operation, the INS shall not be operated on battery power for an excessive period of time. (D/1-158)
The INS will automatically sequence through standby and alignment modes of operation when NAV is selected from STBY provided: (1) present position is inserted (2) the aircraft is not moved. (D/1-154)
Present position coordinates loaded into INS 2 must coincide exactly with present position loaded into INS 1, and those coordinates must be within .5 NM of actual position to obtain accurate alignment. (D/1-158)
Present position will be verified by both pilots. Waypoint and TACAN data shall be verified by a pilot. (D/1-158-9)
If the aircraft is moved during alignment, restart alignment by setting mode selector to STBY and then back to ALIGN and reinserting present position. Realignment takes approximately 10 min. (D/1-158,168)
Insert MAG variation when flying at latitudes greater than 70N or 60S and a mag heading output is desired. Mag variation must be inserted into each INS separately. ( Set the mag variation of the destination field, so that you will be prepared for the approach upon arrival; if you want a magnetic heading readout for your present location, you must insert the magnetic variation of your present location.) (D/1-161)
STBY or ALIGN mode - has automatic shutdown feature (due to overheat, low battery unit charge, or computer shutdown). (D/1-169)
NAV or ATT mode - no automatic shutdown (though it will produce a warning indication). In ATT mode, INS alignment is lost. (D/1-154,169)
Alignment state 5 = adequate alignment state has been reached (and READY NAV light illuminates). (D/1-153)

DSRTK/STS digits:

  • digit #1 - blank if in ALIGN or STBY mode; 1 if in NAV mode.
  • 2nd and 3rd digits = malfunction codes
  • 5th digit = alignment state
  • 6th digit = navigation mode no. (D/1-156,157)

Navigation mode numbers (6th digit):

  • 1 = update eradication
  • 5, 2, or 0 = normal
  • 4 = TACAN
  • 3 = AIRDROP (D/1-163)
The INS uses TAS from the CADC to determine wind direction and velocity; i.e., CADC #1 feeds INS #1; CADC #2 feeds INS #2.The computed wind is used for display only. (Although barometric altitude and true airspeed from the CADC computer are inputs to the INS, loss of these inputs will not affect INS operation. Loss of CADC will cause the loss of wind readout on the respective INS only.) (D/1-156,170)
If the BAT light on the CDU illuminates, it indicates that the INS is operating on battery power only. If this condition occurs, check both IJB No. 1 circuit breakers in the DC section of the Avionics Circuit Breaker panel. If tripped, reset. (D/1-155,173)
If INS 1 AIR TEMP or INS 2 AIR TEMP annunciator illuminates, immediately determine if the respective cooling fan is operating. If the fan is operating, the annunciator may be disregarded; otherwise turn INS off. See D/3-76 for specific action. (D/1-173)
An over-temperature in the NU will cause the INS to shut down (and the WARN light to illuminate) when the mode selector is in STBY or ALIGN.
With the INS in NAV, the INS will not shut down due to over-temperature, but the WARN light will illuminate. (D/1-169)
If the CDU data display remains illuminated when the MSU is placed to OFF, a malfunction of the NU is indicated. Place the mode selector switch to ALIGN. Open the INS prime and heater circuit breakers for the malfunctioning NU. Open the circuit breaker on the battery unit, then place the MSU switch to OFF. (D/1-169)
The INS indicates a malfunction if the displayed GS is 910 knots or greater, or if the displayed drift angle is 45 or greater. (D/1-156)
If it is necessary to shut down INS 1, data on the pilot's CDU can be obtained by moving the CDU PWR switch to ALT and moving the pilot's CDU select switch to INS 2. (D/1-173,157)
When the CDU PWR switch is moved from NORMAL to ALT or from ALT to NORMAL, power is momentarily disrupted to the CDUs. At times the CDU will subsequently appear to be locked up and will not display INS inputs. This condition may be corrected by pressing the CLEAR key on the CDU. (D/1-173)
When power is disrupted and then reapplied to the CDU it is possible that false data may be transmitted to the associated NU; therefore, when a CDU power transfer is made, waypoint and airdrop parameters should be reverified to ensure that inserted data has not been altered. (D/1-174)
The red WARN light illuminates when the INS detects an out-of-tolerance condition in the INS or an operator error. Illumination of the WARN light can be caused by a continuous or an intermittent condition. Intermittent out-of-tolerance conditions detected by the computer illuminates the WARN light until it is "reset" by the TEST switch. If the WARN light is illuminated by a continuous condition which does not degrade attitude operation, the WARN light will extinguish when ATT is selected. (D/1-155)
When the INS is turned off, all data is maintained except waypoints and convergence factor. Tacan data from the previous flight is not erased and may be displayed and used. (D/1-168)
For flights on a Cat I route, the following must be operational: INS 1 and INS 2; AHRS; Pilot and Copilot Nav Select Panels. (M/15)
For flights on airways, under radar control, the mission may operate with one INS inoperative provided the attitude function of one INS, AHRS, and both Nav Select Panels are operational. (A/15)

ENGINES:

4 3/4" bleed valve - remains closed during all operations except during rapid deceleration (to assist the 6" bleed valve to relieve 12th stage pressure). (D/1-8)
6" bleed valve - open when the engine is NOT operating and remains open until approx. 80% N2 RPM. Above 80% N2, it opens during rapid deceleration and when the eng. approaches a compressor stall. (D/1-8)
Malfunctions: During engine start, if the 6" bleed valve has remained closed from the previous flight, you will encounter a hung start. During takeoff, you will not get charted EPR if the valve does not close above 80% N2. (T), (D/1-8)

Starting Malfunctions:

Hot Start
    1. Going to run prior to 15% N2
    2. No N1 during start
    3. Faulty fuel control
    4. Low manifold pressure (D/1-14)
Hung Start
    1. Six inch bleed valve stuck closed
    2. Early starter dropout
    3. Faulty fuel control
    4. Insufficient manifold pressure (D/1-15)
No Start
    1. No fuel to the engine
    2. Faulty fuel control
    3. Difficulty in the ignition system
    4. Insufficient electrical power
    5. Difficulty in the igniter plugs (D/1-15)
If an engine has been operated above 85% N2 RPM for one minute during the five minutes preceding shutdown, allow the engine to idle at least five minutes before shut down. (D/2-85)

FUEL SYSTEM

FIL BYPASS light = clogging condition (ice or solid contaminant) in the fuel filter. Turn fuel heat ON for one minute. If the light remains on after one minute, shut down the engine if not needed for flight. (D/1-10; D/3-85)

FUEL HEATER:

Prior to takeoff, the FUEL HEATER switches should be turned on for one min. when the fuel temp. is 0 C or below. If the engines have not been in idle for 5 min. or more, the fuel flow should be increased to 1500 PPH or more. (otherwise idle thrust is OK). (D/1-10)
Turn on the fuel heater during flight when the FIL BYPASS light illuminates, or fuel flow is fluctuating for any unexplained reason. The heater should be ON for one min. If the FIL BYPASS light remains on after one minute of fuel heater use, shut down the engine if not needed for flight. (D/1-9)
Fuel heaters should not be used for takeoff or go-around. (D/1-10)
FUEL ENRICHMENT - for use when ground starting cold-soaked engines and air-starts. Turn off after engine start. Shuts off automatically anytime fuel flow exceeds 1500 PPH. (D/1-10)
ENGINE DRIVEN FUEL PUMP: PUMP OUT light = failure of that pump. Light comes on when differential press. across the first stage drops below 10 psi. (D/1-10)
IGNITION SYSTEM - 20 Joule =intermittent; 4 Joule = continuous. (D/1-11)
STARTER BUTTON - The overheat protection normally provided by the automatic closing feature of the pylon shutoff, wing isolation, and floor heat shutoff valves is removed when a starter button is in the START position. (D/1-12)
If a stall condition cannot be controlled, shut down the engine. (D/1-15)
FUEL SUPPLY SYSTEM - 10 wing tanks: 4 main, 4 aux., 2 extended range. Total usable fuel = 153,352 lbs. (D/1-18)
FUEL JETTISONING - It is necessary to jettison only from the aux and extended range tanks to meet normal landing weight with any payload. In an emergency, all fuel can also be jettisoned from the main tanks if required. (D/1-19)
The STOP PUMP light illuminates when the indicator of the associated outboard aux tanks reads approx. 5500 lbs. (D/1-23)
SUMP LOW lights - come on when: outboard main tanks - surge box fuel level drops below 125 gal.; inboard main tanks - surge box fuel level below 60 gal. (D/1-23)

ELECTRICAL SYSTEM

GEN OUT = If this light comes on, place generator control switch OFF; if the light remains illuminated, a differential fault has occurred. Disconnect the CSD. (D/3-81)
GEN FAIL = mechanical failure. (D/1-30)
EMER PWR ON = emerg. gen. is supplying power. (D/1-31)
BATTERY light = battery is supplying power to the isolated DC bus. (D/1-32)
CSD - do not disengage the drive unit when the engine is static or below idle speed. (D/1-29)
Overheat light = loss of oil pressure or high case temperature. Disconnect the CSD. If CSD will not disconnect, shut down the engine if not needed for flight. (D/3-81)
EMERGENCY GENERATOR - powered by hyd. sys. #2... provides emerg. power to the emerg and isolated buses. Comes on automatically when : power is lost to AC Essential #1 bus, the 325 amp current limiter opens, or when the isol. bus reverse current relay opens. Can be turned on manually with the INST PWR switch (to EMER position) or by opening the DC control CB. Whenever the Emerg. generator is operating, lose Nav bus #1. (D/1-28, 3-84)
Powers up to 6 buses: ISOL AC, ISOL AC Avionics, ISOL DC, ISOL DC Avionics, EMERG AC & EMERG DC.
Will power all 6 buses when power is lost to AC Essential #1 or when the Inst Pwr switch is placed to EMERG. Powers 5 buses when you open the EMERG PWR CONTROL CB: All the above except the EMERG. AC bus.

BLEED AIR SYSTEM

WING ISOLATION SWITCH - In "NORMAL" the wing isolation valve is closed. The "OPEN" position is used with an engine inoperative during anti-icing to allow bleed air to flow from one wing manifold to the other. The valve can be opened manually while on the ground. (D/1-33)
L or R BLEED DUCT OVERHEAT - both bleed air shutoff valves and wing isolation valve close automatically. (D/1-33)
AIR CONDITIONING SYSTEM - During normal operation, the left system provides air for the flight station and the right system provides air for the cargo compartment. (D/1-33)
FLT STATION AIRFLOW SWITCH : NORM = 1/3 of the airflow to the flt sta and 2/3 to the cargo compartment. MAX = all airflow to the flt. station. MIN = all left sys. airflow (except gaspers) to the cargo compartment. (D/1-36)
Primary heat exchanger: Primary sensor @ 230 C; at 280 C, the system shutoff valve closes. (D/1-34)
Primary heat exchanger overheat: Indications - temp. gauge shows rise; sys. shutoff valve closes & regulator press. drops on affected side. Action: engineer shuts down malfunctioning pack. (T)
Secondary heat exchanger overheat: Indication - engineer's VVI fluctuates. Check gasper to determine which pack is malf.; fluctuating air from gasper = left pack. Action: shut down the malfunctioning pack. (T)
Cabin altitude limit override switch: In "Normal", the cabin limit control operates to limit cabin alt. to 13,000' + 1500'. In "CABIN ALT LIMIT O'RIDE" the cabin limit control is bypassed and the cabin alt. is controlled manually to any aircraft altitude. (D/1-37)
EMERGENCY DEPRESSURIZATION SWITCHES - will depressurize the A/C (from 8000' to 41,000') in 90 sec. by opening the outflow valves, closing the left and right flow control valves and floor heat modulating valve. Also shuts off the recirculating fan. (D/1-38)
CABIN PRESS light = cabin alt. 10,000' + 1000'. (D/1-38)

MISC. SYSTEMS FACTS

EMPENNAGE DE-ICING: Shedding areas and parting strips on the leading edge of the horizontal stabilizer. Elec. power to the parting strips is continuous; to the shedding areas, elec. power is cycled on and off. In air temp. above 32C or below -29C, the controller removes power from both the parting strips and shedding areas. (D/1-43)
Do not operate the Empennage De-Ice system during dry air flight for more than one test cycle. (D/1-45)
If the STRIP OFF light fails to illuminate during the gnd test cycle, immediately open the 3 EMP DE-ICE PWR CBs on the flt. eng's No.1 CB panel. A mx inspection must be performed prior to use of the system. (D/1-44)
RUDDER OVERPRESSURE: Place rudder power control switch to OFF for system with HI PRESS Lights illuminated. If both lights are illuminated, turn either switch OFF. Avoid abrupt rudder input. (D/3-66)
YAW DAMPER FAULT light = a single faulty component; not disabling, but indicates a need for maintenance. (D/1-50)
YAW DAMPER INOPERATIVE light = two or more failures of the system and the yaw damper has disengaged. (D/1-50)
ELEV FEEL MALFUNC = the "Q" spring is being held in the last position required by the CADC prior to system malfunction. Above 220 KCAS/.53M, operate the A/P only in the pitch-off mode. Normal operation in the air may be restored by stabilizing the speed at approx. 220 KCAS/.53M and placing the switch to "LOQ" then back to "NORM". (D/1-51,52)
EMER PWR ON - on overhead panel = positive indication of emerg. system press. (for elevator) (D/1-51)
ELEV EMER PWR - on annunciator panel = pressure within the emerg. actuator dropped to approx. 1500 psi while emerg elev system is being used. (D/1-51)
SPOILERS - The cable servo reduces the effect required for spoiler control and allows rapid spoiler lever movement with the actuation system following at a slower rate. Spoiler "blowdown" occurs above 250 KCAS. Asymmetry control circuit - monitors travel of the outboard spoiler drive tubes and will retract the spoilers if an asymmetry occurs. (SPOILER INOP lights indicate that the asymmetry system has actuated.) (D/1-54)
With the landing gear lever "DOWN", the spoilers will retract when #1 or #2 AND #3 or #4 throttles are advanced beyond the 54 throttle position. This feature can be defeated by placing the spoiler auto retract defeat switch to "DEFEAT". (D/1-54)
EMER RETRACT - simulates an asymmetrical condition.
EMER OFF - with the spoilers closed, will prevent deployment of the spoilers. (D/1-55)
Spoiler position indicator - for inboard spoilers. (D/1-56)
"LOCKED" flag = all spoilers are closed and locked. (D/1-56)
2 SPOILER INOP or 3 SPOILER INOP lights - illumination of one light indicates that an elec. malfunction has occurred in the asymmetry control circuit; spoilers are fully operational. Both lights illuminated = the asymmetry system has actuated, closing the spoilers. (D/1-56)
UNDER SPLR SPEED - warns the pilot to close the spoilers if a stall is approaching. (D/1-56)
LANDING GEAR WARNING LIGHT - illuminates when:
    1. gear is not locked in the selected position
    2. gear is not down and locked AND any eng. throttle is retarded to approx. 1" of IDLE START.
    3. gear is up and locked AND a main gear door uplock latch is not locked.
    4. gear is down and locked AND a main gear door uplock latch is locked. (D/1-58)
The landing gear warning horn cannot be silenced if it has been activated as a result of the wing flap lever being moved to the LANDING position. (With the landing gear not down & locked.) (D/1-58)
NOSE GEAR STEERING SYSTEM - 60 left or right. Hyd. press is supplied by Hyd. Sys. #2 from the nose gear downline. (D/1-59)
Rudder pedal steering - 8 left or right. (D/1-59)
BRAKE SYSTEM - The pressurized fluid for normal brakes is taken from the downline side of the main landing gear. Control press. is taken from the nose gear downline. Two accumulators for approx. 10 brake applications. (D/1-59-60)
*ANTI-SKID SYSTEM - fully operational anytime the groundspeed of the a/c is above approx. 15 knots. DET OUT = a single wheel is experiencing a continuous brake release (the system is still operating on the remaining wheels). FLASHING DET OUT = a single wheel on each truck is experiencing a continuous brake release (the system is still operating on the remaining wheels). DET OUT Light - deplane scanner to check for a locked wheel. (D/3-43) ANTI-SKID OFF lights = more than one wheel per truck is experiencing a continuous brake release and the anti-skid system has turned itself off. (D/1-60-61)
Maximum stopping - a single, smooth application of the brakes with constantly increasing pedal pressure. (D/1-61)

FLIGHT DIRECTOR SYSTEM:

INS max. intercept angle of 45 (D/1-123)
One dot = 1.5 miles. (D/1-126)
TACAN - one dot = 5; intercept starts at approx. 2 dots at 50 mi. and 2/3 dot at 150 mi. (D/1-123,126)
VOR - one dot=5; capture zone is 5 or less. (D/1-123,126)
ILS - course capture zone - slightly less than 2 dots of CDI displacement. When CDI displacement decreases to less than 1/3 dot during initial loc. intercept, and the a/c hdg. is within 15 of the selected inbound course, the FDS switches to the ILS track mode. Pitch steering bar - appears when within .1 of glideslope center. (D/1-123-4)
Flt director steering is erroneous when flying a back course ILS. (D/1-124)
ADI REP - repeats bank and pitch steering, vertical deviation, and course and glidepath warning flags. (D/1-124)
FLARE MODE - activated at approx. 45' radar alt. (D/1-124)
RGA button - disconnects the A/P, AWLS, and ATS (D/1-124)
NAV mode -max bank angle: 30 With INS selected:
  • below 10,000' - 23,max.
  • 10,000' - FL 250: 15-20
  • above FL 250 - 15, max. (D/1-124)

AUTOPILOT OPERATING MODES:

Heading Hold - max. bank: 38 (D/1-131)
Nav Sel - max. bank - 30, except when tracking INS.
When tracking INS:
  • below 10,000' - 23, max.
  • 10,000' - FL 250 - 15-20
  • above FL 250 - 15, max. (D/1-124,132)
ALL DOORS switch - the pilot's ALL DOORS switch has priority over the copilot's switch and can override any door movement initiated by the copilot. When on the ground, the pilot's and copilot's switches have no effect on the system. (D/1-224,225)
When a (door) NOT LOCKED indicator and DOOR OPEN indicator on the annunciator panel illuminates, the switch for that indicator may be set to BYPASS to extinguish the DOOR OPEN annunciator light; the individual red indicator will remain illuminated regardless of the door lock condition. (D/1-225)

OXYGEN SYSTEM:

Crew system - 25 liters, 290-430 psi. 5 portable recharging units. Low oxygen quantity warning light - ON at 2.5 liters. (D/1-234)
The minimum quantity of oxygen aboard the a/c before takeoff must be sufficient to accomplish the planned flight from ETP (equal time point) should oxygen be required. (D/1-458)
Min. oxy. quantity for locals/stateside = 5L (D/2-27)
Troop system - 2, 75-liter converters; 300 psi; 200 troops. Regulators open automatically so that oxygen will flow at 12,500-14,000 ft. cabin altitude. (D/1-236)
The purge valve should be in the OPEN (PULLED OUT) position except during preflight and when oxygen is in use where SMOKE AND FUMES ARE NOT PRESENT and GOGGLES ARE NOT REQUIRED. (D/1-235)
When the cabin altitude exceeds 10,000 ft., each crewmember of an Air Force aircraft must use supplemental oxygen. If all occupants are equipped with oxygen, flights may be conducted up to FL 250. (F/6-29)
One pilot will be on oxygen when above FL 410. (F/6-29)

GPWS:

  • Mode 1 - for excessive rate of descent
  • Mode 4 - unsafe configuration; can inhibit with MODE 4 INHB switch.
  • Mode 5 - glideslope deviation; can be inhibited with the GPWS TEST switch. (D/1-242-3)
When at night or in IMC, and a GPWS aural or visual warning is received, immediately rotate the a/c and simultaneously add power to alter the a/c's flight path sufficiently to stop the warning. Before continuing, verify terrain clearance, sink rate, and configuration (gear & flaps) to ensure the altered flight path will allow safe mission completion. If flight parameters cannot be verified: (1) If enroute, immediately climb to the emergency safe or minimum safe altitude, or (2) If on approach, past the FAF, and the approach cannot be safely continued, execute a missed approach. (D/1-244)
CLIMBOUT: When a GPWS aural or visual warning is received, take immediate action to ensure terrain clearance. (D/2-26)
When the left auxiliary crew member's seat (aft of NAV station) is occupied, ear protection will be required. (D/1-252)
RADAR: Provides a true picture of weather cells within 80 NM. Failure of the antenna stabilization will cause a portion of the display to be blanked out while in level flight or cause targets to fade during roll or pitch movements of the a/c. If antenna stabilization fails, set ANT STAB switch to OFF. The switch disables antenna stabilization & locks the antenna so that 0 tilt is the preset plane of the a/c. (D/1-174,182)
IFF: Mode 4 switch: Code settings can be retained by momentarily placing the switch to HOLD while the a/c is on the ground. Requires power to stay on for at least 15 sec. to mechanically latch the settings. (D/1-102)