C-130T. FLIGHT MANUAL (2006)

01-75GAL-1

18. Signal front aircraft to reduce power.

Note

D If constant acceleration fails to occur prior to 16-percent rpm, move the

condition lever to the FEATHER position momentarily and return to RUN.

Increased rpm and acceleration should occur. Do not move the condition

lever toward FEATHER after 16-percent rpm unless a stop-start situation

exists.

D In the event above procedures are ineffective, starting may be attempted by

presetting propeller blade angles at an intermediate position between

alignment with the spinner base island and the full-feather position.

Continue start as outlined above.

8.34

WINDMILL TAXI START

CAUTION

Successive windmill taxi runs with repeated braking applications will

result in hot brakes, decreased braking efficiency, and/or wheelwell fires.

Note

Use of the following procedure is not recommended when aircraft gross

weight exceeds 135,000 pounds.

The following procedure can be used to start an engine if it cannot be started by normal procedures. It should beused

only if mission requirements dictate. A runway length of 7,000 feet or more is recommended to ensure safety.

1. Engine — Inspected:

a. Inspect engine to be started as necessary to ensure maximum safety.

CAUTION

Prior to attempting a windmill taxi start because of a defective starter,

ensure that the starter or starter shaft is removed.

2. Propeller — Feathered.

3. Before Takeoff Checklist — Complete.

Note

The flaps will be set at 15-percent. This will provide full-rudder boost

pressure without creating extra drag and lift at low speeds.

4. Auxiliary hydraulic pump switch — ON.

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Throttle — FLIGHT IDLE.

Engine condition lever — RUN.

Align the aircraft on the runway.

Parking brake — Set.

Throttles (for operating engines) — FLIGHT IDLE.

10.

Throttles (for symmetrical engines) — TAKEOFF POWER.

11.

Parking brake — Released.

12.

Throttle (other operating engine) — As Required:

a. Increase power on the other operating engine as directional control becomes available through coordinated

use of nosewheel steering and rudder.

Note

D On long runways, actuation of the throttle may not be required.

D The copilot shall hold the yoke forward, maintaining positive pressure on

thenosewheel andkeeping thewings level.Thepilotshall maintaincontrol

of nosewheel steering, throttles, and rudder.

13.

Condition lever — AIRSTART:

a. The copilot shall place the condition lever to AIRSTART at 50 KIAS and hold until light-off is achieved.

14.

Throttles — GROUND IDLE:

a. As the rpm increases to 40 percent, retard all throttles to GROUND IDLE and reverse symmetrical for the

on-speed engines and apply brakes as required to stop theaircraft. Oilpressureandengineinstrumentsshall

be monitored the same as for a normal start.

CAUTION

Regardless of the progress of the windmill taxi start, decelerate to a stop

when the aircraft reaches a speed of 100 KIAS or a point where 4,000 feet

of runway remains, whichever occurs first.

15. Resume normal operation beginning with the Starting Engines Checklist.

8.34.1 Three-Engine Takeoff

This type of takeoff requires particular caution because of the possibility of losing another engine during the takeoff

roll prior to reaching minimum control speed. A three-engine takeoff may be attempted only when all of the following

criteria are fulfilled:

1. Permission of Commander, Fleet Logistics Support Wing.

a. Minimum essential flightcrew.

ORIGINAL

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01-75GAL-1

b. No passengers or cargo.

c. Fuel only as necessary for particular flight.

d. Three-engine takeoff procedures are followed.

e. Three-engine performance data are computed and used.

Note

D Although not required, ATO should be used for three-engine takeoff when

it is available.

D If the inoperative engine could not be started because of a faulty starter, and

if an airstart of the inoperative engine is to be made, the starter should be

removed prior to takeoff.

D Place the ENGINE BLEED AIR switches to the OFF position for

maximum performance.

D Before making thetakeoff, thepropeller forthe inoperativeengine must be

feathered.

To make the takeoff:

2. Hold the aircraft with the brakes and advance the throttles to FLIGHT IDLE.

3. Advancethe throttles for symmetrical engines to maximum power, then releasethe brakes and advancepower

for the other operative engine as directional control will permit.

4. When safely airborne and certain that the aircraft will not touch down again, raise the gear while accelerating

to flap retraction speed.

5. After the gear is up, and airspeed permits, commence flap retraction. Flap retraction should be accomplished

in 10-percent increments with airspeed increasing approximately 5 knots between retraction increments.

Raising the flaps above approximately the 15-percent position will increase

the minimum control airspeed because of reduction in rudder boost

pressure from 3,000 to 1,300 psi.

Note

It is important to obtain two-engine air minimum control speed as soon as

possible after takeoff and prior to raising the flaps above 15 percent.

6. After gear and flaps are up, continue as a normal takeoff, accelerating to three-engine climb speed.

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8.35

EXTERNAL AIR (HUFFER) APPLICATION

Station huffer behind the left wing and extend air hose forward and securely couple to the external air

connection forward of the left wheelwell.

Note

Ensure huffer exhaust blast clears all aircraft surfaces.

Station the ground observer to the left of the nose of the aircraft in full view of the crewmember occupying

the pilot seat. The ground observer must have full view of the huffer operator.

Complete the Before Start Checklist up through item 6.

Direct theground observerto relayto thehufferoperatorto startthehufferand applyairpressureto theaircraft.

The flight engineer shall observe a minimum of 25 psi manifold pressure.

Complete the Before Start Checklist.

Start the No. 3 engine (or engine requiring turn). Leave the engine in low-speed ground idle.

Place the ENGINE BLEED AIR switch OFF.

Place the AIR CONDITIONING master switch NO PRESSURE.

10.

Direct the ground observer to relay to the huffer operator to secure bleed air and shut down the huffer.

11.

The flight engineer shall observe zero pressure on the manifold pressure gauge.

12.

Directthegroundobservertorelay tothehufferoperatortodisconnect theexternal airhoseandclosethepanel.

The ground observer shall visually verify the panel closed and report that the external air unit is removed from

the area.

13.

The flight engineer shall place the AIR CONDITIONING master switch to OFF, ENGINE BLEED AIR

switch to OVRD, and observe manifold pressure.

14.

Bring the engine that was started to normal ground idle and continue the Starting Engines Checklist.

ORIGINAL

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01-75GAL-1

COCKPIT CHECKLIST

7. GROUND EQUIP

CLEAR (P)(CP)(LM)

1. NLG PIN AND GROUND WIRE

REMOVED

8. CREW ABOARD

ABOARD, DOORS

CLOSED, CHECKED (LM)

2. PROP PANEL

SET

9. HYDRAULIC PRESSURES,

3. CIRCUIT BREAKERS

CHECKED

QUANTITIES

CHECKED (CP)(LM)

4. FUEL PANEL

SET

10. OIL COOLER AUG

AS REQUIRED (FE)

5. THROTTLES

GND IDLE

11. PAX, CARGO, SDRS

SET (LM)

6. CONDITION LEVERS

GND STOP

7. SYNC MASTER

OFF

TAXI

8. TD VALVES

AS REQUIRED

1. BRAKES

CHECKED (P)(CP)

2. GENS/LOADS

ON, CHECKED (FE)

BEFORE START

3. ICE DETECTION

CHECKED (FE)

1. HOT MIKE

ON (P)(CP)(FE)

4. PROP REVERSING

CHECKED (P)(FE)

2. COCKPIT CHECKLIST

COMPLETE (FE)

3. PASSENGERS

BRIEFED (LM)

RUNUP

4. ELECTRICAL PANEL

SET (FE)

1. NOSEWHEEL,

5. RADIOS

ON ____ PRIMARY (CP)

PARKING BRAKE

CENTERED, SET (P)

6. LIGHTS

SET (FE)

2. ENGINE RUNUP

COMPLETE (FE)

7. CLEAR APU

CLEAR (LM)

8. APU PANEL

SET (FE)

TAKEOFF

9. APU GEN

AS REQUIRED (FE)

10. INVERTERS

SET (FE)

1. EXITS

SECURE (ALL)

11. FUEL QTY, DIST

CHECKED _____LBS (P)(FE)

2. FUEL PANEL

SET (FE)

3. FLAPS

50% (P)(CP)(LM)

12. OIL COOLER FLAPS

AS REQUIRED (CP)

4. FLIGHT CONTROLS

CHECKED (P)(CP)

13. RAMP AND DOOR

6N, NEUTRAL (LM)

5. HYDRAULIC QUANTITIES

CHECKED (LM)

14. HYDRAULIC PANEL

SET, EMERGENCY

SELECTED (CP)

6. TRIM

SET (P)

15. PARKING BRAKE

SET, REMOVE CHOCKS (P)

7. SEATBELTS

FASTENED (ALL)

8. CREW

BRIEFED (P)

16. OXYGEN

CHECKED, OFF (ALL)

17. GROUND IDLE BUTTONS

LOW (FE)

9. ELECTRICAL PANEL

SET (FE)

10. INSTRUMENTS, ALTIMETERS

CHECKED,

18. FLAP LEVER

SET (CP)

SET____,____(P)(CP)(FE)

19. CHOCKS, NOSE PIN

REMOVED (LM)

11. APU PANEL

SET (FE)

20. INS/GPS

AS REQUIRED (CP)(FE)

12. PRESSURIZATION

SET (FE)

13. ANTISKID

CHECKED (FE)

STARTING ENGINES

14. RADAR, IFF

AS REQUIRED (P)(CP)

1. CLEAR NO. 3 ENGINE

NO. 3 CLEAR (LM)

15. OIL COOLER AUG

OFF (FE)

TURNING 3 (P), ROTATION (LM)

16. OIL COOLER FLAPS

AUTO (CP)

2. APU GEN

ON, CHECKED (FE)

17. LIGHTS

SET (CP)(FE)

3. DC POWER

BATTERY, REMOVE

18. ANTI-ICING

SET (FE)

EXTERNAL POWER (FE)

4. CLEAR NO. 4 ENGINE

NO. 4 CLEAR (LM)

19. LINEUP

COMPLETE (P)(CP)(FE)

TURNING 4 (P), ROTATION (LM)

5. AIR COND MASTER

NO PRESS (FE)

AFTER TAKEOFF

6. EXTERNAL POWER,

1. GEAR, FLAPS, LIGHTS

CHECKED (CP)(FE)

GROUND EQUIPMENT

REMOVED, CLEAR (LM)

2. HYDRAULIC PANEL

CHECKED SET (CP)

7. CLEAR NO. 2 ENGINE

NO. 2 CLEAR (LM)

3. SYNC MASTER

AS REQUIRED (FE)

TURNING 2 (P), ROTATION (LM)

4. PRESSURIZATION

CHECKED (FE)

8. CLEAR NO. 1 ENGINE

NO. 1 CLEAR (LM)

5. WINGS, AIRCRAFT INTERIOR

CHECKED (LM)

TURNING 1 (P), ROTATION (LM)

9. BLEED AIR

SET (FE)

6. LEADING EDGE ANTI-ICING

CHECKED, SET (FE)

10. FUEL PANEL

SET (FE)

7. FUEL PANEL

AS REQUIRED (FE)

8. HOT MIKE

AS REQUIRED (P)(CP)(FE)

BEFORE TAXI

DESCENT

1. ANTI-ICING

AS REQUIRED (FE)

2. RADAR, IFF

STBY (P)(CP)(FE)

1. CREW

BRIEFED (P/CP)

3. COMPASSES

CHECKED _____#1 (P)

2. PAX, CARGO

AS REQUIRED (LM)

CHECKED _____#2 (CP)

3. PRESSURIZATION

SET (FE)

4. ATTITUDE SELECT

CHECKED _____ (P)(CP)

4. BARO ALTIMETER

SET _____ (P)(CP)

5. GPWS

SET (CP)

5. TD VALVES

AS REQUIRED (FE)

6. FLAPS

50% (CP)

ONLY CIRCLED ITEMS NEED TO BE CHECKED AT OPERATIONAL STOPS

Figure 8-8. Normal Procedures Checklist (Sheet 1 of 2)

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ORIGINAL

01-75GAL-1

APPROACH

BEFORE LEAVING THE AIRCRAFT

1. GALLEY FLOOR

SET (LM)

1. OIL COOLER FLAPS

AS REQUIRED

2. RADAR

OFF

2. FUEL PANEL

AS REQUIRED (FE)

3. AIR-CONDITIONING

OFF

3. SEATBELTS

FASTENED (ALL)

4. BLEED AIR

OFF

4. ALTIMETERS

SET ___,____ (P)(CP)

5. ELECTRICAL PANEL

SET

5. NAV SELECT

AS REQUIRED (P)(CP)

6. FUEL PANEL

SET

7. TD VALVES

NULL

8. OXYGEN

NORMAL/100%/OFF

LANDING

9. HYDRAULIC PANEL

SET

1. HOT MIKE

ON (P)(CP)(FE)

10. AC BUS TIE SWITCH

OFF

2. FLAPS

AS REQUIRED (P)(CP)

11. APU GENERATOR

OFF

3. LANDING GEAR

DOWN, CHECKED,

12. APU PANEL

SET

CENTERED (P)(CP)(FE)

13. RADIOS

OFF

4. HYDRAULIC PANEL

CHECKED, SET (CP)

14. WHEELS

CHOCKED

5. LIGHTS

SET (CP)

15. PARKING BRAKE

RELEASED

16. LIGHTS

SET/OFF

6. SYNC MASTER

OFF (FE)

17. DC BUS TIE AND BATTERY

SET

7. PRESSURIZATION

CHECKED (FE)

18. INS/GPS

OFF

8. ANTISKID

CHECKED (FE)

19. EMER EXIT LT SWITCH

DEPRESSED

20. COVERS, PLUGS

INSTALLED

TOUCH AND GO LANDING

21. INT/EXT LIGHTS

OFF

22. DOORS AND RAMP

AS REQUIRED

ON THE RUNWAY

23. AIRCRAFT BATTERY

DISCONNECTED

1. FLAPS

50% (P/CP)

2. TRIM

SET (P/CP)

CRUISE ENGINE SHUTDOWN

3. THROTTLES

AS REQUIRED (P/CP)

1. CREW

BRIEFED (CP)

AFTER TAKEOFF

2. SYNC MASTER

OFF (FE)

3. PROP GOV CONT

MECH (CP)

1. GEARS, FLAPS, LIGHTS

CHECKED (P/CP)(FE)

4. FEATH VALVE AND NTS SWITCH

VALVE (CP)

LANDING

5. AIRSPEED

BELOW 180 KIAS (P)

1. CREW

BRIEFED (P/CP)

6. NTS CHECK

COMPLETE (FE)

2. FLAPS

AS REQUIRED (P)(CP)

7. THROTTLE OF ENGINE TO BE

3. LANDING GEAR

DOWN, CHECKED

SHUT DOWN

FLIGHT IDLE (P)

CENTERED (P)(CP)(FE)

8. ENGINE BLEED AIR SWITCHES ON

OPERATIVE ENGINES

ON (FE)

4. HYDRAULIC PANEL

CHECKED (P/CP)

9. SYNC MASTER

RESET AS REQUIRED (FE)

10. CONDITION LEVER

FEATHER (CP)

AFTER LANDING

11. FUEL BOOST PUMP

OFF (FE)

1. FLAPS

AS REQUIRED (CP)

12. ENGINE BLEED AIR SWITCH

OFF (FE)

2. OIL COOLER FLAPS, AUG

AS REQUIRED (FE)

13. ENGINE GENERATOR SWITCH

SET (FE)

14. PROP FEATH OVRD BUTTON

OUT (CP)

3. LIGHTS

SET (CP)(FE)

15. THROTTLE OF ENGINE

4. RADAR, IFF

STBY (P)(CP)(FE)

SHUTDOWN

FULL FORWARD (P)

5. PRESSURIZATION

NO PRESS (FE)

16. OIL COOLER FLAP

CLOSED/FIXED (CP)

6. ANTI-ICING

OFF (FE)

17. FUEL MANAGEMENT

CHECKED (FE)

7. APU PANEL

SET (FE)

8. ELECTRICAL PANEL

SET (FE)

AIRSTART

1. FIRE HANDLE

IN (CP)

2. THROTTLE

SET APPROX 1I

SECURE

ABOVE FLIGHT IDLE (P)

1. PARKING BRAKE

SET (P)

3. FUEL BOOST PUMP

ON (FE)

2. OIL COOLER AUG

OFF (FE)

4. OIL COOLER FLAP

AUTO (CP)

3. SHUTDOWN, NTS CHECK

COMPLETE (ALL)

5. FUEL ENRICHMENT

NORM (P)

6. PROP GOV CONT

MECH (CP)

4. UNNECESSARY EQUIPMENT

OFF (ALL)

7. NTS CHECK

VALVE (CP)

5. OXYGEN

CHECKED, OFF (ALL)

8. TD VALVE

AUTO (FE)

6. CHOCKS, NOSE PIN

INSTALLED (LM)

9. CONDITION LEVER

AIRSTART (CP)

7. PARKING BRAKE

RELEASED (P)

10. GENERATOR

RESET/ON (FE)

11. FUEL ENRICHMENT

OFF (P)

8. HYDRAULIC PANEL

SET, EMERGENCY

12. BLEED AIR

ON (FE)

SELECTED (CP)

13. PROP GOV CONT

NORM (CP)

9. AIR CON MASTER

AUX VENT (FE)

14. ENGINE INSTRUMENTS

IN LIMITS (FE)

ONLY CIRCLED ITEMS NEED TO BE CHECKED AT OPERATIONAL STOPS

Figure 8-8. Normal Procedures Checklist (Sheet 2)

ORIGINAL

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01-75GAL-1

CHAPTER 9

Functional Checkflight Procedures

9.1

GENERAL

9.1.1 Checkpilots

The most important factor in obtaining good checkflights on the aircraft is to pick experienced, conscientious

checkpilots. Commanding officers will designate, in writing, those pilots within their command who are currently

eligible to perform this duty.

9.1.2 Checkflights and Forms

Checkflights will be performed when directed by, and in accordance with, OPNAVINST 4790.2 series and the

directions of NAVAIRSYSCOM type commanders or other appropriate authority. Functional checkflight

requirements and applicable minimums are described below. Functional checkflight checklists are promulgated

separately.

9.1.3 Conditions Requiring Functional Checkflights

Checkflights are required under the following conditions (after the necessary ground check and prior to release of

the aircraft for operational use):

A. At the completion of aircraft rework or acceptance inspection (all checkflight items required are prefixed by A).

B. After the installation or reinstallation of an engine, fuel control, major fuel system components, or any other

systems/components that cannot be checked in ground operation (minimum required are prefixed by B).

C. After the installation or reinstallation of a propeller, propeller governor, or valve housing (minimum required are

prefixed by C).

D. When fixed flight surfaces have been installed or reinstalled or when movable flight surfaces or flight controls

have been installed or reinstalled, adjusted, or rerigged, and improper adjustment or replacement of such components

could cause an unsafe operating condition (minimum required are prefixed by D).

E. When an aircraft with dual or multi-independent attitude reference sources has had the indicators/displays, attitude

reference sources, subsystems, or components removed, replaced, or adjusted in two or more of the attitude reference

systems. Aircraft with four or more independent attitude reference sources in which two sources are known good,

and the integrity of those two sources has not been jeopardized, will not require a FCF.

F. When an aircraft that has not flown 30 days or more and has had a complete engine run sheet completed (all

checkflight items required are prefixed by F).

Note

FCFs are not required when the maintenance action involves only the

removal and reinstallation of connecting hardware without a change in

adjustment or alignment to one of the above systems. However, a thorough

ground functional check shall be conducted before the aircraft is released

for flight. An appropriate entry noting the system disconnected and

reconnected and the accomplishment of a ground functional check shall be

made on a VIDS/MAF or entered in NALCOMIS.

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ORIGINAL

01-75GAL-1

Every effort shall be made to perform the entire profile, however, these profiles may be modified to meet specific

requirements and/or aircraft configurations. It is not required to complete every step in any one profile if the steps

are not applicable, certain systems are inoperative, or required NAVAIDS are unavailable. FCF crews, together with

Quality Assurance, shall ensure that, as a minimum, those systems affected by maintenance action are tested.

9.2

PROCEDURES

Flight profiles for functional checkflight are depicted in Figure 9-1. The following items provide a detailed

description of the functional checks, sequenced in the order in which they should be performed. In order to complete

the required checks in the most efficient and logical order, a flight profile has been established for each checkflight

condition stated above and identified by the corresponding letter. The applicable letter identifying the profile prefixes

each check both in the following test and in the functional checkflight checklists. Checkflight personnel will

familiarize themselves with these requirements prior to the flight. NATOPS procedures will apply during the entire

checkflight unless specific deviation is required by the functional check to record data or ensure proper operation

within the approved aircraft envelope. A daily inspection is required prior to the checkflight.

Figure 9-1. Flight Profile

ORIGINAL

9-2

01-75GAL-1

PROFILE

9.2.1 Pretaxi

Flap operation.

Pull FLAP CONTROL circuit breaker.

Override operation.

(1) Have crewmember lower flaps to 20 percent by depressing the manual override button

on the down side of the flap selector valve.

(2) Have crewmember raise flaps to 0 percent by depressing the manual override button

on the up side of the flap selector valve.

Manual operation.

(1) Set flap lever to 10 percent.

(2) Turn off the No. 1 and No. 2 hydraulic pumps, utility suction boost pump, and deplete

system pressure.

(3) Have a crewmember engage the handcrank, remove the input shaft pin, and shift to

MANUAL drive.

(4) Manually lower the flaps to 10 percent.

(5) Remove handcrank, shift back to NORMAL drive, and replace the input shaft pin.

(6) Turn on the utility suction boost pump and the No. 1 and No. 2 hydraulic pumps.

(7) Push in flap control circuit breaker and raise flap lever to UP.

Ensure that normal flap operation has been regained.

Flight controls and boost shutoff.

a. Check ailerons, elevators, and rudder for freedom of movement with booster hydraulic

system switches in the OFF position.

Note

Restrain the control column when checking

elevator movement to prevent the bobweight

from slamming the controls against the stops.

b. Turn utility hydraulic system switches to the OFF position and check flight for no boost

operation.

c. Turn on booster hydraulic system switches and recheck flight controls.

d. Turn on utility hydraulic system switches and ascertain that all boost shutoff switches are

in the ON position.

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ORIGINAL

01-75GAL-1

PROFILE

ABC

3. Ice detection system.

Completeengine, propellersystem check as specified in the TAXIchecklist, Chapter8 ofPart

III, in both MANUAL and AUTO.

A D

4. Trim tabs.

a. Check trim for freedom of movement and proper travel.

b. Check elevator trim tab in EMERGENCY.

c. Check copilot elevator control.

d. Set trim tabs for takeoff.

9.2.2 Pretakeoff

Brakes.

a. Check emergency system operation by ensuring firm response upon application.

b. Check normal system with ANTI-SKID switch OFF.

c. Check normal system with ANTI-SKID switch ON.

d. Check copilot brake pedals.

ABC

Nosewheel steering.

a. Check nosewheel steering for smooth operation in both directions, no lag response, ease

of motion, and ease of return to center.

b. An aircraft requires excessive steering control if it fails to track straight with the throttles

adjusted as follows:

(1) Fuel flow — Maximum 50 lb/hr differential.

(2) Torque symmetrical.

c. A steering correction while tracking in a straight line that causes a pointer deviation outside

the white radius on the steering position indicator is excessive.

Flight instruments.

a. Check heading and turn and slip indicators for correct movement in a turn. (Check both left-

and right-hand turn.)

b. Check airspeed and VSIs for proper readings.

c. Check ADIs for proper operation.

d. Check standby attitude indicator for proper operation.

ORIGINAL

9-4

01-75GAL-1

PROFILE

ABC F

8. Propeller reversing.

Reverse propeller in symmetrical pairs and check rpm and torque differential; if torque

differential is greater than 1,000 pounds, compensate on subsequent reversing and record

discrepancy.

ABC F

9. Engine runup.

a. Complete engine runup as prescribed in Chapter 8 of Part III.

b. Ensure all engine instrument readings are within normal limits.

9.2.3 Climb (Profiles A, B, and E FL 190; Profiles C, D and F 6,000 Feet)

ABC F

10. NTS check.

Perform NTS check for engines to be shut down in accordance with procedures in Cruise

Engine Shutdown checklist in Chapter 8 of Part III.

11. Flight instruments.

a. Check pilot and copilot ADI and HSI for smooth operation and accuracy, one against the

other.

b. In a standard-rate turn, check turn needles for 30_ turn in 10 ±1 seconds.

c. Check airspeed indicators for a maximum differential of 6 knots.

d. Check pilot, copilot, and navigator altimeters against each other to be within 230 feet at

10,000 feet and 340 feet at 20,000 feet.

e. Establish a constant rate of climb. Time altimeter for 1 minute to determine actual rate of

climb. Both VSI/TRAs must agree within 100 fpm.

f. Check standby attitude indicator for smooth operation and accuracy.

12. Pressurization/rate of climb.

a. Set cabin rate of climb to MIN; check climb rate 30 to 200 fpm.

b. Set cabin rate of climb to MAX; check climb rate 1,600 to 2,900 fpm.

c. Set rate-of-climb knob at a midposition and check rate between MIN and MAX limits.

13. Leading edge anti-ice system check.

Turn on wing and empennageanti-icesystem individually and check that the anti-icing valves

modulate to maintain temperature within normal limits.

9.2.4 Level (Profiles A and B FL 190, Profiles C and D 6,000 Feet)

14. Auxiliary power unit check.

a. Start APU in accordance with instructions contained in Chapter 8 of Part III. APU shall start

normally and EGT shall remain in normal range.

Note

APU shall only be started below 20,000 feet

and 200 KIAS.

9-5

ORIGINAL

01-75GAL-1

PROFILE

b. If APU generator was not checked previously, apply electrical load and verify frequency,

voltage and load are within normal limits.

Do not open the APU bleed air valve in flight.

c. Stop the APU in accordance with instructions contained in Chapter 8 of Part III.

15. Air conditioning/fuselage leak check.

a. Select MAN PRESS and ensure positive control of the outflow valves by increasing and

decreasing.

b. Hold the manual pressure switch in the increase position. The safety valve should regulate

cabin pressure to 15.9 (±0.3) inches Hg. Note the pressure.

Do not exceed a maximum of 16.4 inches Hg

differential pressure.

CAUTION

Do not hold manual pressure switch for over

30 seconds to preclude burning out the valve

motor.

Select AUTO PRESS. The pressure should decrease slowly and the outflow valve should

regulate cabin pressure to 15.4 ±0.4 inches Hg but lower than the pressure noted in step b.

Select MAN PRESS and pressurize aircraft to pressure noted in step c plus 0.2 inches Hg

(this will ensure that the outflow valve is closed).

Note

A properly functioning air-conditioning and

pressurization system will exceed 15.9 inches

Hg if the outflow valve is held toward closed in

MAN PRESS. This will cause the safety valve

to openbeforetheoutflow valveis fullyclosed.

Beginning the check with the outflow valve

partially open will result in a failed check. If

this situation occurs, close engine bleed air

valves as necessary, one at a time, to keep cabin

pressure within limits and ensure outflow valve

is fully closed prior to continuing.

ORIGINAL

9-6

01-75GAL-1

PROFILE

Place the ENGINE BLEED AIR switches to OFF.

Time differential pressure decreases from 14 to 12 inches. Time shall be no less than

36 seconds at FL 190.

The minimum time limit shall be 50 seconds at completion of scheduled depot level

maintenance.

Place all ENGINE BLEED AIR switches to ON and repressurize to step c pressure.

Select AUTO PRESS.

Check windshield defogging for proper airflow.

Check control of flight deck and forward and aft cargo compartment temperature, both

manually and automatically.

Place the flight station AIR CONDITIONING SHUTOFF switch to OFF.

m. Place FLT STA AIRFLOW switch to MIN, NORMAL, INTMED and MAX, in turn.

Note

Airflow to the flight station distribution ducts

from the cargo compartment air-conditioning

system should be greatest in MIN and become

progressively less in each position to no flow in

the MAX position.

Place the flight station AIR CONDITIONING SHUTOFF switch to ON.

16. Flight control system (FCS 105) auto operation.

Note

Displacement of the pitch rate knob will

disengage ALT except when coupled to a

glideslope. Displacement of the turn control

will disengage all modes if AP CPLD is

engaged. Each mode can be disengaged by its

individual switch.

a. With the YD and AP engage levers ENGAGED:

(1) Check that YD and AP disengage by alternately pressing the pilot and copilot autopilot

release switches.

(2) Check that YD (on aircraft prior to 165313) and AP disengage by alternately actuating

the pilot and copilot normal elevator trim tab switches.

Note

Check AP CPLD on each system. Observe

operations to be normal on all modes while not

coupled.

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ORIGINAL

01-75GAL-1

PROFILE

(3) Check disengagement by moving the elevator tab power selector switch out of the

NORMAL position.

(4) Check that the AP DISENGAGE light illuminates with each disengagement.

(5) Check that the rate of response is relative to the amount of displacement to the turn

control and the pitch control movement. When the controls are released, check that the

bank angle and the pitch attitude remain constant.

(6) Check the maximum bank limits.

Engage the YD and AP engage levers while in a 45_ bank and some amount of command

bar pitch command.

(1) Check that the autopilot decreases the bank angle to the maximum autopilot bank limit

and that engagement provides an initial pitch hold automatically.

(2) Level aircraft and set heading marker under lubber line.

Select HDG, ALT, and AP CPLD.

(1) Check the annunciator HDG, ALT, and AP CPLD lights are illuminated and that the

mode selector flags indicate selected.

(2) Check turns to the desired headings and command bar response by moving the heading

marker for the HSI.

(3) Check the maximum bank limits and the maximum altitude change during turns.

(4) Check that turn control will deselect all modes and that all mode lights extinguish.

(5) Check that the pitch control will deselect the ALT mode, that the ALT ON flag is

removed, and the ALT HOLD light extinguishes.

Note

When the autopilot is disengaged, it will not

disengage altitude hold for the other system; if

the aircraft altitude is changed approximately

800 feet, the computer warning flag will appear

for the system with the ALT engaged.

Select NAV LOC then AP CPLD.

(1) Check that the system remains in HDG by adjusting the heading selector.

(2) Check that the AP CPLD light and the NAV ARM light are illuminated and the NAV

LOC ON flag is in view.

Check the capture and track of a VOR radial.

(1) Select a VOR station at least 30 miles away from present position. Adjust the heading

marker on the HSI for a 60_ intercept to the desired radial. When the system

automatically captures the desired radial, check that the NAV CAPT light illuminates

and the HDG and NAV ARM lights extinguish.

(2) Check the maximum bank-angle limits.

ORIGINAL

9-8

01-75GAL-1

PROFILE

(3) Check tracking performance (both autopilot and flight director commands).

(4) Press the SYNC pushbutton on the side the AP is coupled. AP CPLD will disengage,

and vertical modes for the appropriate system will disengage. Check that the aircraft

can be maneuvered and the autopilot will hold the attitude existing when the SYNC

is released.

(5) Disengage AP and YD engage levers and alternately increase and decrease pitch

attitude. Press the SYNC buttons simultaneously to check that the command bars

synchronize for holding the pitch angle.

Check vertical modes as follows while coupled to the No. 1 system:

(1)

Set IAS, and change power. Commands and/or autopilot response should hold existing

IAS.

Note

Thespeed deviation pointershould becentered

when maintaining an airspeed equal to that

selected on the appropriate IAS indicator, and

the pointer should move fast or slow as the

airspeed is varied.

(2)

Select VS while changing altitude. Commands and/or autopilot response should

maintain existing vertical speed.

(3)

While doing the above, select an altitude on the altitude selector at least 2,000 feet in

the direction used above and depress ALT SEL. The ALT ARM light should

illuminate; the ALT WARN light should illuminate, and a 2-second tone should occur

1,000 feet from selected altitude; the ALT WARN light should extinguish 300 feet

from selected altitude.

(4)

The selected vertical mode should disengage, and the ALT HOLD light illuminates

prior to reaching the selected altitude. Commands and/or autopilot response should

level off and capture the selected altitude. (Altitude capture in the ALT SEL mode will

be softer than if captured by depressing ALT, but after capture overshoots, the limits

are the same.) ALT ARM light remains on after altitude capture if done in ALT SEL

mode, and extinguishes if ALT mode is selected.

(5)

When leaving a selected altitude, the ALT WARN light should come on and a 2-second

tone should sound at 300 feet from the altitude. The light should remain on until the

aircraft returns to less than 300 feet from the selected altitude or a new altitude is

selected.

Limits.

(1) Bank-angle limits:

(a) Turn rate knob — 30_ ±3_.

(b) Heading mode — 25_ ±3_.

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ORIGINAL

01-75GAL-1

PROFILE

(d) VOR track — 8_ maximum.

(e) ILS capture — 25_ ±3_.

(f) ILS track — 15_ ±3_.

(2)

Vertical modes (ALT HOLD/ALT SEL):

(a) Engage overshoot — 7.5 percent of climb/dive (fpm).

(b) Altitude hold accuracy — ±25 feet or 0.1 percent of altitude, whichever is greater.

(d) IAS hold — ±3 knots.

(e) VS hold — ±70 fpm at 1,000 fpm.

(f) ALT SEL-CAPTURE — ±50 feet or 7.5 percent of climb/dive rate.

(3)

VOR or localizer capture.

Maximum of one overshoot. The magnitude of the overshoot may vary but never more

than one dot. If maximum bank angle is not experienced, then there should be no

overshoot.

(4)

Maximum intercept angles.

(a) VOR/front-course ILS — 90_.

(b) Back-course ILS (localizer) — 75_.

17. Radios and navigation aids.

a. Obtain a two-way radio check on all transceivers.

b. Check for operation of the ICS and PA systems.

c. Check all navigation receivers for proper indications.

d. Check INS for proper operation.

e. Check for proper operation of the radar.

f. Obtain IFF check on all modes including emergency and mode C.

g. Check operation of the TCAS system for proper display of local traffic as encountered.

ABC

18. Engine shutdown and airstart.

a. Complete Cruise Engine Shutdown checklist for affected engines.

ORIGINAL

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01-75GAL-1

PROFILE

b. Prior to shutdown, each engine condition lever should be momentarily placed to GROUND

STOP. The engine should continue to run.

Should the engine flame out, immediately

place the condition lever to feather.

c. Feather cycle should complete within 10 seconds. If the feather override button fails to pop

out within 4 to 5 seconds, pull it out manually.

Should the propeller continue to rotate, slow to

minimum safe control speed and follow Pro-

peller Fails to Feather procedures outlined in

Chapter 11 of Part V.

Accelerate to 200 KIAS. Propeller should not rotate.

Affected engine-driven hydraulic pump light on.

Note

Certain engine driven hydraulic pumps will not

always cause the light to come on when the

engine is shut down in flight. If the light does

not come on immediately, cycle the flight

controls. If the light still does not come on, turn

off the other engine-driven pump for the

affected system and bleed down the pressure.

When the secured engine’s light comes on,

turn-ontheengine-driven pumpfortherunning

engine and note that the light for the secured

engine stays on.

Perform Airstart Procedure Checklist.

Repeat for the remaining engines.

ABC

19. Propeller reindexing (if required).

a. Accomplish reindexing procedure as outlined in Chapter 8.

ABC

20. Throttle alignment.

a. Match all TITs above crossover (one-half-knob width of each other).

9-11

ORIGINAL

01-75GAL-1

PROFILE

ABC

21. Cruise power.

a. Record all engine cruise power settings with TIT above crossover and while maintaining

a constant IAS.

22. Fuel jettison.

a. Perform fuel jettison as outlined in Part V.

9.2.5 Descent/Level 2,000 Feet or Below (Profiles A, D and F)

23. Flap operation.

a. Reduce airspeed below 145 KIAS.

b. Lower flaps from 0 to 100 percent; operating time should be 8 to 15 seconds.

c. Check operation of warning horn at 80 (±5) percent with the gear up.

d. Raise flaps from 100 to 0 percent; operating time should be 10 to 15 seconds.

24. Emergency depressurization/auxiliary vent system check.

a. With aircraft pressurized to less than 3 inches Hg, place the EMERGENCY DEPRESSU-

RIZATION switch to EMERG DEPRESS. Ensure a rapid loss of remaining pressure.

b. Return the EMERGENCY DEPRESSURIZATION switch to NORMAL.

c. Place the AIR CONDITIONING master switch to AUX VENT.

d. Verifyairflowthroughbothflightstationandcargodepartmentductandbothoutflowvalve

and safety valve are open.

e. Reset air-conditioning as desired.

25. Landing gear operation.

a. Normal operation.

(1) Lower gear normally; all gear should indicate DOWN in 19 seconds or less.

(2) Raise gear; all gear should indicate UP in 19 seconds or less (the NLG must take at least

3 seconds to retract).

b. Manual override operation.

(1) Pull LANDING GEAR CONTROL circuit breaker.

(2) Place the landing gear lever in the DOWN position.

(3) Have crewmember lower landing gear by depressing the override button on the down

side of the landing gear selector valve.

Note

Verify that once the DOWN button is de-

pressed, it will hold in until the extension is

complete and the UP button is energized, either

manually or by restoring electrical power and

activating the landing gear handle to the UP

position.

ORIGINAL

9-12

01-75GAL-1

PROFILE

(4) Push in LANDING GEAR CONTROL circuit breaker.

(5) Raise landing gear.

Manual extension of the main landing gear.

(1)

Pull out the LANDING GEAR CONTROL circuit breaker.

(2)

Lower the landing gear lever.

(3)

Deplete all utility hydraulic pressure by securing the No. 1 and No.

engine-driven

hydraulic pumps and the utility suction boost pump.

Note

Establish communication with a crewmember

stationedforwardofeachMLGwheelwell.The

crewmember will remove the hydraulic panel

cover. The crewmember will respond with

“Port” and

“Starboard” when an action is

complete.

(4)

Pull and lock port and starboard emergency locking handle.

CAUTION

Do not force the emergency engaging handle

out. To do so may result in a bent manual drive

clutch lever, making it difficult or impossible

toengagethemanualdrive.Itmay benecessary

to place the extension handcrank on the

emergency extension stub shaft and rotate

slightly until the manual drive gear teeth align.

(5)

If the MLG does not freefall, place the handcrank on the stub shaft and extend the gear

by rotating the stub shaft approximately 330 turns in the direction of the arrow above

the shaft.

D Make sure the ratchet on the handcrank is set

for down rotation before placing it on the stub

shaft.

D If the MLG starts to freefall after the handcrank

isplacedonthestubshaft,immediatelyremove

the handcrank. The extension handle ratchet

may change direction because of the rotation

speed of the stub shaft.

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ORIGINAL

01-75GAL-1

PROFILE

(6) Note that the MLG indicates DOWN and LOCKED.

(7) Have crewmembers push emergency locking handles IN and rotate handcrank to verify

disengagement.

(8) Emergency NLG extension.

(a) Position the NLG emergency extension valve to NLG EMERGENCY

EXTENSION.

(b) Turn auxiliary hydraulic pump ON.

(d) Position the NLG emergency extension valve to NORMAL.

(e) Turn the auxiliary hydraulic pump OFF.

(9) Push in the LANDING GEAR CONTROL circuit breaker.

(10) Turn the utility hydraulic pumps ON and note all gear DOWN and LOCKED.

(11) Raise the landing gear lever and note all gear UP and LOCKED.

d. NLG manual release.

(1) Pull LANDING GEAR CONTROL circuit breaker.

(2) Decrease airspeed to or below 120 KIAS.

(3) Pull the NLG emergency release handle.

Note

The nosegear should extend into the slip

stream. Allow the nosegear to extend until the

forward gear door starts to close at reduced

airspeed; this may require 30 to 45 seconds.

Increase airspeed as rapidly as possible not to

exceed 165 KIAS. The nosegear should extend

to the DOWN and LOCKED position.

(4) Position the landing gear lever DOWN.

(5) Push in the LANDING GEAR CONTROL circuit breaker.

(6) Note all gear indicators DOWN and LOCKED.

(7) Recheck normal landing gear operation.

26. ADS system check.

a. Position crewmember on ICS at ramp. (Ensure that ramp arms are connected and bomb rack

is cocked.)

ORIGINAL

9-14

01-75GAL-1

PROFILE

b. Place AUX PUMP switch to ON.

c. Open cargo door and ramp from cockpit (7 to 30 seconds).

d. Press ADS release button in cockpit; observe shackle operation on bomb rack.

e. Close cargo door and ramp from cockpit (7 to 30 seconds).

f. Place AUX PUMP switch to OFF.

9.2.6 Approach (Profiles A, D and F)

27. Check radar altimeter.

28. Flight control system (FCS 105) approach and go-around.

ILS back course (if available).

(1) Select ILS frequency, set course arrow on front course bearing, and place AP and YD

engage levers to ENGAGE.

(2) Set the heading marker to intercept the back course at an angle of 45_ (75_ is the

maximum capacity). BACK LOC illuminates.

(3) Select the following modes: NAV LOC, ALT, and AP CPLD. (The autopilot should

follow the heading marker command until NAV CAPT light illuminates and the HDG

annunciator extinguishes.) GS flap and pointer out of view, GS ARM not illuminated.

Select APR and verify glideslope disabled.

(4) Check the maximum bank angle obtained and the tracking performance.

ILS front course.

(1) Set the heading marker for a 45_ intercept angle.

(2) Select NAV LOC then ALT and AP CPLD.

(3) The autopilot should turn to the heading marker command and the command bar should

coincide. The AP CPLD, HDG, NAV ARM, and ALT HOLD light should be

illuminated. When NAV CAPT is obtained, the NAV CAPT light should be

illuminated and the HDG and NAV ARM lights extinguished.

(4) After NAV CAPT, select APPR and the GS ARM light should illuminate.

(5) When the GS CAPT light illuminates, the GS ARM and ALT lights should extinguish

and the aircraft and flight director should follow the glideslope.

(6) Select nose up and nose down with the pitch control and the autopilot should remain

coupled to the ILS.

Note

LOC should capture at least 18 miles from

antenna and GS should capture at least 10

miles. (Flags should pull.)

9-15

ORIGINAL

01-75GAL-1

CHAPTER 10

Flight Characteristics

10.1

INTRODUCTION

The aircraft was designed for cargo and passenger transport and for support and utility operations from small fields

and emergency airstrips. In this, and in all other areas of flight operations including formation and instrument flying,

the aircraft has satisfactory flight characteristics. The outstanding and most useful characteristic in all ground and

flight operating conditions is the capability of the aircraft for rapid acceleration and its immediate and precise

response to power and control applications.

10.2

STALLS

Stall warning occurs in the form of airframe buffeting. The margin of airspeed between initial warning and actual

stall is from 2 to 5 knots in the landing configuration and comfortably greater in other configurations. There is little

or no stall warning with gear and flaps retracted at flight idle power. Power-off staff speeds for typical configurations

and flight attitudes are given in Figures 10-1 through 10-4. Use care to avoid accidental stalls. Should a stall be

entered, it is recommended that recovery be made as follows:

1. If in level flight, immediately drop the nose and apply power to limit loss of altitude. Use ailerons and rudder

to counteract any wing-dropping tendency. Move controls smoothly, avoiding abrupt actions. Avoid diving

the aircraft, and avoid abrupt or accelerated pull-up after recovery.

2. If in climbing or banked attitude, immediately drop the nose, level the wings, and apply power to limit loss

of altitude. Move controls smoothly, and avoid abrupt actions. Avoid diving the aircraft, and avoid abrupt or

accelerated pull-up after recovery.

3. Heavy gross weight cruise configuration power-on stalls will be accompanied by reduction of rudder and

elevator control forces. Recovery should be made by applying nose down elevator.

10.2.1 Practice Stalls

Any practice stall entry and recovery should be made at light weights (not to exceed 120,000 pounds) and with the

cargo compartment empty. Practice at a minimum altitude of 10,000 feet above the ground. The aircraft should be

trimmed at a speed not less than 1.4 times the stall speed for the entry configuration and weight, and should not be

adjusted until recovery is completed.

During stall entry, the nose should be raised at a rate to produce an airspeed decrease of approximately 1 knot per

second.

ThethrottleshouldbeincreasedaboveflightidleonlyasnecessarytopreventNTSactionfromoccurring duringentry

into the stall. The synchrophase master switch should be OFF. When stall warning in the form of light airframe

buffeting occurs, recovery should be initiated. Avoid abrupt control movements and avoid any control action that

may result in sudden attitude change or in excessive acceleration of buffeting.

10-1

ORIGINAL

01-75GAL-1

The following conditions adversely affect stall characteristics and/or performance and should be taken into

consideration prior to any practice stall training:

1. High power settings.

2. Asymmetric power.

3. One or more engines producing negative torque or causing a negative torque signal.

4. Retrimming or continually trimming the elevator nose up during stall entry.

5. Changing flap deflection during stall entry or recovery.

6. Increasing power during stall entry.

7. Practicing stalls at too low an altitude or over an overcast.

8. High fuel weights-low cargo weight conditions.

9. Aft center of gravity position.

Clean-configuration stalls should be discontinued at the onset of buffet.

Power-on stalls should not be attempted because of the excessively

nose-high attitude required.

10.3

SPINS

Spins are a prohibited maneuver, and should never be intentionally entered. Accidental spins can be prevented by

immediate recovery from any stall condition. If a spin is accidentally entered, it is anticipated that a normal recovery

for multi-engine aircraft will be effective. As in any maneuvering flight, proper care should be taken to avoid

exceeding the structural limits of the aircraft by a sudden pull-up.

10.4

FLIGHT CONTROLS

The flight controls are designed to be operated with hydraulic boost on at all times. With boost on, the aircraft can

becontrolledwithoutundueeffortbythepilotunderany reasonableload, flap,and powercombinations. Lighterstick

forces are encountered in the power-approach configuration with aft center of gravity loadings. At airspeeds below

100KCASinthepower-approachconfiguration,alesspositiverollstabilityeffectisexperienced.Incaseofcomplete

failure of the hydraulically powered control systems, refer to Part V.

Landing under these conditions will be marginal if turbulence or

crosswinds are encountered. Do not deliberately turn off properly

functioning boost control in flight. To do so may result in an uncontrollable

attitude change and acceleration.

ORIGINAL

10-6

01-75GAL-1

10.5

LEVEL-FLIGHT CHARACTERISTICS

Therangebetweenslow-andhigh-speedflightisunusuallylarge,butcontrolandstabilityarenormalforanytrimmed

condition. During landing at light gross weights, the aircraft has a tendency to float due to the large wing area, the

propeller blade angle, and the flight idle horsepower.

10.6

MANEUVERING FLIGHT

Maneuvering flight within the category of acrobatics is prohibited. Do not make hard rudder kicks that result in large

angles of yaw. Normal maneuvers may be accomplished with moderate pilot effort, since control movement is

assisted by the boost system. There are no conditions of normal maneuvering flight which will produce a reversal

of control pressures, and maneuvers can be accomplished with ease. In executing turns under combat conditions,

remember that 60_ is the maximum bank angle. The recommended speed for minimum-radius turns is the best climb

speed at that altitude.

Abrupt pushover to a negative-g condition with flaps either up or down

should be avoided. This type of maneuver will result in a reduction in

maneuvering longitudinal stability, in that the angle of pitch-down and the

negative-g condition continue to increase even after the stick direction has

been reversed. After movement of the stick toward the former position is

begun, there is a time lag before the aircraft starts to reverse its pitching

motion.Final recoveryfrom themaneuverrequiresconsiderablepullforce.

This is due to the large pitching inertia of the aircraft and the longitudinal

rotational effect on the hinge moments of the elevator. These characteristics

could result in an excessive negative load factor, an uncomfortable

nosedown attitude, and an excessive positive load factor because of an

abrupt recovery.

10.6.1 Fin Stall

Fin stall maneuvers are prohibited.

If the aircraft is maneuvered to abnormally high sideslip angles (15_ to 20_), a fin stall resulting in large yawing

transients and a loss of directional stability can be encountered. This is an unusual flight maneuver and will not result

from power transients, gusts, wake turbulence or execution of normal flight maneuvers. The fin stall condition is more

likely to occur during abnormal amounts of left-rudder-input maneuvers if held until fin buffet occurs. Fin stall can

be encountered at all speeds between stall speed and approximately 170 KIAS in all flap configurations with power

on. The susceptibility of encountering the fin stall condition is greatest at low speed with high power. Consequently,

under these conditions rapid yawing maneuvers can be produced with relatively low abrupt rudder inputs or

abnormally high rudder deflections. As the aircraft attitude approaches the critical sideslip angle, heavy vertical fin

buffet will develop.

10-7

ORIGINAL

01-75GAL-1

10.6.2 Fin Stall Recovery

Fin stall recovery must be initiated at the onset of buffet by returning the rudder to the neutral position and rolling

to a wings-level attitude. If altitude and flight conditions permit, pushing the nose down to increase airspeed and/or

reducing power will also assist in recovery.

Note

D Ensure that adequate flying speed is maintained at all times.

D If fin stall is entered, it will require approximately 50 to 100 pounds rudder

pedal force to return the rudder to neutral.

10.7

DIVING

Conduct dives or descents within the airspeed limitations given in Part I. Avoid abrupt pullups at any time.

10.8

FLIGHT CHARACTERISTICS UNDER PARTIAL POWER CONDITIONS

The aircraft has excellent flight characteristics even when an engine is inoperative. All control surfaces are booster

operated, so that no great amount of pilot force is necessary to correct the turning action caused by uneven power

conditions. Some trim changes will be required. More rudder deflection will be required at low speed to counteract

the unbalanced thrust. With uneven power conditions, the minimum control speed will be limited by the available

rudder effectiveness. Failure of an outboard engine may require the reduction of power on the opposite outboard

engine. Consult NAVAIR 01-75GAI-1.1, combined performance data manual, for recommended cruise and climb

procedure for two- and three-engine operation. In the event two engines fail and a safe altitude cannot be maintained,

dump fuel and jettison equipment as necessary.

10.8.1 Practice Maneuvers with One or More Engines Inoperative

Engine failures may be simulated for practice, when desired. To simulate a feathered propeller, retard one or more

throttles to FLIGHT IDLE position. The checklist procedure for engine failure can be called out without actually

performing the operations named. Practice maneuvers at a safe altitude. Select a base point and set up a simulated

field elevation. Traffic patterns can be flown at the normal altitude above this base point.

During takeoff, or while airborne, do not move the throttles below the

FLIGHT IDLE position. Placing any propeller in the taxi range may result

in immediate loss of control of the aircraft.

During practice feathering, perform engine shutdown by engine shutdown procedures. Prior to practice engine

shutdown in flight, perform an NTS check as outlined in Part III.

10.8.2 Turns

Turns can be safely made in either direction with one or two engines inoperative on the same side if airspeed is

maintained with sufficient margin for air minimum control speed and stall speed. Air minimum control speed is based

on utilizing 5_ of bank angle away from the inoperative engine(s).

Banking into the dead engine(s) increases the minimum speed at which directional control can be maintained.

ORIGINAL

10-8

01-75GAL-1

10.8.3 Effect of Speed on Trim

During engine-out operation, asin allothertypesofoperation,trim isaffected byspeed. Aftertrim isset, anyincrease

of airspeed increases the effect of the trim tabs. Conversely, any decrease of airspeed reduces the effect of trim tabs.

10.8.4 Landing and Go-Around

Landings and go-arounds with feathered engines may be simulated at altitude by flying a traffic pattern over a basic

altitude. Roll out most of the trim as touchdown point is reached. During a go-around practice, note the altitude lost

between the go-around decision and the time the aircraft is safely in a climb condition. Note the aircraft acceleration

characteristics during these maneuvers.

10-9/(10-10 blank)

ORIGINAL

01-75GAL-1

PART V

Emergency Procedures

Contents

Page

No.

CHAPTER

— EMERGENCY PROCEDURES

11.1

INTRODUCTION

11-1

11.1.1

Engine Shutdown Conditions

11-1

11.1.2

Engine Shutdown Procedure

11-4

11.1.3

Cleanup

11-4

11.2

GROUND EMERGENCIES

11-5

11.2.1

Auxiliary Power Unit Fire

11-5

11.2.2

Cargo Compartment Refrigerator Overheat Warning Light

11-5

11.2.3

Start Valve Open Light Illumination

11-5

11.2.4

Engine Fire

11-6

11.2.5

Engine Overheating

11-6

11.2.6

Emergency Entrances

11-7

11.2.7

Ground Evacuation

11-7

11.2.8

Brake System Malfunctions

11-9

11.3

TAKEOFF EMERGENCIES

11-11

11.3.1

Abort Procedures

11-11

11.3.2

Engine Failure After Refusal Speed

11-12

11.4

IN-FLIGHT EMERGENCIES

11-13

11.4.1

Engine Failure

11-13

11.4.2

Propeller Malfunctions

11-15

11.4.3

Engine Fires

11-21

11.4.4

Engine Overheating

11-21

11.4.5

Auxiliary Power Unit Fire

11-21

11.4.6

Turbine Overheat Warning

11-22

11.4.7

Nacelle Overheat Warning

11-22

11.4.8

High Turbine Inlet Temperature

11-22

11.4.9

High Oil Temperature

11-22

11.4.10

Engine Systems Failure

11-22

11.4.11

Fuel System Failure

11-26

11.4.12

Fuel Dumping

11-31

11.4.13

Electrical Systems Failure

11-33

11.4.14

Generator Failure

11-39

ORIGINAL

01-75GAL-1

Page

No.

11.4.15

Fuselage Fire/Smoke and fumes Elimination

11-42

11.4.16

Electrical Fire

11-43

11.4.17

Cargo Compartment Refrigerator Overheat Warning Light

11-46

11.4.18

Bleed-Air Ducting Failure/Overheat Detection System (ODS) Warning Lights

11-46

11.4.19

Emergency Operation of Cabin Pressurization System

11-50

11.4.20

Emergency Operation of Air-Conditioning Systems

11-50

11.4.21

Emergency Operation of Leading Edge Anti-Icing System

11-50

11.4.22

Wing Fire

11-51

11.4.23

In-Flight Door Warning

11-52

11.4.24

In-Flight Release of Liferaft

11-53

11.4.25

Windshield and Window Failure

11-54

11.4.26

Rapid Decompression

11-55

11.4.27

Hydraulic Systems Failure

11-55

11.4.28

Landing Gear System Failure

11-65

11.5

CARGO JETTISON

11-79

11.5.1

Cargo Jettison Procedure

11-79

11.6

BAILOUT PROCEDURES

11-80

11.6.1

NB-8 Personnel Parachute

11-83

11.7

CONTROLLABILITY

11-84

11.7.1

Controllability Check

11-84

11.8

LANDING EMERGENCIES

11-85

11.8.1

Landing With Engines Inoperative

11-85

11.8.2

Go-Around With One or Two Engines Inoperative

11-88

11.8.3

Landing With Tire Failure

11-89

11.8.4

Landing Gear Retracted

11-89

11.8.5

Landing on Soft Ground or Unprepared Runways

11-91

11.8.6

Loss of Nosewheel Steering During Landing

11-91

11.8.7

Landing With a Cocked Nosewheel

11-91

11.8.8

Nosewheel Shimmy

11-91

11.9

DITCHING

11-92

11.9.1

Ditching Characteristics

11-92

11.9.2

Preparation for Ditching

11-93

11.9.3

Ditching Procedures

11-93

11.9.4

Abandoning Aircraft

11-98

11.10

EMERGENCY EQUIPMENT

11-100

11.10.1

Hand-Operated Fire Extinguishers

11-100

11.10.2

Master Light Shutoff Switches

11-100

ORIGINAL

01-75GAL-1

CHAPTER 11

Emergency Procedures

11.1

INTRODUCTION

This chapter contains the procedures to beused in coping with the various emergencies that may bemet during flight

and landing. A thorough knowledge of these emergency procedures will enable crewmembers to perform their

emergency duties in an orderly manner and to judge more quickly the seriousness of the emergency. This will permit

early planning for a bailout or forced landing and will greatly increase the crew chances for survival (see Figure 11-1

for location of emergency equipment). The procedures consist of items classified as critical or noncritical. The critical

items are actions that must be performed immediately to avoid aggravating the emergency and causing injury or

damage. Critical items are preceded with an asterisk and must be committed to memory. Noncritical items are actions

that contribute to an orderly sequence of events. After determining that an emergency exists, the pilot should

immediately establish communications with a ground station. The ground station should be given a complete

description of the emergency, the action taken, and an accurate position. The ground station should be further notified

of any changes or developments in an emergency so that the station can alert the Aerospace Rescue and Recovery

Service or other agencies to stand by, if necessary. In the checklists presented, the codes P, CP, FE, and LM stand

for pilot, copilot, flight engineer, and loadmaster. This presentation does not preclude the pilot from redelegating the

duties at crew briefing.

Note

Never initiate a procedure before command of the pilot.

11.1.1 Engine Shutdown Conditions

If any of the following conditions occur in flight or on the ground, shut down the affected engine when the necessary

corrective action fails to remedy the adverse condition:

1. Engine fire.

9. Unusual vibration or roughness.

2. Nacelle overheat

10. Certain propeller malfunctions (see Propeller

3. Turbine overheat.

Malfunctions, paragraph 11.4.2).

4. Uncontrollable rise in TIT.

11. Start valve light illuminates.

5. Uncontrollable rise in oil temperature.

12. Throttle control cable failure.

6. Uncontrollable drop in oil pressure.

13. Excessive visible fluid leak.

7. Generator fails to disconnect.

14. Certain hydraulic malfunctions.

8. Excessive or uncontrollable power.

When it is necessary to continue operation of an engine with any of these conditions present, operate the engine with

extreme caution and at the minimum power required.

Note

Before making a precautionary engine shutdown, consider performing an

NTS check using the procedures in Chapter 8.

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11.1.2 Engine Shutdown Procedure

*1. Condition lever — FEATHER (CP).

CAUTION

When pulling a condition lever to FEATHER, pull it all the way to the

detent to ensure that the propeller is fully feathered when the engine fuel

is shut off. If the lever is left at midposition and NTS is inoperative, an

engine decoupling is possible.

*2. Fire Handle — PULLED (as required) (CP).

If a fire, nacelle overheat, visible fluid leak or throttle control cable failure is indicated.

*3. Fire extinguisher — DISCHARGED (as required) (CP).

If a fire, nacelle overheat or other indication of fire persists.

Note

If fire indication condition persists, a break in the bleed-air manifold may

exist.

*a. If condition persists, isolate the wing.

*b. If condition persists, discharge the remaining bottle.

*4. Flaps — As Required (CP).

*5. Landing gear — As Required (CP).

*6. Propeller — Feathered (CP).

Note

D The copilot shall verbally confirm propeller feathered with the loadmaster

and visually confirm feather override button release.

D If a propeller continues to rotate, refer to Propeller Fails to Feather,

paragraph 11.4.2.5.

11.1.3 Cleanup

1. ENGINE BLEED AIR switch — OFF (FE).

2. Generator switch — Set (FE).

a. Generator switches (aircraft prior to 165313) — Tripped/OFF (FE).

b. Generator switch (aircraft 165313 and up) — OFF (FE).

3. Fuel BOOST PUMP switch — As Required (FE).

Note

If on crossfeed, ensure source of fuel to operate engines before shutting off

fuel boost pump and crossfeed valve for the affected engine.

ORIGINAL

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01-75GAL-1

4. CROSSFEED VALVE switch — As Required (FE).

5. PROPELLER GOVERNOR CONTROL switch — MECH GOV (CP).

6. Propeller feather override button — Out (CP).

7. SYNCHROPHASE MASTER switch — Reset as Required (FE).

8. TD VALVE switch — NULL (FE).

9. Throttle — Full Forward (P).

10. OIL COOLER FLAPS switch — CLOSED/Fixed (CP).

Note

Performance data should be checked (refer to NAVAIR

01-75GAI-1.1,

Combined Performance Data Manual).

11.2

GROUND EMERGENCIES

11.2.1 Auxiliary Power Unit Fire

*1. APU fire handle — Pulled (CP).

*2. Fire extinguisher — Discharge (as required) (CP).

*a. If condition persists, discharge the remaining bottle.

*3. APU generator — OFF (FE).

4. Evacuate (refer to Ground Evacuation procedures, paragraph 11.2.7) — (All).

11.2.2 Cargo Compartment Refrigerator Overheat Warning Light

1. Cargo compartment air-conditioning shutoff switch — OFF (FE).

2. UNDERFLOOR HEATING switch — OFF (FE).

3. APU CONTROL switch — STOP (FE).

4. Bleed-air divider valve — CLOSED (FE).

5. No. 3 and 4 ENGINE BLEED AIR switches — OFF (FE).

CAUTION

It is not recommended that any bleed-air valve be reopened once it has been

closed for an overheat condition. Damage to the warning system may

prevent detection of a subsequent overheat condition.

11.2.3 Start Valve Open Light Illumination

If the start valve open light illuminates other than during normal engine start:

1. Condition lever — GROUND STOP (CP).

2. ENGINE BLEED AIR switch — OFF (FE).

11-5

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01-75GAL-1

11.2.4 Engine Fire

Engine fires are indicated by a steady illumination in the respective fire handle and the master fire warning light on

the pilot instrument panel. If an engine fire is experienced on the ground or in flight:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.2.4.1 Tailpipe Fire or Torching During Engine Start

A tailpipe fire is defined as abnormal flame or torching coming from the engine tailpipe during start.

Note

Unless taxiing, inform groundcrew ofthe situation so they may useground

fire extinguishers if necessary.

1. Condition lever — GROUND STOP (P).

2. Continue to motor the engine with the starter (if the switch has not been released) (P).

If flames spread beyond the tailpipe or continue:

3. Perform Ground Evacuation Procedure, paragraph 11.2.7.

11.2.4.2 Tailpipe Fire During Engine Shutdown

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

CAUTION

Tailpipe fire during 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.

11.2.5 Engine Overheating

There are four indications of overheating in the engines and nacelles:

1. Turbine overheat warning light.

2. Nacelle overheat warning light.

3. High TIT.

4. High oil temperature.

11.2.5.1 Turbine Overheat Warning

If an overheat condition is indicated by the flashing of the master fire warning light and/or lights in a fire handle:

1. Throttles — GROUND IDLE (P).

2. Condition lever — GROUND STOP (CP).

ORIGINAL

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01-75GAL-1

11.2.5.2 Nacelle Overheat Warning

When an overheat warning is indicated by a nacelle overheat warning light on the copilot instrument panel:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.2.5.3 High Turbine Inlet Temperature

Should an overtemperature be indicated by high TIT, proceed as follows:

1. Throttle of affected engine — GROUND IDLE (P).

If this fails to eliminate the overtemperature:

2. Condition lever — GROUND STOP (CP).

11.2.5.4 High Oil Temperature

Refer to Engine Oil System Failure, paragraph 11.4.10.3.

11.2.6 Emergency Entrances

Emergency entrances are those used by ground rescue personnel (see Figure 11-2).

11.2.6.1 External Releases

The side emergency exits are each equipped with an external rotate-to-unlock-type release handle that is stowed in

a flush position on the exit. Depressing the handle release button allows the handle to pop out of its stowed position

so it can be rotated. Rotating the handle permits the exit to be pushed inward and entrance may be made.

11.2.6.2 Chopping Locations

Chopping locations, marked in yellow (see Figure 11-2) are painted on each side of the fuselage above the paratroop

jump doors. The locations are marked on the inside and outside of the fuselage.

11.2.7 Ground Evacuation

Note

If a hot brake is suspected or a main wheelwell fire exists, set opposite brake

only.

1. Parking brake — Set (P).

2. Tower/Ground — Notified (CP).

3. Crew — Notified (P).

4. Dc BUS TIE switch — TIED (FE).

5. Condition levers — FEATHER (CP).

6. Fire handles — Pulled (CP).

11-7

ORIGINAL

01-75GAL-1

7. Ac/dc power switches — OFF (FE).

8. Alarm bell — One Long Ring (CP).

9. Evacuate aircraft — All.

10. Chock aircraft — As Required (LM).

If a hot brake is suspected or a main wheelwell fire exists, chock nosegear

only.

11.2.8 Brake System Malfunctions

11.2.8.1 Loss of Utility System Hydraulic Pressure

The normal brake system will be inoperative if utility system hydraulic pressure is lost. If pressure is not available

to the normal brake system:

1. BRAKE SELECT switch — EMERGENCY (CP).

CAUTION

Usebrakes cautiously; noantiskid protectionis availableon theemergency

system. Avoid taxiing into congested areas because of the possibility of

auxiliary hydraulic pump failure.

Note

D With antiskid off, there are approximately two brake applications available

from a fully charged normal brake accumulator and approximately one

application from a fully charged emergency brake accumulator.

D The auxiliary hydraulic system handpump may be used for stopping the

aircraft in an emergency by holding the brake pedals down while the

handpump is being operated.

11.2.8.2 Dragging Brake

A dragging brake may be difficult to detect. If it is not evident to the pilot, the first knowledge of the problem may

be a report from the tower operator that the brake is smoking. Continued taxiing with a dragging brake will result

in a brake fire. A dragging brake may be caused by improper adjustment of a new or overhauled brake or by trapped

air in the brake system.

1. Stop aircraft, using reverse thrust and nosewheel steering (P).

2. Request firefighting equipment — As Required (CP).

11-9

ORIGINAL

01-75GAL-1

Note

D Allow brake to cool and maintenance performed prior to moving the

aircraft.

D If a hot brake is suspected or a main wheelwell fire exists, set opposite brake

only.

11.2.8.3 Brake Fire

1. Stop aircraft, using reverse thrust and nosewheel steering (P).

Note

If a hot brake is suspected or a main wheel well fire exists, set opposite

brake only.

2. Request firefighting equipment — (CP).

3. Perform Ground Evacuation Procedure, paragraph 11.2.7 (ALL).

D All personnel other than those in the fire department should evacuate the

immediate area. The area on both sides of the wheel will be cleared of

personnel and equipment for at least 300 feet. Do not approach the main

wheel area when extreme temperatures because of excessive braking are

suspected. If conditions require personnel to be close to an overheated

brake or tire assembly, the approach shall be from the fore and aft only.

D Do not use CO₂ directly on the wheel. It may cause the wheel to shatter.

11.2.8.4 Spongy or Chattering Brakes

This condition may be caused by air in the brake system or a defective antiskid valve.

1. ANTI-SKID switch — OFF (CP).

If condition persists:

2. BRAKE SELECT switch — EMERGENCY (CP).

11.2.8.5 Fading Brakes

This condition would normally be the result of overheating caused by hard or continuous braking.

1. Avoid further braking.

2. Stop the aircraft by reversing.

3. Have a crewman exit via the crew entrance door with a chock and place the chock in front of the nosewheel.

4. If there is a brake fire, refer to Brake Fire, paragraph 11.2.8.3.

ORIGINAL

11-10

01-75GAL-1

11.2.8.6 Antiskid Test Unsatisfactory

Duringtestoftheantiskidsystem,failureofawheeltotestproperlyindicatesthatthewheelmayhavebrakingwithout

antiskid protection, or the wheel may rotate freely without any braking capability. Use of the antiskid system after

an unsatisfactory test indication may result in uneven braking and a tendency for the aircraft to swerve when brakes

are applied.

1. ANTI-SKID switch — OFF (CP).

CAUTION

Failure of certain antiskid or brake system components can result in loss of

brakes or skid protection on one side of the aircraft without illuminating the

ANTI-SKID INOPERATIVE light.

11.2.8.7 Antiskid System Failure

Whenever the antiskid system is not operating as an integral part of the brake system, an ANTI-SKID

INOPERATIVE light will illuminate. Use of the antiskid system after the light illuminates may result in uneven

braking and a tendency for the aircraft to swerve.

1. ANTI-SKID switch — OFF (CP).

Note

The parking brake handle must be completely in to extinguish the

ANTI-SKID OFF warning light.

11.3

TAKEOFF EMERGENCIES

11.3.1 Abort Procedures

If a serious malfunction occurs on the takeoff roll prior to refusal speed, proceed as follows:

1. Announce — ABORT

2. Throttles — retard smoothly to FLIGHT IDLE (P).

If aborting because of a propeller malfunction, the affected engine shall be

shut down with the condition lever, prior to retarding the throttles below

FLIGHT IDLE. Directional control problems may be encountered when all

throttles are placed to GROUND IDLE if a propeller malfunction prevents

the affected propeller from entering the ground range.

3. Condition lever (affected engine) FEATHER — As Required (CP).

4. Throttles — GROUND IDLE (P).

11-11

ORIGINAL

01-75GAL-1

5. Reverse symmetrical engines — As Required (P).

6. Brakes — As Required (P).

7. Perform Engine Shutdown Procedure, paragraph 11.1.2 — As Required.

CAUTION

Setting the parking brake after an aborted takeoff may cause the brake

assemblies to fuse together if excessive braking was used.

11.3.2 Engine Failure After Refusal Speed

If an engine failure or fire occurs after reaching refusal speed:

1. Continue takeoff — (P).

If a propeller malfunction is suspected, proceed with Propeller Malfunc-

tions, paragraph 11.4.2.

2. Maintain directional control with flight controls and engine power as necessary (P).

3. Gear — Up (once safely airborne) (CP).

4. Perform Engine Shutdown Procedure, paragraph 11.1.2 (CP).

D Obstacle clearance performance data are based on the assumption that gear

retraction is initiated

3 seconds after takeoff and propeller feather is

initiated 6 seconds after takeoff.

D Obtain two-engine air minimum control speed as soon as possible after

takeoff and prior to raising the flaps above 15 percent.

D Flap retraction should be accomplished in 10-percent increments with

airspeed increasing approximately 5 knots between retraction increments.

This procedure will prevent the aircraft from settling during flap retraction

at heavy gross weights.

ORIGINAL

11-12

01-75GAL-1

11.4

IN-FLIGHT EMERGENCIES

11.4.1 Engine Failure

The effect of losing various combinations of engines must be understood and anticipated because related systems

are integrated between the engines (see Figure 11-3). In all combinations of two-engine failures, monitor the

generator loading. If generator loading is too high, shut off electrical equipment, as required, to keep the loading

within the range of available output.

D Two-engine operation above 120,000 pounds is marginal.

D Below two-engine air minimum control speed, it may be necessary to

reduce power on the opposite engine to help maintain directional control.

11.4.1.1 Four-Engine Power Loss/RPM Rollback

Loss ofpositivefuel boostpressure, fuelsystem malfunction,ornon-standardfuel managementtechniques cancause

erratic engine performance or fuel starvation resulting in decreasing amounts of power available to the engines. Low

voltage on the essential ac bus or synchrophaser malfunctions can cause all four engines to lose torque. When the

ac voltage is between 50 and 70 volts, the synchrophaser can malfunction causing the torque to drop 2,000

inch-pounds or more. The following steps should be taken if low-voltage or four-engine power loss is encountered:

1. Propeller governor switches — MECH GOV (CP/FE).

2. Synchrophaser Master switch — OFF (FE).

3. Fuel Panel — Main Tank to Engine (FE).

4. Generator #2 (Aircraft prior to 165313) — OFF (FE).

If a synchrophaser malfunction is suspected:

5. Synchrophaser AC and DC circuit breakers — Pulled (FE).

If condition persists:

6. Remove the synchrophaser from the electrical equipment control supply rack.

7. Land as soon as possible. (P).

D These procedures should correct the loss of power on four engines because

of low essential ac voltage or synchrophaser malfunctions, but there are

other malfunctions that can cause loss of engine power such as a failure in

the bleed-air system.

D When the above procedures have been completed, the crew shall check all

other essential systems for proper operation.

11-13

ORIGINAL

01-75GAL-1

CAUTION

In all combinations of two-engine failures, monitor generator loading to keep it within the range of available

output.

SYSTEMS AFFECTED

ENGINES INOPERATIVE

HYDRAULIC

ELECTRICAL

No.

and No. 4

One pump each for booster and

No. 1 and No. 4 generator out.

utility systems will be out.

Operation of equipment will take

longer.

No.

and No. 3

One pump each for booster and

No. 2 and No. 3 generator out.

utility systems will be out.

Automatic ice detection system will

Operation of equipment will take

be out. Deicing systems may be

longer.

operated manually. Synchrophaser

master will be inoperative.

No.

and No. 2

Utility system pumps will be out.

No.

1 and No.

2 generator out.

Wing flaps and main landing gear

to be operated manually. Auxiliary

system available for nose landing

gear emergency extension and

emergency brake operation. Flight

controls boost to be supplied by the

booster system only.*

CAUTION

Nosewheel steering and anti-

skid are not operative after

loss of the utility system.

No.

and No. 3

One pump each for booster and

No.

1 and No.

3 generator out.

utility systems will be out.

Operation of equipment will take

longer.

No.

and No. 4

One pump each for booster and

No.

2 and No.

4 generator out.

utility systems will be out.

Operation of equipment will take

longer.

No.

and No. 4

Booster system pumps will be out.

No.

3 and No.

4 generator out.

Flight controls boost to be supplied

by the utility system only.*

*Additional rudder hydraulic boost may be obtained by moving the flap lever greater than 15 percent.

Figure 11-3. Two Engines Inoperative

ORIGINAL

11-14

01-75GAL-1

11.4.2 Propeller Malfunctions

A propeller malfunction may be caused by electrical or synchrophaser malfunction, or hydraulic malfunction, and

will be indicated by one of the following conditions:

1. Propeller LOW OIL light or visible oil leak.

2. Overspeed or underspeed.

3. Rpm surge or fluctuation.

4. Failure of propeller to feather.

Note

A tachometer generator failure will give a false indication of propeller

failure when underspeeding or fluctuations occur. Refer to Tachometer

Generator Failure, paragraph 11.4.10.4.

11.4.2.1 Propeller Malfunctions During Takeoff

11.4.2.1.1 Before Refusal Speed

1. Perform Abort Procedure, paragraph 11.3.1 (P).

11.4.2.1.2 After Refusal Speed

1. Continue takeoff (P).

Propeller malfunctions during takeoff may be difficult to analyze at this

most critical phase. If the engine is shut down immediately and the

propeller fails to feather, it is possible that higher than normal air minimum

control speed may result. When fire is not indicated, it is recommended that

the engine be allowed to run until at least two-engine air minimum control

speed is reached (at least 135 KIAS).

2. Maintain directional control with flight controls and engine power as necessary (P).

Below two-engine air minimum control speed, it may be necessary to

reduce power on the opposite engine to help maintain directional control.

3. Gear — Up (CP).

4. PROPELLER GOVERNING CONTROL switch — MECH GOV (CP/FE).

11-15

ORIGINAL

01-75GAL-1

If rpm stabilizes within allowable limits:

5. Continue operation in MECH GOV.

If an overspeed condition exists:

6. Accelerate to and maintain 150 KTAS (P).

7. Perform Engine Shutdown Procedure, paragraph 11.1.2, when a suitable landing area has been reached.

For all propeller malfunctions refer to In-flight Propeller Malfunctions, paragraph 11.4.2.2.

D A go-around with a windmilling propeller should not be attempted if

airspeed is below two-engine air minimum control speed (at least 135

KIAS).

D Positioning the flap lever above approximately 15 percent or operating the

gear or flaps will increase the air minimum control speed because of

reduction in available hydraulic pressure.

11.4.2.2 In-Flight Propeller Malfunctions

If uncontrolled overspeed (above 105-percent rpm) occurs, reduce airspeed

as rapidly as possible to the speed at which safe control of the aircraft or

propeller can be maintained but not less than two-engine air minimum

control speed (at least 135 KIAS). Do not adjust the throttle position for the

affected engine before the malfunction is analyzed.

11.4.2.2.1 Rpm Within Allowable Limits and LOW OIL Warning Light Illuminated

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

If continued operation of the affected propeller is required in the interest of

safety, it is permissible to defer engine shutdown until landing is assured,

provided moderately high power is maintained.

11.4.2.2.2 Rpm Outside Allowable Limits With LOW OIL Light Illuminated

1. Place propeller governing control switch to MECH GOV.

ORIGINAL

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01-75GAL-1

a. If rpm stabilizes within allowable limits, perform Engine Shutdown Procedure, paragraph 11.1.2.

If continued operation of the affected propeller is required in the interest of

safety, it is permissible to defer engine shutdown until landing is assured,

provided that moderately high power is maintained.

2. If rpm does not stabilize within allowable limits, perform Pitchlock Check Procedure, paragraph

11.4.2.3.

11.4.2.2.3 Rpm Outside Allowable Limits Without LOW OIL Light Illuminated

1. Place propeller governing control switch to MECH GOV.

a. If rpm stabilizes within allowable limits, continue operation in MECH GOV.

b. If rpm remains outside allowable limits, perform the following Pitchlock Check Procedure.

11.4.2.3 Pitchlock Check Procedure

1. TD valve — Locked (FE).

2. Slowly move the throttle or vary the TAS (P).

Note

If a TIT change is not noted and engine rpm is high, the engine may be on

fuel control governing and throttle travel may be insufficient for rpm to

follow. In this case, a change in TAS will be necessary to verify pitchlock.

A reduction in TAS is recommended (not below two-engine air minimum

control speed) as rpm is already on the high side.

If the rpm does not follow the throttle or TAS:

3. Perform Engine Shutdown Procedure, paragraph 11.1.2.

If the rpm follows the throttle or TAS:

4. Perform Pitchlock Propeller Operation procedure, paragraph 11.4.2.4.

11.4.2.4 Pitchlock Propeller Operation

1. Establish 96- to 98-percent with airspeed adjustment.

2. ENGINE BLEED AIR switch — OFF (FE).

3. Continue to operate the propeller while maintaining 96- to 98-percent rpm.

4. When a suitable landing area is reached, descend at an airspeed that will allow 96- to 98-percent rpm to be

maintained with throttle adjustment.

11-17

ORIGINAL

01-75GAL-1

Note

D Operating a pitchlocked propeller in the underspeed range,

96- to

98-percent rpm, helps to ensure continued positive pitchlock engagement.

Maintaining at least 96-percent rpm will ensure that the engine compressor

bleed valves do not open with resultant loss of engine power.

D If an rpm of at least 96 percent cannot be maintained when slowing to 150

KTAS, it is reasonable to assume that the propeller is pitchlocked at a high

blade angle. Shutdown at the airspeed where 96-percent rpm can no longer

be maintained should give acceptable wind-milling drag and rpm should

the propeller fail to feather. This high-blade-angle pitchlock case is

associated with propeller malfunctions at cruise speeds.

D If 96- to 98-percent rpm can be maintained at 150 KTAS, the propeller is

at a low blade angle. In this case, shutdown at speeds above 150 KTAS

could produce excessive drag and overspeed if the propeller does not

feather.

5. During the traffic pattern, attain a speed (not below 150 KTAS) where 96- to 98-percent rpm cannot be

maintained with throttle adjustment, and perform Engine Shutdown Procedure, paragraph 11.1.2.

Regardless of the operation of the propeller in the traffic pattern, the engine

shall be shut down prior to landing.

Note

Shutdown at 150 KTAS should ensure decoupling if the propeller fails to

feather.

6. Ifpropellerdoesnotfeather,alandingcanbemadewithawindmillingpropeller;however,thedragandyawing

tendency will be greater than with a feathered propeller and excessive rpm and noise may be experienced.

Maintain airspeed above two-engine air minimum control speed until landing is assured (at least 135 KIAS).

D A go-around should not be attempted if airspeed is below two-engine air

minimum control speed (at least 135 KIAS).

D Below two-engine air minimum control speed, it may be necessary to

reduce power on the opposite engine to help maintain directional control

(at least 135 KIAS).

7. If a go-around is attempted, follow the go-around procedures in this chapter. Go-around with a windmilling

propeller may be marginal.

ORIGINAL

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01-75GAL-1

Positioning the flap lever above 15 percent or operating the gear or flaps

will increase the air minimum control speed because of reduction in

available hydraulic pressure.

11.4.2.5 Propeller Fails to Feather

If the propeller rotation continues after feather has been initiated:

1. Attain 150 KTAS (if possible) (P).

Note

Slow aircraft to the minimum safe airspeed, but not less than two-engine

air minimum control speed (135 KIAS minimum).

2. FEATHER and AIRSTART, EMER FEATHER, FEATHER PUMP MOTOR circuit breakers — Checked

In (FE).

3. Feather Override Button — Hold in for 30 seconds, Pull Out (FE).

If propeller rotation continues:

Restore oil only if there is no indication of a fire.

4. Fire handle — Reset (CP).

5. OIL SHUTOFF VALVE circuit breaker — Pull (FE).

6. Fire handle — Pull (CP).

If a go-around is attempted, follow Go-around with One or Two Engines

Inoperative, paragraph 11.8.2. Go-around with a windmilling propeller

may be marginal.

Note

D If the propeller does not feather, a landing can be made with a windmilling

propeller; however, the drag and yawing tendency will be greater than with

a feathered propeller, and excessive rpm and noise may be experienced.

D If prop continues to rotate or is rotating backwards and engine was not shut

down due to any of the Engine Shutdown Conditions, paragraph 11.1.1,

restart may be performed in accordance with AIRSTART procedures,

paragraph 8.21.

11-19

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01-75GAL-1

11.4.2.6 In-Flight Decoupling of Engine and Propeller

Thereduction gearsection decouples from thepowersection oftheengineifthepropellerattempts todrivethepower

section, and the engine negative torque control system fails to operate. As negative torque builds up before decoupling

of an engine takes place, aircraft yaw may be noticed. However, there may be little or no difference in aircraft feel,

and the knowledge that an engine has decoupled must be gained from instrument indication. If the decoupling is

caused by engine failure or flameout, torque, TIT, and fuel flow will drop to near zero and power section oil pressure

will drop. Rpm may temporarily increase, then settle to normal. Hydraulic pressure, generator output, and reduction

gear section oil pressure will remain normal. Extremely low TIT and fuel flow for a given throttle position,

accompanied by fluctuating and near-zero torque, may be an indication of a decoupling in which the engine continued

to operate. When decoupling is observed:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

CAUTION

Although it may be possible, it is not recommended that an engine restart

be attempted after a known decoupling until a thorough ground inspection

has been accomplished.

11.4.2.7 Excessive/Uncontrollable Power/Throttle Control Cable Failure

A malfunction of the TD control valve system or a throttle control cable failure may cause a sudden increase or

decrease in TIT with an accompanying change in torque and fuel flow indications. If these indications occur during

stabilized operation, proceed as follows:

D Do not move the throttle prior to engine shutdown; to do so could cause the

propeller to go into reverse pitch.

D If throttle movement occurs that is not pilot initiated, a broken throttle

control cable should be suspected. Perform engine shutdown procedure

(paragraph 11.1.2), starting with Step 2.

1. Ifthethrottleis abovethecrossoverpoint, activatethewing/empennageanti-icing.MonitorTITfortheengine

being checked. If TIT rises and returns to its original setting as in a temperature controlling check, the TD

control valve system is working normally and a throttle cable failure must be suspected. Perform engine

shutdown procedure (paragraph 11.1.2), starting with Step 2. If TIT does not return to its original setting,

proceed with step 3.

2. If the throttle is at or below the crossover point, do not retard the throttle.

CAUTION

Monitor TIT closely during NULL operation as maximum TIT can often

be exceeded at advanced throttle setting under these conditions.

3. Place the TD control valve switch to the NULL position.

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If TIT stabilizes and returns to near normal:

4. Continue operation.

If the malfunction persists in NULL:

5. Perform Engine Shutdown Procedure, paragraph 11.1.2, starting with step 2.” (AIRS 030)

Do not move the affected throttle or condition lever. To do so could cause

the propeller to go into reverse or bind with other engine control cables.

11.4.3 Engine Fires

Engine fires are indicated by a steady illumination in the respective fire handle and the master fire warning light on

the pilot instrument panel. The fire detection system design is such that it is unlikely that the wrong engine would

be shut down. If an engine fire is experienced on the ground or in flight:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.4 Engine Overheating

There are four indications of overheating in the engines and nacelles:

1. Turbine overheat warning light.

2. Nacelle overheat warning light.

3. High TIT.

4. High oil temperature.

11.4.5 Auxiliary Power Unit Fire

*1. APU fire handle — Pulled (CP).

*2. Fire extinguisher — Discharged (as required) (CP).

*a. If condition persists, discharge the remaining bottle.

*3. APU generator — OFF (FE).

4. APU CONTROL switch — STOP (FE).

5. APU BLEED AIR VALVE switch — CLOSE (FE).

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11.4.6 Turbine Overheat Warning

If an overheat condition is indicated by the flashing of the master fire warning light and/or by the flashing of lights

in the fire handle:

1. Retard the throttle toward FLIGHT IDLE.

If the overheat condition persists:

2. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.7 Nacelle Overheat Warning

When an overheat warning is indicated by a nacelle overheat warning light on the copilot instrument panel:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.8 High Turbine Inlet Temperature

Should an overtemperature be indicated by a high TIT:

1. Retard throttle of affected engine toward FLIGHT IDLE — (P).

2. TD control switch — NULL (FE).

If this fails to eliminate the overtemperature condition:

3. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.9 High Oil Temperature

See engine oil system failure under Engine Systems Failure, paragraph 11.4.10.3.

11.4.10 Engine Systems Failure

11.4.10.1 Secondary Fuel Pump Pressure Light

Illumination or flickering of the secondary fuel pump pressure light other than during the engine start cycle may be

caused by failure of the engine-driven primary fuel pump or failure of the speed-sensitive control.

1. Fuel panel — Main Tank to Engine (FE).

If light is extinguished:

2. Continue normal operation.

Note

This is an indication of a bad pressure switch, a bad secondary pump outlet

check valve in the high pressure filter assembly, or a worn paralleling valve.

Normal crossfeed operation may be resumed.

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If light remains illuminated:

1. IGNITION CONTROL circuit breaker — PULL (FE).

If the light extinguishes:

2. Continue normal operation.

Note

D If the light extinguishes when the IGNITION CONTROL circuit breaker

for the corresponding engine is pulled, failure of the speed-sensitive control

is indicated. Ice detection is unavailable from an engine that has an

IGNITION CONTROL circuit breaker pulled.

D The IGNITION CONTROL circuit breaker must be reset before normal

engine shut-down on the ground.

If the light remains illuminated:

3. IGNITION CONTROL circuit breaker — RESET (FE).

CAUTION

Normal engine operation with a failure of the primary fuel pump or a failure

of the pressure switch is possible. The secondary fuel pump is capable of

providing all engine fuel requirements. However, internal failure of the

primary fuel pump could cause engine fuel system contamination and

erratic engine operation. In all cases, engine operation should be monitored

for abnormal secondary indications.

If secondary indications are present:

4. Perform Engine Shutdown Procedure — As Required.

11.4.10.2 Speed-Sensitive Control Failure (Sheared Shaft)

A sheared shaft on the speed sensitive control with the throttle above 65_ travel may be indicated by a momentary

illumination of the secondary fuel pump pressure light, fuel correction light illumination, and TIT will not exceed

thestart limiting temperature of830 _C. A sheared shaft with the throttlebelow 65_ may beindicated by momentary

illumination of the secondary fuel pump pressure light, and TIT will not exceed the start limiting temperature of 830

_C. If either of the following conditions occur:

CAUTION

Monitor TIT closely during null operation as maximum TIT can often be

exceeded at advanced throttle settings under these conditions.

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1. TD control switch — NULL (FE).

2. IGNITION CONTROL circuit breaker — Pull (FE).

3. Continue operation.

Note

D The IGNITION CONTROL circuit breaker must be reset before normal

engine shutdown on the ground.

D Ice detection is unavailable from an engine that has an IGNITION

CONTROL circuit breaker pulled.

11.4.10.3 Engine Oil System Failure

The indications of an engine oil system failure that may lead to engine failure are: loss of oil pressure, complete loss

of engine oil, or an oil temperature increase.

11.4.10.3.1 High Oil Temperature

High oil temperature may result from failure of an oil cooler flap to function in automatic. In the event of high oil

temperature:

1. OIL COOLER FLAP switch — OPEN (CP/FE).

2. Manually open or close the OIL COOLER FLAP as required to maintain normal engine oil temperature

(CP/FE).

If engine oil temperature remains excessively high:

3. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.10.3.2 Low Oil Quantity Warning

The Engine LOW OIL quantity warning light glows when the oil level in a tank drops to approximately 4 gallons.

In the event of a LOW OIL quantity light:

1. Monitor engine instruments with low oil quantity reading (FE).

CAUTION

Failure of the reduction gearbox assembly scavenge pumps will result in

oil being retained and overheating in thegearbox. This condition can result

in a potential catastrophic failure of the reduction gearbox and propeller

separation. Carefully monitor oil pressure.

2. No further corrective action is required as long as other engine instrument readings are within limits. In the

case of ”Low Oil Quantity” light with a loss of oil pressure or erratic/unstable oil pressure, Perform Engine

Shutdown Procedures, paragraph 11.1.2.

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11.4.10.4 Tachometer Generator Failure

A tachometer generator failure may be indicated by the following simultaneous indications:

1. RPM decrease or fluctuation.

2. Fuel flow increase or fluctuation.

3. Torque decrease or fluctuation.

If the above occurs:

1. SYNCHROPHASE MASTER SWITCH — As required (FE).

a. If engine is selected as master, select the unaffected master engine position.

2. PROPELLER GOVERNOR CONTROL for affected engine — MECH GOV (CP/FE).

If fluctuations persist:

3. Perform Engine Shutdown Procedure, paragraph 11.1.2 (refer to In-Flight Propeller Malfunctions, paragraph

11.4.2.2).

11.4.10.5 Start Valve Open Light

If the start valve open light illuminates other than during normal start cycle:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.10.6 Visible Fluid Leak

If excessive visible fluid leak from an engine is present and cannot be isolated:

1. Perform Engine Shutdown Procedure, paragraph 11.1.2.

11.4.10.7 Fuel Leaks (Drip or Running Type)

Fuel leaks encountered in flight present a fire hazard if the leak is in close proximity to an engine. The possibility

of a wing fire from a fuel leak is increased on landing if reverse thrust is applied. If a fuel leak is encountered near

an engine, shutdown of the engine should be considered. Land at the nearest airfield that has sufficient runway to

complete the landing ground roll without the use of reverse thrust. Because of the possibility of a fire, an emergency

should be declared and fire suppression equipment requested.

Do not use reverse thrust when landing with a known or suspected fuel leak.

If reverse thrust is used, a fire may develop.

11.4.10.8 Liquid Oxygen Quantity Indicator Failure

Amalfunction oftheoxygen quantityindicatorisindicativeofapossiblefailurethatwould, withthepropersequence

of events, allow the introduction of high voltage electrical power into the aircraft oxygen converter system. In the

event that the oxygen quantity indicator goes off-scale high, off-scale low, or fluctuates erratically:

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1. Pull the oxygen quantity indicator circuit breaker.

The oxygen quantity circuit breaker shall not be reset until proper

inspection and repairs have been made.

11.4.11 Fuel System Failure

11.4.11.1 Fuel LOW PRESS/AUX TANK EMPTY Warning Light

In the event of a fuel boost pump failure as indicated by a low-pressure warning light or aux tank empty light in a

tank containing fuel:

1. Check fuel pressure indicator (FE).

2. BOOST PUMP switch — OFF (FE).

3. Set up another fuel supply — As Required (FE).

4. BOOST PUMP circuit breakers — Pull (FE).

If fuel LOW PRESS light remains illuminated, then a leak may be indicated.

The fuel boost pump should not be turned on or the circuit breakers reset

until proper inspection and repairs have been performed. Resetting of the

circuit breakers and turning the switch on should be considered only to

prevent fuel starvation of the engines when a landing cannot be

accomplished within the range of available fuel.

Note

Gradual power losses will occur between 12,000 feet and 20,000 feet

during rapid climbout to an engine without boost pump pressure; this

altitude will vary with the prevailing fuel temperature and type of fuel in

the tanks (the higher the fuel temperature, the lower the altitude at which

the power loss will occur). This condition results from the highly aerated

condition of fuel caused by rapidly decreasing atmospheric pressure during

climb, allowing entrapped air in the fuel to expand. The period of time

required for the fuel to stabilize from this aerated condition will depend

upon both the rate of climb and fuel temperature.

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Note

Fuel stabilization should occur a few minutes after level off at cruise

altitude once the excess air has escaped from the fuel. Maximum power

settings can be maintained up to altitudes of 30,000 feet with a boost pump

inoperative if noseup or nosedown attitude and rapid acceleration are

avoided. Fuel aeration does not occur during descent. The loss of a boost

pump may result in fuel starvation for the affected engine in an extreme

nosedown attitude unless crossfeed operation is used. It is impossible to

gravity feed fuel from a tank with an inoperative boost pump through the

crossfeed system to another engine. If a partial tank and an empty tank are

on crossfeed with theboost pump inoperative in the partial tank, theengine

being fed from the empty tank will be starved by air being drawn into the

fuel line.

To ensure positive fuel flow during climb with a failed boost pump:

Continue crossfeeding the engine from another tank (FE).

Allow the fuel to stabilize for several minutes (FE).

Switch the engine back to the tank with the inoperative boost pump (FE).

Monitor fuel flow, TIT, and torque (FE).

If the engine operates satisfactorily in this condition:

Continue the flight as planned (P).

If the engine will not operate satisfactorily in the tank-to-engine position:

Switch back to crossfeed operation (FE).

Note

D When operating in the tank-to-engine position with an inoperative boost

pump, avoid rapid acceleration or nose-low attitudes. Descents should be

made with minimum nosedown attitude. If a high rate of descent is

required, it is advisable to select crossfeed operation.

D It may be necessary for the pilot to change the flight plan to avoid major

fuel unbalancing and loss of range because of unavailable fuel. If the flight

can be accomplished at a lower altitude, descend until the engine will run

satisfactorily on tank-to-engine flow.

D Do not select crossfeed if a main tank boost pump has failed and crossfeed

from another tank is not desired.

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11.4.11.1.1 Crossfeed Utilizing a Main Tank Dump Pump

The affected tank dump pump may be used to feed the engine from a tank with an inoperative boost pump by use

of the following procedure:

1. Main tank CROSSFEED switches — CLOSED (FE).

2. Affected tank DUMP PUMP switch — DUMP (FE).

3. Respective external tank CROSSFEED switch — OPEN (FE).

4. CROSSFEED SEPARATION switch — OPEN (FE).

5. CROSSFEED PRIMER button — Press for 1 minute (FE).

6. Affected tank CROSSFEED switch — OPEN (FE).

7. Monitor crossfeed fuel pressure (FE).

Note

When tank quantity approaches approximately 1,600 pounds in No. 1 and

4 tanks and 1,500 pounds in No. 2 and 3 tanks, dump pump cavitation will

occur.

11.4.11.2 Fuel Strainer BYPASS OPEN Light

1. If possible, select an alternate source of fuel.

2. Monitor the engine instruments for further indications of malfunction.

3. Consideration should be given to possible contamination, the amount of usable fuel remaining, wing fuel

balance, and possible diversion to the nearest suitable landing field.

11.4.11.3 Fuel Quantity Indicator Failure

This system is designed as an electrically inert capacitance system specifically designed to eliminate the possibility

of arcing from electrically charged components within the aircraft fuel tank system. The cockpit fuel quantity

indicator requires 115 volts 400 Hz power for proper operation. With the appropriate sequence of failures, the fuel

probes, coaxial cable, and associated wiring can operate as a vehicle for the introduction of high-voltage power into

the aircraft fuel system.

The fuel quantity indicator, electrical connectors, fuel probes and associated wiring should be operative before the

aircraft is released for flight. If any of these components are inoperative by incomplete maintenance action, or in the

event that a fuel quantity indicator goes blank or the display is unusable, the following action shall be complied with:

1. Pull and tag the FUEL QUANTITY INDICATOR circuit breaker for that associated tank.

The fuel quantity indicator must not be swapped or the circuit breaker reset

until proper inspection and repairs are made. The aircraft may be flown on

a subsequent flight with a malfunctioning indicator, provided the circuit

breaker remains pulled and the breaker pin lock is installed.

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11.4.11.4 Main Tank Dump Pump/Dump Valve Failure

If a main tank dump pump or dump valve fails to operate, fuel may be dumped by use of the following procedures:

CAUTION

Fuel dumping will be at a greatly reduced rate. Caution must be exercised

to maintain proper wing distribution.

1. Aft External Tank Pump circuit breakers (on affected side) — PULL (FE).

2. Main tank BOOST PUMP switch — ON (FE).

3. Main tank CROSSFEED VALVE switch — OPEN (FE).

4. Auxiliary tank CROSSFEED VALVE switch — OPEN (FE).

5. BYPASS VALVE switch (on affected side) — OPEN (FE).

6. External tank DUMP PUMP switch (on affected side) — ON (FE).

7. INTER CONN valve switch — FLOW (FE).

8. DUMP VALVE switch — OPEN (FE).

9. Monitor fuel dumping (CP/FE).

10. DUMP PUMP switches — OFF (FE).

11. INTER CONN valve switches — NO FLOW (FE).

12. DUMP VALVE switches — NORM (FE).

CAUTION

When returning the DUMP VALVE switches to the NORM position, press

firmly on the top of the switch guard until the maximum resistance is felt.

This will ensure that the switch toggle has returned to NORM.

Note

This procedure may be used in reverse by using the auxiliary tank dump

system and the external tank crossfeed valve.

11.4.11.5 External or Auxiliary Tank Crossfeed Valve Failure

If an external or auxiliary tank crossfeed valve fails to open when crossfeed operation from a tank is desired, fuel can

be crossfed through the BYPASS valve and the operative external or auxiliary crossfeed valve.

1. BYPASS valve — OPEN (FE).

2. Operative external or auxiliary CROSSFEED valve — OPEN (FE).

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11.4.11.6 External or Auxiliary Tank Dump Valve Failure

If an external or auxiliary tank dump valve fails to open when fuel dumping from that tank is desired, the fuel may

be dumped through the bypass valve and the operative dump system for the external or auxiliary tank on that side.

1. BYPASS valve — OPEN (FE).

2. Operative external or auxiliary CROSSFEED valve — OPEN (FE).

3. FUS TANK CROSSFEED switch — OPEN (FE).

11.4.11.7 EXT TANK EMPTY Light

If an external tank empty light illuminates when its respective quantity gauge indicates fuel aboard, it can be because

of failure of the pump or one of several other components. To locate the failure, proceed as follows:

1. Alternate tank pump switch — ON (FE).

2. Tank pump switch in use — OFF (FE).

If tank empty light goes out, failure of previously selected pump is indicated. Refer to paragraph 11.4.11.1 step 4.

3. Continue normal operation.

If tank empty light remains ON:

4. Main tank to engine — All engines (FE).

5. Verify external pump pressure (FE).

a. Crossfeed separation valve — OPEN.

b. All crossfeed valves except for the external tank being checked — CLOSED.

c. Check pressure from each of the pumps in the external tank.

d. The crossfeed prime button may be used to bleed the crossfeed pressure to zero between checks.

If a pressure of approximately 28 psi is indicated, the pumps are operating properly and the external tank empty light

pressure-sensing switch has malfunctioned.

6. Continue flight (P/CP).

7. Monitor fuel quantity gauge to determine empty condition (FE).

If a pressure of less than 28 psi is indicated on a single boost pump, this is an indication of a possible failure of the

external tank boost pump.

8. Operation continued with caution (P).

Note

Otherboostpumpssupplying pressureto thesamemanifoldmust beturned

off to allow the tank with the lower boost pressure to dominate.

ORIGINAL

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C-130T. FLIGHT MANUAL (2006) - page 11