C-130T. FLIGHT MANUAL (2006)

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11.10.3 First-Aid Kits

Mounting provisions are included for the installation of 22 first-aid kits as follows:

1. Flight station aft bulkhead — 2.

2. Forward of right wheelwell — 6.

3. Forward of left wheelwell — 6.

4. Forward of right paratroop door — 4.

5. Forward of left paratroop door — 4.

11.10.4 Hand Axes

Three hand axes (Figure 11-1) are installed in the aircraft, one on each side of the 245 bulkhead, and one aft of the

left-hand paratroop door.

11.10.5 Emergency Lights

Portable, battery operated emergency lights (Figure 11-1) are installed on stationary terminal blocks located near each

normal or emergency exit. The lights are located as follows:

LOCATION

NO. OF LIGHTS

Crew entrance door

Paratroop doors

Overhead emergency escape hatches

Right-side exit

Left-side exit

When installed, the lights can be either individually controlled by the three-position (ON, OFF, ARM) switch on each

light assembly or collectively extinguished by the EMER EXIT LT EXTINGUISH pushbutton on the overhead

electrical control panel. In order for the EMER EXIT LT EXTINGUISH push-button to be able to extinguish a light,

however, the associated light assembly switch must be positioned to ARM. An inertia switch in each of the light

assemblies actuates the light when the aircraft is subjected to a decelerating force exceeding 2-1/2g. The lights will

also illuminate if power on the essential dc bus fails. An individual light assembly can be removed for emergency

portable use by pulling the release handle on the light assembly. The control system for the installed system is

supplied 28-Vdc power from the essential dc bus through the EMER EXIT LIGHT CONTROL circuit breaker on

the copilot lower circuit breaker panel and from the battery bus through the EMER EXIT LIGHT EXTINGUISHER

circuit breaker on the pilot side circuit breaker panel. The batteries are not recharged by the exit light control circuit.

11.10.6 Liferafts

Stowage provisions are provided for installation of four20-man pneumaticliferafts (Figure11-1) in the trailing edge

of the center wing section. Liferaft release handles (Figure 11-18) are located as follows: two on the flight station

bulkhead, below the escape hatch; two on the fuselage structure, aft of the right paratroop door; and two on the wing

upper surface, inboard of each raft stowage compartment. The release handles on the wing upper surface can be

reached by removing the protective canvas covering over the handle openings. The rafts are automatically inflated

upon actuation of the release handles.

11.10.7 Emergency Transmitters

An emergency radio transmitter (Figure 11-1) is stowed in each of the four liferafts.

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11.10.8 Lifevests

Stowage provisions are provided for 80 lifevests (see Figure 11-1).

11.10.9 Antiexposure Suits

Stowage provisions are provided for five antiexposure suits (see Figure 11-1).

11.10.10 Restraining Harnesses

There are three restraining harnesses installed on the aircraft; one on the flight deck and one by each paratroop door.

11.10.11 Emergency Passenger Oxygen System (EPOS)/Victim Rescue Unit (VRU)

Description as outlined below.

The EPOS/VRU is a vacuum-sealed self-contained protective breathing device typically used by aircraft

passengers in emergency situations. It provides oxygen during aircraft decompression and when smoke or

toxic fumes are present, to aid in exiting oxygen deficient smoke filled cabins.

Note

Provides supplemental passenger oxygen for flight up to 30,000 feet.

The system consists of five major components: hood, oxygen cylinder, carbon dioxide scrubbers, neck seal,

and storage pouch. The hood incorporates multiple layers of Kapton and Teflon film whose properties provide

heat and flame resistance to 1,832 _F (1,000 _C), ease of communication, tear resistance, and durability. An

anti-fog coating is applied to the inside of the hood. The oxygen cylinder is filled with 18 liters of aviator grade

oxygen at 3,000 psig. To facilitate semi-automatic activation, the oxygen cylinder activation lever is tethered

to theoppositesideofthehood and activated in theprocess ofdonning the hood. The forcerequired to activate

theflow ofoxygen isapproximately 12pounds. Thecarbon dioxidescrubbers areaseriesoflithiumhydroxide

panels mounted around the inside bottom portion of the hood behind the metallized film. The neck seal is

fabricated from a high strength, highly elastic silicone rubber material that fits neck sizes from 11 to 19 inches,

without adjustment. The storage pouch is fabricated from cordura, and protects thevacuum-sealed VRU from

damage.

The system operates by emptying the oxygen from the cylinder into the hood. As the user breathes in the

oxygen and exhales carbon dioxide (CO₂), the lithium hydroxide scrubber panels remove excess CO₂ and

moisture, allowing the oxygen to be rebreathed. The duration of positive flow of oxygen stops after five

minutes. However, there is sufficient oxygen inside the hood for escape situations. Eventually the oxygen

supply will deplete and the CO₂ level will increase to such a state as the hood must be removed to avoid

suffocation.

a. Rapidly walking/Evacuating — Up to 8 minutes.

b. Sitting at rest — Up to 18 minutes.

The VRU is not to be worn by on-duty aircrew, it is intended for use by passengers only. The VRU is not

intendedforuseinfire-fightingorasabailoutorunderwaterbreathingdevice. Aircrewshould briefpassengers

on the use of the VRU before flight. Aircrew should observe passengers wearing the VRU in order to prevent

passengers from rebreathing gasses in the hood after the oxygen supply has been depleted.

11.10.11.1 EPOS/VRU Donning Procedures

1. Open flap on stowage pouch.

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2. Remove bag from storage pouch.

3. Pull red tape to open bag.

4. Remove hood from pouch and unfold.

5. Hold hood with neck seal (silver end) facing user. Pull red ball with one hand while holding the oxygen

cylinder with the other hand.

Note

The red ball and lever must pull free of the oxygen bottle.

6. Spread the neck seal open with palms facing towards each other.

7. Pull hood over head and breathe normally.

If hissing sound is not audible after the red ball has been pulled,

immediately remove the VRU from your head.

8. Remove hood after you are clear of the hazard or when instructed.

11.10.12 Main Landing Gear Tiedown Fixtures

Two main landing gear tiedown fixtures (see Figure 11-1) are stowed in the cargo door storage compartments.

11.10.13 Hazmat Spill Kit

A hazmat spill kit (see Figure 11-1) is stowed aft side of the 245 bulkhead below the SDRS.

11.10.14 Emergency Ditching Equipment

Ditching equipment should be in readiness at all times when flying over water. Prior to each overwater flight, the

pilot will ensure that the necessary equipment is aboard, in serviceable condition, and stowed in the proper places.

If possible, seats and safety belts should be provided in the cabin aft of the wheelwells for all personnel on board

except for the pilot, copilot, and flight engineer. The cabin is the safest area with the greatest possibility of escape

during ditching; therefore, the number of personnel on the flight deck should be kept to a minimum because of the

probability of immediate flooding of the flight deck.

11.10.14.1 Liferaft

The C-130T is equipped with four LRU-15/A (Mk 20) liferaft assemblies. The liferaft is constructed of

polychloroprene-coated cloth with an inflation assembly (CO₂ cylinder, inflation valve and cover.) The liferaft

consists of two single-compartment circular tubes connected by an equalizer tube, a noninflatable floor, and a

boarding ramp. The floor is provided with a built-in inflatable floor support. The raft is equipped with a sea anchor,

inner lifeline, boarding handles, a heaving line, and emergency survival equipment.

The liferaft assembly is automatically ejected from the wing compartments when the liferaft handles have been pulled

or the liferaft compartment door has been released. The liferaft inflates within 1 minute and is always right-side-up

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after inflation. The CO₂ assembly inflates the circular tubes and boarding ramps only. In the event the inflation

assembly does not function properly, the equalizer tube distributes gas equally between each circular tube. After

boarding, the floor support is inflated manually with the handpump provided in the accessory container. The circular

tubes may be topped-off if necessary. See Figure 11-19 for liferaft assembly.

11.10.14.2

Life Preserver

The LPP-1, -1A life preserver assembly is not suitable for use by small

children in naval aircraft.

Note

The LPP-1, -1A life preservers are identical with the exception of the

mechanical inflation assemblies.

The LPP-1, -1A life preserver assembly weighs 3 pounds and provides a minimum of 29 pounds of buoyancy. The

lifepreserverconsistsofasingle-compartment, yoke-typeflotation assembly,apouchand beltassembly, aninflation

assembly, and a storage container. The preserver is constructed of polychloroprene-coated nylon, equipped with an

oral inflation tube, a valve stem, survival locator light attachments, a whistle pocket, a belt loop, and an inspection

record. See Figure 11-20.

The LPP-1, -1A is manually inflated by pulling the inflation lanyard down. In an emergency situation, the oral

inflation valve should be used to top off an inflated preserver, maintain inflation of a leaky preserver, or to inflate

a preserver that malfunctioned.

Note

The pouch must be opened and the flotation assembly unrolled prior to

inflation through theoral inflation valveorviathecarbon-dioxideinflation

assembly.

11.10.14.3 Radio Sets

11.10.14.3.1 AN/PRC-90 Radio Set

TheC-130Tis equippedwith fivePRC-90/PRC-149s thathelp SARaircraft andground rescueparties locatedowned

aircrewmembers during rescue operations, frequencies are 243.0 MHz and 282.8 MHz frequency. Once the beacon

tone is received by SAR personnel, two-way voice communication will follow. See Figure 11-21.

Use of the ear plug is optional. When used, the ear plugs are clipped to the two earphone jacks on top of the radio.

To use the PRC-90/PRC-149 as a Morse-code transmitter, set the frequency selector at the 6-o’clock position

(243.0 MHz). Press the MCW button on top of the radio to signal; hold for dash, click for dot. The Morse code

alphabet is inscribed on the back of the radio.

When two-way voice contact has been established, do not point the antenna directly toward the oncoming SAR

aircraft (cone of silence) or allow the antenna to touch the body or other objects. Any such contact reduces the signal.

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11.10.14.3.2 AN/PRC-149 Radio Set

The C130-T may be equipped with five PRC-149s (see Figures 11-22 and 11-23) in place of the older PRC-90s. The

AN/PRC-149 Radio Set is a noncombat radio that combines an AM (Amplitude Modulation) voice transceiver at

selectable frequencies of 121.5 MHz, 243.0 MHz, and 282.8 MHz, with a multi-modes personal locator beacon that

transmits the older 121.5 MHz and 243.0 MHz beacons with the newer digital 406.025 MHz beacon. In the triple

frequency beacon mode, the AN/PRC-149 simultaneously transmits an enhanced multi-moded emergency rescue

message on the 121.5 MHz and 243.0 MHz emergency channels along with interspersed 406 MHz signals. In the

406.025 MHz only mode, the AN/PRC-149 Radio Set transmits a digital message containing beacon identification

to COSPAS-SARSAT satellites. An embedded GPS Receiverprovides position location information included in the

digital message.

The COSPAS-SARSAT satellite system is capable of estimating the location of the AN/PRC-149, based on the

relative satellite doppler without GPS data (see Chapter 6).

The primary advantage of a 406.025 MHz beacon over the 121.5 MHz and 243.0 MHz beacons, when used in

conjunction with the COSPAS-SARSAT satellite system, is its ability to provide search and rescue forces with the

beacon’s location coordinates. The beacon’s location is computed by the COSPAS-SARSAT system based on the

Doppler shift between the 406.025 MHz beacon and the satellite orbital motion. If the embedded GPS receiver has

acquired a position fix, then an even more accurate location of the beacon is made available to the SAR forces.

The AN/PRC-149 Radio Set 121.5 MHz and 243.0 MHz transmissions provides approaching search and rescue

forces with a beacon for their direction finding equipment. The radio set uses an enhanced multi-modes waveform

that facilitates location and detection during search and rescue operations.

11.10.14.3.3 AN/PRT-5E Emergency Transmitter

An emergency radio transmitter is stowed in each of the four liferafts (see Figure 11-1). The radio is a battery-powered

emergency beacon transmitter. When properly activated, the radio transmits a tone-modulated radio frequency signal

on the emergency guard frequencies of 8.364 MHz and 243.0 MHz simultaneously. The transmitting set includes

an inflatable float assembly that allows the transmitting set to float at sea and provides a support platform for use

on land. The entire set is packed in a carrying case.

11.10.14.4 Normal Operation of the Emergency Transmitter

11.10.14.4.1 Opening the Carrying Case

1. Unsnap and pull the self-adhering strap on the carrying case.

2. Remove the transmitting set assembly.

3. Attach the float assembly mooring-line snaphook to an eyelet on the liferaft.

11.10.14.4.2 Inflating the Float Assembly

1. Be sure the CO₂ bottle is firmly screwed into its valve.

2. Pull sharply on the CO₂ valve lanyard to pierce the end of the CO₂ bottle.

3. In the event the CO₂ bottle is empty, the float assembly can be inflated by blowing into the oral valve.

11.10.14.4.3 Operating Procedure

1. Pull the free end of the UHF antenna through the grommet in the float assembly to allow the antenna to stand

vertically.

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CAUTION

Any attempt to turn the antenna bushing assembly below the knurled knob

will result in internal damage and failure of the transmitting set to transmit.

2. Unscrew the knurled cap located on top of the telescopic HF antenna housing and pull the antenna out to its

full length (9 feet).

3. Pull out the switch safety pin.

4. Turn the power toggle switch to ON.

5. Place the entire assembly in the water and tow it behind the liferaft.

6. When operating on land, besure thetransmitting set is placed on level ground so that theantennas arevertical.

Stand away from the transmitting set to avoid changes in the radiation pattern of the transmitted signals.

7. If desired, the safety pin can be replaced to prevent the transmitting set from being turned off accidentally.

To turn the transmitter off:

8. Turn the power switch to OFF, and replace the switch safety pin.

9. Lower the HF antenna completely and screw down the top section screwcap.

10. Put the free end of the UHF antenna through its retaining grommet in the float assembly.

11.11 GPWS AURAL WARNING (TERRAIN TERRAIN/WHOOP, PULL UP GPWS) AND

WINDSHEAR ESCAPE MANEUVER

If at low altitudes in mountainous terrain, conducting an approach during night or in IMC conditions, or when

operating in an environment where the ground is not clearly visible, regardless of familiarity with the topographical

features and the GPWS aural warning activates or during takeoff or approach uncommanded changes from normal

flight that approximate the below guidelines are experienced:

± 15 knots indicated airspeed,

± 500 fpm vertical speed,

± 5_ pitch attitude,

or on approach and

± 1 dot glideslope displacement and unusual power settings are required for a significant period of time:

Note

Recognition and response to a windshear encounter may take 5 to 15

seconds; therefore, timely recognition and effective crew coordination is

required.

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To counter the loss of airspeed and lift resulting from windshear, pitch attitude must be controlled while accepting

a reduced airspeed to prevent flight path degradation. The spirit of the procedure is to position the aircraft for

continued safe flight, then troubleshoot a suspected GPWS malfunction. The Aircraft Commander must use prudent

judgment in cases of known GPWS erroneous terrain warnings.

Simultaneously perform:

*1. Autopilot — DISENGAGE (P).

*2. Throttles — MAX POWER (P).

*3. Attitude — MINIMUM OF 10° to 15_ NOSE UP (P).

D Adjust nose attitude to ensure positive rate of climb.

D Do not change aircraft configuration prior to termination of GPWS aural

warning or clear of windshear conditions.

D In the absence of a published procedure, fly a ground track that ensures the

aircraft remains clear of terrain.

Note

Copilot repeatedly calls out radio altitude and altitude trend (climbing or

descending) until the recovery is complete.

4. Proceed with normal Go-Around procedures following termination of GPWS aural warning or when clear of

windshear conditions.

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MODE SELECTOR SWITCH POSITION

AN/PRC-149 RADIO SET STATUS AND OPERATING STATE

Switch Position:

Beacon transmissions are disabled.

Mode: GPS

AM voice transceiver is disabled.

Speaker and Unmodified Electrical Headset are both

disabled on entering this mode.

GPS receiver is powered ON by entering this mode.

Position fix acquisition might take 2 minutes (typical), or

more depending on GPS antenna’s view of sky.

GPS LED blinks (0.5 seconds ON, 0.5 seconds OFF)

until a valid position has been acquired.

GPS LED turned ON (and remains ON continuously)

after GPS receiver acquires a valid position fix.

Note

Poor positioning of GPS antenna could result in wasted

battery life. If possible, hold radio in the vertical

position.

GPS receiver is powered OFF after first valid position

fix is acquired. GPS receiver is then powered ON every

20 minutes and left powered ON until a valid position fix

is acquired again, after which it is powered OFF. The

GPS LED remains ON after the first acquisition even if

a reacquisition does not occur. This is to indicate that

the position transmitted in the 406.025 MHz mode

always includes the last position fix.

AN/PRC-149 Radio Set BIT can be initiated in this

mode by pressing and holding down both the Up

Volume and Down Volume pushbutton switches

continuously for 10 seconds. BIT result is reported by a

blink pattern using the Beacon LED display.

If this mode is entered from 406.025 MHz Beacon Only

mode or from Triple Frequency Beacon mode, and if a

valid GPS position fix has already been acquired, then:

a. The GPS LED is turned ON immediately on entry

into this mode.

b. The GPS receiver is powered OFF (if not already

OFF).

Figure

11-23.

AN/PRC-149 Mode Selector Switch (Sheet 2)

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MODE SELECTOR SWITCH POSITION

AN/PRC-149 RADIO SET STATUS AND OPERATING STATE

Switch Position:

AM voice transceiver operation is half-duplex.

Mode: VOICE

AM voice transceiver receive mode and 243 MHz (AM

Voice Channel #1) and are always automatically

selected upon entry into this mode.

The Beacon mode is OFF when returned to AM Voice

mode.

Operator toggles between 243 MHz (Channel #1), 282.8

MHz (Channel #2), and 121.5 (Channel #3) voice

channels by pressing Up and Down Volume buttons

simultaneously. Operator must hold both in the pressed

position for at least 1.5 seconds for channel change to

occur. If the operator continues to hold both Volume

switches in the pressed position, then after each

1.5-second interval, another channel change will be

performed.

AM CH1 LED and AM CH2 LED indicate which channel

is selected:

a. (AM CH LED1 = ON, AM CH LED2 = OFF) indicates

Channel #1 (243 MHz).

b. (AM CH LED1 = OFF, AM CH LED2 = ON) indicates

Channel #2 (282.8 MHz).

c. (AM CH LED1 = ON, AM CH LED2 = ON) indicates

Channel #3 (121.5 MHz).

Speaker output is disabled by microprocessor and

Unmodified Electrical Headset output enabled if

magnetic reed switch indicates that external Unmodified

Electrical Headset is connected to AN/PRC-149 Radio

Set.

Audio output (speaker or Unmodified Electrical Headset,

whichever is enabled) volume level is always set to

default level on entry into this mode. (Default for both

speaker and Unmodified Electrical Headset = minimum

(mute) volume).

Beacon is powered OFF on entry into this mode.

GPS receiver is powered OFF on entry into this mode.

Figure

11-23.

AN/PRC-149 Mode Selector Switch (Sheet 3)

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MODE SELECTOR SWITCH POSITION

AN/PRC-149 RADIO SET STATUS AND OPERATING STATE

Switch Position:

Speaker and Unmodified Electrical Headset are both

disabled upon entering this mode.

Mode:

406 BCN

COSPAS-SARSAT T.001 compliant beacon

transmissions are made at approximately 50-second

intervals.

121.5 MHz and 243 MHz beacon transmissions are

disabled.

Beacon Status LED blinks repeatedly ON for 2 seconds

and OFF for 8 seconds.

AM voice transceiver is powered OFF on entry into this

mode.

Note

Poor positioning of GPS antenna could result in wasted

battery life. If possible, hold radio in the vertical

position.

GPS receiver is powered ON upon entering this mode.

Position acquisition might take 2 minutes (typical), or

more depending on antenna’s view of sky. The GPS

receiver is turned off after acquisition, and then powered

ON every 20 minutes and left powered ON until a valid

position fix is acquired again, after which it is powered

OFF.

GPS LED blinks (1 second ON, 1 second OFF) until a

valid position has been acquired.

GPS LED turned ON (and remains ON continuously)

after GPS receiver acquires a valid position fix.

Position: 4

COSPAS-SARSAT T.001 compliant beacon

transmissions are made at approximately 50-second

Mode: TRIPLE BCN

intervals.

Multi-moded simultaneous 121.5 MHz and 243 MHz

beacon transmissions are made continuously during the

interval between 406.025 MHz beacon transmissions.

Beacon Status LED blinks repeatedly ON for 2 seconds

and OFF for 4 seconds.

AM voice transceiver is powered OFF on entry into this

mode.

Note

Poor positioning of GPS antenna could result in wasted

battery life. If possible, hold radio in the vertical

position.

Figure

11-23.

AN/PRC-149 Mode Selector Switch (Sheet 4)

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MODE SELECTOR SWITCH POSITION

AN/PRC-149 RADIO SET STATUS AND OPERATING STATE

Position: 4

(cont.)

GPS receiver is powered ON upon entering this mode.

Position acquisition might take 2 minutes (typical), or

more depending on antenna’s view of sky. The GPS

receiver is turned off after acquisition, and then powered

ON every 20 minutes and left powered ON until a valid

position fix is acquired again, after which it is powered

OFF.

GPS LED blinks (1 second ON, 1 second OFF) until a

valid position has been acquired.

GPS LED turned ON (and remains ON continuously)

after GPS receiver acquires a valid position fix.

An audible indication that 121.5/243 MHz beacon

transmissions are occurring is output to the speaker or

Unmodified Electrical Headset. Speaker output is

disabled by microprocessor and Unmodified Electrical

Headset output enabled if the magnetic reed switch

indicates that an external Unmodified Electrical Headset

is connected to AN/PRC-149 Radio Set.

Audio output volume to the speaker or Unmodified

Electrical Headset, whichever is enabled, is always set

to default level (minimum volume) on entry into this

mode. The operator may adjust the volume by pushing

the volume up and down control buttons.

10. During the swept-tone portion of the 121.5/243 beacon

transmission, a 1,000 Hz tone is output as an audio

tone to the speaker or Unmodified Electrical Headset for

approximately 2 seconds every 8 seconds.

Figure

11-23.

AN/PRC-149 Mode Selector Switch (Sheet 5)

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ENGINE SHUTDOWN PROCEDURE

IN-FLIGHT DOOR WARNING

*1. CONDITION LEVER

FEATHER (CP)

*1. SEATBELTS

FASTENED (ALL)

*2. OXYGEN

AS REQUIRED (ALL)

*2. FIRE HANDLE

PULLED AS REQUIRED (CP)

3. PRESSURIZATION

BEGIN DEPRESS (FE)

*3. FIRE EXT

DISCHARGED AS REQUIRED (CP)

4. DESCENT

AS REQUIRED (P)

*4. FLAPS

AS REQUIRED (CP)

5. AIR CONDITIONING

*5. LANDING GEAR

AS REQUIRED (CP)

MASTER SWITCH

AS REQUIRED (FE)

*6. PROPELLER

FEATHERED (CP)

6. DOORS

CHECKED (FE)(LM)

7. MASTER DOOR WARN LT SW

OFF (FE)(LM)

CLEANUP

1. ENGINE BLEED AIR SWITCH

OFF (FE)

RAPID DECOMPRESSION

2. GENERATOR SWITCH

SET (FE)

*1. OXYGEN

ON/100% (ALL)

3. FUEL BOOST PUMP SWITCH

AS REQUIRED (FE)

*2. PRESSURIZATION

AS REQUIRED (FE)

4. CROSSFEED VALVE SWITCH

AS REQUIRED (FE)

*3. DESCENT

AS REQUIRED (P)

5. PROP GOV CONT SWITCH

MECH GOV (CP)

4. EPOS/VRU

AS REQUIRED (LM)

6. PROP FEATH OVRD BUTTON

OUT (CP)

7. SYNC MASTER

RESET AS REQUIRED (FE)

FUEL DUMPING

8. TD VALVE SWITCH

NULL (FE)

1. ATC

ADVISE (CP)

9. THROTTLE

FULL FORWARD (P)

2. FUEL PANEL

MAIN TANK TO ENGINE (FE)

10. OIL COOLER FLAPS SWITCH

CLOSED/

FIXED (CP)

3. INTERCONNECT VALVE SWITCHES

FLOW (FE)

4. DUMP SHUTOFF VALVE SWITCHES

DUMP (FE)

APU FIRE (ON GROUND)

5. DUMP PUMP SWITCHES

DUMP (FE)

*1. APU FIRE HANDLE

PULLED (CP)

6. MONITOR THE FUEL QUANTITY

*2. FIRE EXT

DISCHARGE AS REQUIRED (CP)

INDICATORS

(FE)

7. DUMP PUMP SWITCHES

OFF/NORM (FE)

*3. APU GENERATOR

OFF (FE)

4. EVACUATE AIRCRAFT

(ALL)

8. INTER CONN VALVE

SWITCHES

NO FLOW (FE)

9. DUMP VALVE SWITCHES

NORM (FE)

APU FIRE (IN FLIGHT)

10. CLEAR FUEL MANIFOLD

(P/FE)

*1. APU FIRE HANDLE

PULLED (CP)

11. CHECK FOR NEGATIVE FUEL

*2. FIRE EXT

DISCHARGE AS REQUIRED (CP)

FLOW AND FUMES

(LM)

*3. APU GENERATOR

OFF (FE)

4. APU CONT SWITCH

STOP (FE)

DITCHING

5. APU BLEED AIR VALVE SWITCH

CLOSED (FE)

1. TIME TO IMPACT

CREW ALERTED (CP)

2. ALTIMETERS

SET _____,_____ (P)(CP)

WING FIRE

1. FUEL CROSSFEED VALVE

3. PRESSURIZATION

EMER DEPRESS (FE)

SWITCHES

CLOSED (FE)

4. FUEL DUMP

AS REQUIRED (FE)

2. ENGINE HYDRAULIC PUMPS/

5. CARGO JETTISON

AS REQUIRED (LM)

SUCTION BOOST PUMP FOR THE

6. DITCH HEADING

CHECKED (P)(CP)

AFFECTED WING

OFF (CP)

7. DITCH SPEED

CHECKED (P)(CP)

3. BLEED-AIR DIVIDER VALVE AND

8. OVERHEAD HATCHES

REMOVED (FE)(LM)

BLEED-AIR VALVES FOR ENGINES

ON THAT WING

CLOSED (FE)

9. LAND GEAR WARN LIGHT CB

PULLED (FE)

4. WING ELECTRICAL EQUIPMENT

OFF (FE)

10. GPWS CBS

PULLED (FE)

5. SIDESLIP AIRCRAFT TO

11. EMERGENCY MSG/IFF

SEND (CP)

KEEP THE FIRE AWAY

12. FLAPS

AS REQUIRED (P)(CP)

FROM FUESLAGE

(P)

13. LANDING GEAR

UP (P)(CP)(FE)

6. LAND ASAP

(P)

14. SEATBELTS

FASTENED, LOCKED (ALL)

15. ALERT FOR IMPACT

CREW ALERTED (CP)

FUSELAGE FIRE/SMOKE AND FUME

ELIMINATION

*1. OXYGEN

ON/100% (ALL)

GROUND EVACUATION

*2. PRESSURIZATION

EMER DEPRESS (FE)

1. PARKING BRAKE

SET (P)

*3. DESCENT

AS REQUIRED (P)

2. TOWER/GROUND

NOTIFIED (CP)

*4. EXTINGUISH THE FIRE

AS REQUIRED (ALL)

3. CREW

NOTIFIED (P)

5. EPOS/VRU

AS REQUIRED (LM)

4. DC BUS TIE SWITCH

TIED (FE)

6. ENGINE BLEED AIR SWITCHES

OFF (FE)

5. CONDITION LEVERS

FEATHER (CP)

7. AIR-COND MASTER SWITCH

AUX VENT (FE)

6. FIRE HANDLES

PULLED (CP)

8. PARATROOP DOORS/AFT HATCH

OPEN (LM)

7. AC/DC POWER SWITCHES

OFF (FE)

9. FLT STA ESCAPE HATCH

OPEN AS

8. ALARM BELL

ONE LONG RING (CP)

REQUIRED (FE)

9. EVACUATE AIRCRAFT

(ALL)

10. CHOCK AIRCRAFT

AS REQUIRED (LM)

Figure 11-24. Emergency Procedures (Sheet 1 of 2)

ORIGINAL

11-116

01-75GAL-1

PROPELLER FAILS TO FEATHER

IF THE CONDITION PERSISTS:

1. ATTAIN 150 KTAS (IF POSSIBLE)

(P)

11. PERFORM ISOLATED DC BUS ISOLATION

2. FEATHER AND AIRSTART, EMER

PROCEDURES.

FEATHER, FEATHER PUMP MOTOR

CIRCUIT BREAKERS

CHECKED IN (FE)

CARGO JETTISON

3. FEATHER OVERRIDE BUTTON

HOLD IN FOR

1. ALERT THE CREW

ALERTED (CP)

30 SECONDS,

2. PASSENGERS

SECURED FORWARD

PULL OUT (FE)

OF CARGO (LM)

4. FIRE HANDLE

RESET (CP)

3. DESCEND

AS REQUIRED (P)

5. OIL SHUTOFF VALVE CIRCUIT

4. PRESSURIZATION . . BEGIN DEPRESSURIZATION (FE)

BREAKER

PULL (FE)

5. AIRSPEED

REDUCE TO BELOW 150 KIAS (P)

6. FLAPS

AS REQUIRED (P, CP)

6. FIRE HANDLE

PULL (CP)

7. PARACHUTES/

RESTRAINING HARNESS

ON/ADJUSTED (LM)

ELECTRICAL FIRE

8. PRESSURIZATION

AUX VENT (FE)

1. ISOLATE AFFECTED EQUIPMENT BY

9. AUXILIARY PUMP SWITCH

ON (CP)

PULLING CIRCUIT BREAKER AND

10. RAMP AND DOOR

CLEAR TO OPEN (LM)

TURNING SWITCH OFF

(ALL)

11. RAMP AND DOOR

OPENED (FE)

IF UNABLE TO LOCATE THE MALFUNCTIONING UNIT(S),

12. JETTISON CARGO

AS REQUIRED

PROCEED AS FOLLOWS:

13. FLAPS

50 PERCENT (P, CP)

14. RAMP AND DOOR

CLEAR TO CLOSE (LM),

WITH APU GENERATOR:

CLOSED (LM)

2. APU CONTROL SWITCH

START/RUN (FE)

15. AUXILIARY PUMP SWITCH

OFF (CP)

3. APU GENERATOR SWITCH

ON/CHECKED (FE)

4. ALL ENGINE GENERATOR SWITCHES

OFF (FE)

GPWS AURAL WARNING (TERRAIN TERRAIN/WHOOP, PULL

UP GPWS) AND WINDSHEAR ESCAPE MANEUVER

IF THE SITUATION STABILIZES:

*1. AUTOPILOT

DISENGAGE (P)

5. AGAIN ATTEMPT TO LOCATE AND ISOLATE

AFFECTED EQUIPMENT BY PULLING CIRCUIT

*2. THROTTLES

MAX POWER (P)

BREAKER AND TURNING SWITCH OFF

(ALL)

*3. ATTITUDE

MINIMUM OF 10° TO 15° NOSE UP (P)

IF CONDITION PERSISTS, PROCEED AS FOLLOWS:

4. PROCEED WITH NORMAL GO-AROUND

6. AUTOPILOT

OFF (P)

PROCEDURES FOLLOWING TERMINATION OF GPWS

AURAL WARNING OR WHEN CLEAR OF WINDSHEAR

7. ATTITUDE SELECT SWITCHES

GYRO ATT (P),

CONDITIONS.

(CP)

8. COPILOT AC INSTRUMENT SWITCH

STANDBY

TAILPIPE FIRE OR TORCHING DURING ENG START

(DC BUS) (FE)

1. CONDITION LEVER

GROUND STOP (P)

9. OIL COOLER

2. CONTINUE TO MOTOR THE ENGINE (P)

FLAP SWITCHES

OPENED/FIXED (CP)

3. PERFORM GROUND

10. APU GENERATOR AND APU

EVACUATION PROCEDURE

AS REQUIRED (ALL)

CONTROL SWITCHES

OFF/STOP (FE)

WITHOUT APU GENERATOR:

TAILPIPE FIRE DURING SHUTDOWN

1. AUTOPILOT

OFF (P)

1. PERFORM ENGINE SHUTDOWN PROCEDURE.

2. ATTITUDE SELECT SWITCHES

GYRO ATT (P),

(CP)

TURBINE OVERHEAT (GND)

3. COPILOT AC

1. THROTTLES

GND IDLE (CP)

INSTRUMENT SWITCH

STANDBY (DC BUS) (FE)

2. CONDITION LEVER

GND STOP (CP)

4. OIL COOLER FLAP SWITCHES

OPEN/FIXED (CP)

5. RADAR

OFF (P/FE)

START VALVE OPEN LIGHT ILLUMINATION (GND)

6. ALL GENERATORS SWITCHES

OFF (FE)

1. CONDITION LEVER

GND STOP (CP)

7. THREE MAIN AC BUS CURRENT

2. ENGINE BLEED AIR SWITCH

OFF (FE)

LIMITERS AT STATION 245 (UPPER

MAIN DISTRIBUTION PANEL)

REMOVED (FE)

BRAKE FIRE

8. ANY OPERATING ENGINE GENERATOR

ON (FE)

1. STOP AIRCRAFT USING REVERSE

(P)

IF THE SITUATION STABILIZES:

2. REQUEST FIREFIGHTING EQUIP

(CP)

3. PERFORM GROUND

9. ISOLATE AFFECTED EQUIPMENT BY

EVACUATION PROCEDURE

(ALL)

PULLING CIRCUIT BREAKERS AND

TURNING SWITCHES OFF

(ALL)

SPONGY/CHATTERING BRAKES

IF THE CONDITION PERSISTS, PROCEED AS FOLLOWS:

1. ANTISKID SWITCH

OFF (CP)

10. REMAINING ENGINE GENERATOR

OFF (FE)

2. BRAKE SELECT SWITCH

AS REQUIRED (CP)

CRITICAL ITEMS PRECEDED BY AN ASTERISK SHALL BE COMMITTED TO MEMORY

Figure 11-24. Emergency Procedures (Sheet 2)

11-117/(11-118 blank)

ORIGINAL

01-75GAL-1

CHAPTER 12

All-Weather Operations

12.1

INTRODUCTION

This chapter contains only those procedures that differ from or are in addition to the normal operating instructions

covered in Part III, except for some repetition necessary for emphasis, clarity, or continuity of thought. References

in this section to operation of the aircraft component systems or auxiliary equipment mean the operation described

in Part I.

12.2

INSTRUMENT FLIGHT PROCEDURES

Theaircraftiscompletely equippedfortheuseofall standardradio navigationaland flightaids. Itis theresponsibility

of the pilot to ensure that each crewmember is thoroughly briefed on the exact procedures expected to be followed

during all phases of aircraft operation. In planning IFR flights, remember that fuel requirements at low altitudes are

greater than at higher altitudes. If required to land under IFR conditions, additional allowance must be made for

letdown and holding procedures. Follow the normal takeoff and cruise procedures in Chapter 8 and the NATOPS

Instrument Flight Manual, NAVAIR 00-80T-112, for instrument flight procedures. During takeoff, use a 4_ to 7_

noseup pitch attitude on the ADI to allow the aircraft to fly off the ground.

12.2.1 Holding

Conduct holding operations at 170 KIAS. If maximum endurance is required, conduct holding operations at

maximum-endurance airspeed plus 20 KIAS according to instructions from the airway traffic controller. This

airspeed permits holding to be accomplished at a constant power setting and allows turns to be executed with little,

if any, loss of airspeed. Any loss of airspeed may be regained when level flight attitude is resumed.

12.2.2 Penetrations

Penetrations may be accomplished in this aircraft, making certain that the current airspeed limitations in Chapter 4

are adhered to. Handling characteristics are very good, and pitch attitude is not extreme. A typical penetration is

shown in Figure 12-1.

The recommended procedure is as follows:

1. Before or upon reaching fix, complete the Approach Checklist.

2. Beginthepenetrationatholdingairspeedfromtheappropriateradiofix,inthecleanconfiguration,byretarding

throttles to FLIGHT IDLE and smoothly establish descent at least 4,000 fpm until reaching the penetration

airspeed.

Note

During penetration, turbulence may be encountered without warning.

3. Follow the published penetration procedure.

4. Start level-off 1,000 feet above the published minimum inbound altitude and establish an airspeed of 170

KIAS.

5. Complete the Before Landing Checklist prior to reaching the fix. Allow the airspeed to decrease to approach

speed and execute an approach as depicted in Figures 12-3 through 12-10.

12-1

ORIGINAL

01-75GAL-1

12.2.3 Instrument Approaches

All conventional systems of instrument approach may be used. Flight characteristics during instrument approaches

do not differ from those encountered during normal visual flight. Normally, 170 KIAS is used for entry. Airspeed

after the Before Landing Checklist is initiated will be commensurate with the approach and aircraft gross weight. Do

notreducetoapproachairspeeduntilonfinalapproachtothestationorfix.SeeFigures12-3 through12-10 fortypical

approaches.

12.2.3.1 Circling Approach

The penetration and approach procedures are based on straight-in approach speeds. In the event it becomes necessary

to make a circling approach to align the aircraft with the runway, maintain 150 KIAS or computed approach speed,

whichever is higher until on final approach. When on final approach, select the desired final flap setting and proceed

with a normal landing. One of the following runway offset methods may be used (see Figure 12-2).

270_ method — The 270_ method may be used when it is practical to cross the runway at 90_ from the

low-approach course of the aircraft. The runway is crossed at a 90_ angle. Fly this heading for approximately

13 seconds, then make a standard-rate turn to the runway heading.

45_ method — The 45_ method consists of a standard-rate turn to a heading 45_ from the downwind heading

for 40 seconds and then make a standard-rate turn to the runway heading.

80_ to 260_ method — The 80_ to 260_ method consists of a standard-rate turn of 80_ from the downwind

heading, then rolling out of this turn and into a standard-rate turn to the runway heading.

4. Boxing runway method — Boxing the runway is basically a closed-traffic pattern made by flying down the

runway, making a standard 180_ turn, and then another 180_ turn to the runway heading.

12.3

ICING CONDITIONS

Avoid icing conditions whenever possible. The biggest danger caused by ice accumulation is the reduced

aerodynamic efficiency of the aircraft. Increased drag and diminished lift because of airfoil deformation and loss of

thrust because of lowered propeller efficiency and engine power are typical results. Specifically, ice accumulation

may have the following effects:

1. Increased lift-off speed and increased stalling speed. Higher take-off, landing, and minimum flight speeds are

then required.

2. Reduced rate-of-climb ability of the aircraft.

3. Increase power requirement, causing increased fuel consumption and decreasing range and endurance.

4. Impaired control response.

5. Reduced engine power caused by obstruction of engine inlet air duct.

If cruise must be made in icing conditions, consideration must be given to the effect of using bleed air from the engines

for anti-icing system. Use of bleed air for anti-icing will reduce speed, and thus range, for any power setting. Refer

to NAVAIR 01-75GAI-1.1 Combined Performance Data Manual Figure 5-3 for cruise performance with anti-icing

systems in operation. Meanwhile, it is recommended that altitude be changed, when possible, until icing no longer

occurs. If climbing to a non-icing altitude is not possible, a check of fuel flow versus groundspeed should be made

to determine if range or radius of action will complete the mission.

12-3

ORIGINAL

01-75GAL-1

Figure 12-3. Typical Instrument Approach — Four or Three Engines — NDB, VOR, or Range Procedures

Although the leading edge is capable of full evaporative, continuous anti-icing, it has been found more satisfactory

to use the system exclusively as a deicing system by operating it periodically to remove accumulated ice. The

empennage system is exclusively an anti-icing system. Operation in this manner presents no problem with

“run-back.” The aircraft can penetrate icing conditions if the procedure given below is followed:

1. Select theleast severealtitude, from thestandpoint of icing conditions, consistent with mission objectives and

thetrafficorcombatconditions.ConsiderOAT,natureofclouds,typeoficing(rime,clear)anticipatedorbeing

encountered, and the duration of icing.

2. Fly with the PROP & ENGINE ANTI-ICING MASTER switch in the AUTO position.

3. Place the PROPELLER ICE CONTROL switch in the ON position.

4. Place the ENGINE INLET DUCT ANTI-ICING switch in the ON position.

12-5

ORIGINAL

01-75GAL-1

Figure 12-5. Typical ILS — Four or Three Engines

Engine inlet airduct icing may occur prior to illumination of the warning

icing condition ON light. Consider manually activating the ENGINE

INLET DUCT ANTI-ICING system prior to entering visible moisture

when IOAT is 10 _C or lower. If steps 2 through 4 have been accomplished,

momentarily place the PROP & ENGINE ANTI-ICING MASTER switch

to MANUAL. The system should be turned to AUTO when visible

moisture is no longer present by following the procedures in step 6.

Note

When icing conditions are encountered, the anti-icing system for the above

operates automatically, providing steps 2 through 5 have been accom-

plished. When the warning icing condition ON light is illuminated, make

frequent visual checks of wing leading edges.

5. Deice the wing leading edges whenever the ice appears to be 3/8 to 3/4 of an inch thick, although little

performance penalty has been noted when far heavier loads of ice have been allowed to build up. Deicing

switches should be turned on until wing leading edges are clean, then turned off. This will normally require

20 seconds orless ofon time. Fortheempennage, leavethe switch on as an anti-icing system. Theuse ofbleed

air from only one or two engines is not recommended.

12-7

ORIGINAL

01-75GAL-1

6. When icing conditions no longer exists, turn the PROP & ENG ANTI-ICING MASTER switch to the RESET

position. When turned to the RESET position, all anti-icing systems except wing and empennage are turned

off automatically. The WING and EMPENNAGE ANTI-ICING switches must be manually turned off.

CAUTION

Avoid high angles of attack during periods of transition from icing to

melting conditions and/or ice shedding for the center wing section.

Maintain a straight and level flight-path until all ice has been shed from the

center wing section. If ice is shed from the center wing section when the

aircraft is at high angles of attack, it is very likely the shedding ice will

strike the horizontal stabilizer and possibly cause extensive damage to the

stabilizer leading edge.

7. Delay extension of flaps and landing gear until absolutely necessary. This will help to avoid excessive ice

accumulation on the flaps and landing gear. While flying through icing conditions, watch the leading edge

anti-icing current indicators to make certain that the anti-icing equipment is working properly. Make frequent

visual checks of wing leading edges, engine inlet air duct leading edges, and propeller. If leading edge

anti-icing/deicing is seen to be inadequate for preventing ice accumulation, seek a less severe icing level.

If possible avoid prolonged flight in freezing rain, particularly at low

airspeeds with corresponding higher angles of attack, as there is a

possibility of ice accretion on the upper inside surface of the engine inlet

air ducts and other areas that are not normally exposed and that are not

anti-iced. Ice may accumulate on areas of the wing that are not anti-iced in

quantities sufficient to cause loss of control.

12.3.1 Clear-Air Icing

Engine inlet air duct icing in clear air is possible in some combinations of temperature and humidity, depending on

the engine power setting and the airspeed. This icing is caused by the sudden drop in temperature resulting from

pressure loss in the engine inlet air duct. Such icing is indicated by a falling torquemeter indication. If torquemeter

indicationfallsfornoapparentreason,assumethatengineinletairducticingisoccurring.TurnthePROP &ENGINE

ANTI-ICING MASTER switch to the MANUAL position, place the ENGINE INLET AIR DUCT ANTI-ICING

switch in the ON position, and take the following action immediately.

1. Increase airspeed to the maximum consistent with continuous operation, to increase ram pressure in the air

duct.

2. Seek an altitude that is less likely to produce air duct icing.

12.4

TURBULENCE AND THUNDERSTORMS

Rain has no appreciable aerodynamic effects on the aircraft. At cruise speeds, however, visibility through the

windshields will be reduced by streaking as thewindshield wipers are ineffectiveat speeds above approximately 180

KIAS.

12-13

ORIGINAL

01-75GAL-1

Flying under conditions of extreme turbulence, such as through thunderstorms, must be avoided whenever possible.

When flying under conditions of low visibility, clear passage around or between thunderstorms can usually be found

with the navigation and search radar. The possibility remains, however, that a storm cannot be dodged or that flight

through a storm may be a matter of military necessity.

Flight through thunderstorms or other conditions of extreme turbulence

should be avoided whenever possible.

Recommended airspeed for penetration into thunderstorms is 65 knots above power-off stall speed, not to exceed 180

KIAS.

Note

The autopilot may be used and, in some cases, is desirable. The altitude

hold mode should be disengaged and the autopilot not assisted or

overpowered in the autopilot mode. If autopilot cannot control attitude,

disengage and fly manually.

12.5

COLD-WEATHER PROCEDURES

Extreme cold causes general bad effects on aircraft materials. Rubber, plastic, and fabric materials stiffen and may

crack, craze, or even shatter when loads are applied. Oils and lubricants congeal. Adjoining metals contract

differentially and could result in adverse variations in tolerances. Moisture, usually from condensation or melted ice,

freezes in critical areas. Tire, landing gear strut, fire extinguisher bottle, and accumulator air pressures decrease with

a temperature decrease. Extreme diligence on the part of both groundcrews and flightcrews is required to ensure

successful cold-weather operation. The procedures and precautions outlined here pertain to operating unhangared

aircraft in cold weather and are in addition to the normal procedures given in Part III.

Note

Arrange the preheating period, whether by portable ground heaters or the

APU, so that aircraft components will be warmed and inspected prior to

starting the engines.

12.5.1 Before Entering the Aircraft

Perform a normal preflight inspection of the aircraft as outlined in paragraph 8.2. In particular, check the following:

1. Check for removal of all exterior protective covers and shields.

2. Check for ice, snow, heavy frost, and any remaining moisture from the entire aircraft.

Do not attempt takeoff with ice, snow, or frost on the wings or empennage.

The roughness caused by ice and snow on the surfaces varies the airfoil

shape with a resulting loss of efficiency. Takeoff run is increased, and rate

of climb is decreased. Stall speed is increased, and stall characteristics are

unpredictable.

ORIGINAL

12-14

01-75GAL-1

CAUTION

D Ensure that moisture from melted ice is not allowed to remain in critical

areas where it may refreeze.

D Do not attempt to scrape or chip ice from flight surfaces or fuselage.

Exercise care to prevent personnel injury from slipping and falling.

Note

If anti-icing compound has not been used on the crew door telescoping rod,

frozen condensation may prevent full opening until the rod is heated.

3. Check that fuel tank vents, fuel drains, filters, static ports, and pitot tubes are free of ice and snow.

4. Check for proper inflation of landing gear struts, tires, and hydraulic accumulators.

5. Check that landing gear strut extensions have been wiped with a hydraulic-fluid-soaked cloth to remove ice

and dirt.

6. Check that a warm, well-charged battery has been installed.

7. Check that dry bays are free of hydraulic fluid and fuel seepage.

12.5.2 Before Starting Engines

In addition to the normal procedures outlined in paragraph 8.4, perform the following checks:

1. Ifisopropyl alcohol has been used to removefrost from theaircraft, check theinterioroftheaircraft foralcohol

leaks and fumes. This condition may create a fire hazard.

During theapplication ofdeicing fluid, the APU and air-conditioning units

shall be shut down and all doors and hatches closed. Deicing fluid or mist

can enter the APU inlet. The resulting fumes entering the aircraft through

the bleed-air system are toxic and an extreme eye and lung irritant.

2. If external ac power is available, energize the Nesa windshields. Bring temperature up gradually to prevent

cracking glass. As ice and frost begin to melt, operate the windshield wipers to help clear the windshield. Other

windows may be cleared by portable ground heaters.

Note

Either portable ground heaters or the APU may be used to heat the interior

oftheaircraftduringtheinteriorinspection.Inextremecoldweather,itmay

be necessary to preheat the APU before it can be started. During starting,

torching may be observed. After start, allow approximately 4 minutes

warm-up before applying load.

12-15

ORIGINAL

01-75GAL-1

3. Increase warm-up times on navigation equipment listed below:

a. INS/GPS — 5 to 10 minutes.

b. Radar — 10 minutes.

c. HF radios — 10 minutes.

d. C-12 compass — 5 minutes.

e. Radio Altimeter — 5 minutes.

f. TACAN — 3 minutes.

g. VOR — 3 minutes.

h. ADF — 3 minutes.

CAUTION

D Do not attempt to taxi ifevidenceofhydraulicleakageis found in any main

landing gear area. Danger of fire and loss of brakes exists when hydraulic

fluid contacts hot brakes.

D Donotstaticallychangethebladeangleofapropellerthathasbeenexposed

to prolonged temperatures of 0 _C (32 _F) or below. Warm the propeller

hub oil by using warm air or by running the engine at ground idle until

engine oil temperature is within 60 to 80 _C. Propeller blade seal damage

and oil leakage may occur if this is not observed.

4. Before starting engines, remove all ground heater ducts from the aircraft.

5. In extremelow temperatures, thecrew doorseals may stiffen, thus making it impossibleto closethe doorfrom

inside the aircraft. When groundcrewmen are not available to assist in closing this door, it may be necessary

to have one or more flightcrewmembers assist in closing the door from outside, and then enter the aircraft

through one of the paratroop doors.

12.5.3 Starting Engines

When the engines have been exposed to prolonged temperatures below 0 _C/ 32 _F start engines using the following

procedure:

1. Start engines symmetrically in low speed ground idle.

2. After engine oil has been warmed above 0 _C, engines may be shifted to normal ground idle.

CAUTION

When attempting a start with JP-5/JP-8 and kerosene-type fuels at ambient

temperatures below approximately -32 _C (-25 _F) the TIT and rpm

should be closely monitored since stall and overtemperature may be

experienced during the start.

ORIGINAL

12-16

01-75GAL-1

3. Leave engines in normal ground idle until oil temperature reaches 60 _C.

CAUTION

Perform reverse checks only when engine oil temperature is within normal

limits or damage to propeller seals may occur.

12.5.4 Before Taxi

If not already accomplished with external power, energize the Nesa windshields, bringing temperature up gradually

to prevent cracking the glass. As ice and frost begin to melt, operate the windshield wipers to help clear the

windshield. Other windows may be cleared by airblast from the defogging ducts.

CAUTION

Do not overheat anti-icing systems on theground. Do not operatepropeller

anti-icing and deicing systems unless engines are running.

Note

During extremely low temperatures, refer to Operation of Windshield

Anti-Icing System in Part III.

12.5.5 Taxiing Instructions

At the start of taxiing on snow or ice, visually check the landing gear to assure that the wheels are rotating. The

combination of increased engine power at low temperatures and slippery ramp surfaces because of ice and snow

require that utmost caution be used during taxiing operations. Ground-handling characteristics of the aircraft on loose

or compacted snow at temperatures below 0 _F are good and braking action is fair to good. However, as temperatures

rise toward freezing, snow-covered surfaces become more slippery and increasing caution must be exercised. Use

of antiskid is recommended during all taxiing in cold weather.

In cold weather, make sure all instruments have warmed up sufficiently to

ensure normal operation. Check for sluggish instruments during taxiing.

CAUTION

Nosewheel steering becomes ineffective when abrupt turns are attempted

on slippery surfaces. Use nosewheel steering, differential braking, and

differential power for best directional control. Maintain safetaxi speeds by

use of brakes and partial application of reverse thrust. Excessive reverse

thrust will cause loss of visibility when taxiing over loose snow.

When operating on snow or slushy surfaces, use Nesa and pitot heat prior to and during propeller reversing.

12-17

ORIGINAL

01-75GAL-1

12.5.6 Ground Tests

Select the area that has the best available surface for braking and conduct the engine and propeller checks outlined

in Part III. Avoid parking aircraft close together or near obstructions when performing ground tests.

Note

Surfaces covered with loose snow generally provide better braking than

surfaces covered with compacted snow.

A modification of normal procedures may be required when making runup on slippery surfaces. Engines and

propellers may be checked in symmetrical pairs while using reverse thrust on the other pair to prevent the aircraft

from sliding forward. When runup must be conducted on snow-covered surfaces, do not attempt to make full power

checks until the aircraft is lined up on the runway and ready for takeoff.

12.5.7 Takeoff

If the aircraft starts to slide before takeoff power is reached, release the brakes and begin the takeoff run. Continue

the power check during the early part of the run.

Takeoffs in conditions of freezing rain or moderate freezing drizzle are

prohibited.

CAUTION

Under low ambient temperature conditions, never place throttles in the

TAKEOFF position without monitoring the torquemeters. At these

temperatures, it is possible to exceed maximum allowable torque without

exceeding the maximum allowable TIT. In addition, increasing ram effect

during the takeoff will increase torque for any fixed TIT. This means either

that torque must be set below the maximum allowable when setting power

for takeoff or that power must be reduced as airspeed builds up.

After takeoff from slushy runways, cycle the landing gear to reduce the possibility of doors freezing in the closed

position.

Note

During operation of the propeller anti-icing system, there is a possibility

that an indicator “jitter” may occur in the TIT indicators, the torquemeters,

tachometers, and fuel flow gauges. This needle

“jitter” may make

monitoring the affected instruments difficult. If this condition occurs,

momentarily turn the PROP & ENGINE ANTI-ICING MASTER switch

to RESET; then read the indicators.

12.5.8 Landing

Make a normal pattern and landing as outlined in Part III. Use nosewheel steering gently. Use reverse thrust during

the early part of the landing roll. As forward speed decreases, decrease reverse power. If reverse thrust is used at slow

ORIGINAL

12-18

01-75GAL-1

speeds on snow- or slush-covered surfaces, complete loss of visibility may occur. Use Nesa and pitot heat during

landing and be prepared to turn on windshield wipers.

Note

During use of maximum braking on slippery surfaces, cycling of the

antiskid system will be felt on the brake pedals.

12.5.9 Landing on Icy Runways

Refer to Landing on Icy Runways, paragraph 8.15.11.

12.5.10 Stopping Engines

Make a normal engine shutdown, as outlined in paragraph 8.18.

12.5.11 Before Leaving the Aircraft

Perform normal Before Leaving the Aircraft Checklist, as outlined in paragraph 8.19, and the following steps:

1. Remove ice and dirt from shock struts.

2. Install all exterior protective covers and shields.

3. If the aircraft is to remain outside more than 4 hours at temperatures below -29 _C (-20 _F), remove the

batteries and store them in a heated area.

4. Close all doors and hatches.

12.6

HOT-WEATHER PROCEDURES

Hot-weather operation, as distinguished from desert operation, generally means operation in a hot, humid

atmosphere. High humidity usually results in the condensation of moisture throughout the aircraft. Possible results

includemalfunctioning ofelectricalequipment, foggingofinstruments,rusting ofsteel parts,and thegrowth offungi

in vital areas of the aircraft. Further results may be pollution of lubricants and hydraulic fluids and deterioration of

nonmetallic materials. The procedures essential to operation and maintenance under such conditions aregiven in the

following paragraphs.

12.6.1 Before Entering the Aircraft

Perform a normal preflight inspection as outlined in paragraph 8.2. Give special attention to the following:

1. Cool the flight station and special equipment compartments with portable coolers, if available.

2. Inspect for freedom of corrosion or fungus at joints, hinge points, and similar locations.

3. Check for hydraulic leaks, as heat and moisture may cause seals and packings to swell.

4. Inspect the shock struts for cleanliness.

5. Inspect tires for proper inflation.

6. Remove all protective covers and shields.

12-19

ORIGINAL

01-75GAL-1

12.6.2 Before Starting Engines

Continue the normal preflight inspection, as outlined in paragraph 8.2. Give special attention to the following:

1. If instruments, equipment, and controls are moisture coated, wipe them dry with a clean, soft cloth.

12.6.3 Taxiing Instructions

Taxi the aircraft as directed in paragraph 8.7. Use brakes as little as possible, to avoid overheating.

CAUTION

To preclude the possibility of ongoing bog down/flameout when operating

in high ambient temperatures, turn off the oil cooler augmentation prior to

shiftingfromnormaltolow-speedground idleorfromlow-speed tonormal

ground idle.

12.6.4 Takeoff

Execute normal takeoff and climb, as outlined in paragraphs 8.9 and 8.10.

Note

Takeoff run is considerably increased, and rate of climb decreased, in high

temperatures. Refer to the appropriate performance charts.

12.6.5 Cruise

Follow normal procedures for the operation of the aircraft, as outlined in Chapter 8.

Note

Fuel densities will decrease as the ambient temperature rises, resulting in

a decrease in operating range. In addition, the boiloff rate will increase, and

it may be necessary to restrict rate of climb of the aircraft at altitude. Refer

to Fuel in Part I.

12.6.6 Landing

Execute normal approach and landing, as outlined in paragraphs 8.13, 8.14, and 8.15. Make a normal engine

shutdown as outlined in paragraph 8.18. As soon as the aircraft is parked, chock wheels and release brakes in order

to avoid possible damage to brake components from excessive heat generated when taxiing.

12.6.7 Before Leaving the Aircraft

Make a normal postflight inspection as outlined in paragraph 8.19 and complete the following steps:

1. Have appropriate protective covers installed for protection from the sun.

2. When weather conditions permit, leave flight station windows and compartment doors open to ventilate the

aircraft.

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12.7

DESERT PROCEDURES

Desert operation generally means operation in a very hot, dry, dusty, often windy atmosphere. Under such conditions,

sand and dust will often be found in vital areas of the aircraft, such as hinge points, bearings, landing gear shock struts,

and engine cowling and intakes. Severe damage to the affected parts may be caused by the dust and sand. Position

the aircraft so that propwash will not expose other aircraft, personnel, and ground equipment to blown sand or dust.

The necessary operations under such conditions are given in the following paragraphs.

12.7.1 Before Entering the Aircraft

Perform a normal preflight inspection as outlined in paragraph 8.2. Give special attention to the following:

1. Cool the flight station and special equipment compartments with portable coolers, if available.

Note

Use of the APU for ground air-conditioning may pull in quantities of sand

and dust.

2. Inspect all control surface hinge and actuating linkage for freedom of sand and dust.

3. Inspect tires for proper inflation.

4. Inspect shock struts for cleanliness.

5. Remove all protective covers and shields.

12.7.2 Before Starting Engines

Continue the normal preflight inspection of the aircraft, as outlined in paragraph 8.2. Give special attention to the

following:

1. Inspect instrument panels, switches, and controls for freedom of sand and dust.

2. Operate all controls through at least two full cycles to ensure unrestricted operation.

12.7.3 Taxiing Instructions

Taxi the aircraft as directed in paragraph 8.7, using care to avoid blowing sand or dust on other aircraft, personnel,

or equipment. Use brakes as little as possible to prevent overheating. The use of reverse thrust may blow sand and

dust into the air directly in front of the engine intakes. In deep sand, use differential power, rather than nosewheel

steering, for directional control. Minimize ground operation to avoid excessive sand and dust intake by the engines.

12.7.4 Takeoff

Execute normal takeoff and climb as outlined in paragraphs 8.9 and 8.10. Avoid takeoff during sand or dust storms,

if possible. Sand and dust will cause damage to internal engine parts. Takeoff run is considerably increased and rate

of climb decreased in high atmospheric temperatures. Refer to the appropriate performance charts.

Note

When takeoff performance is not critical, use a rolling takeoff whenever

possible in order to decrease time in adverse conditions.

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12.7.5 Cruise

Follow normal procedures for the operation of the aircraft, as outlined in Part III. Avoid flying through dust or sand

storms, when possible. Excessive dust and grit in the air will cause considerable damage to internal engine parts.

12.7.6 Landing

Execute a normal approach and landing as outlined in Part III. Therefore, on very hot days, follow traffic and landing

procedures strictly and anticipate a longer landing roll. Avoid the use of reverse thrust, since reverse thrust may blow

sand and dust into the air directly in front of the engine intakes.

12.7.7 Stopping Engines

Make normal engine shutdown as outlined in Part III. As soon as the aircraft is parked, chock the wheels and release

the brakes to avoid damage to brake components because of excessive heat generated while taxiing.

12.7.8 Before Leaving the Aircraft

Make a normal Before Leaving the Aircraft inspection, as outlined in Part III, giving special attention to the

following:

1. Have all protective covers and shields installed.

2. Except in dust or rainy weather, leave flight station windows and compartment doors open to ventilate the

aircraft.

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CHAPTER 13

Communication Procedures

13.1

INTRODUCTION

The primary means of communication in the aircraft is voice radio. It is, of course, limited by the condition of the

equipment, frequencies and channels available, and operating conditions. Radio equipment carried on the aircraft is

described in detail in Chapter 2. It is essential that all pilots know and understand the use of the equipment. Operation

of the equipment will be in accordance with current applicable directives, depending on the type of flight and the area

inwhichtheflight willbeconducted.Communication proceduresareoutlinedin FederalAviation Regulations,FLIP

Publications, Flight Information Manual, ICAO Regulations, Air Traffic Control Procedures, OPNAV Instructions,

and ACP and JANAP publications.

13.2

RADIO COMMUNICATIONS

The aircraft commander is responsible for all communications transmitted from the aircraft and shall ensure

compliance with all procedures to which reference is made in this action. The aircraft commander is responsible for

a continuous watch to be maintained on appropriate radio frequencies, and that position reporting procedures and

requirements outlined in appropriate directives, or as required by the agency controlling the flight, are complied with.

13.3

VISUAL SIGNALS

The aircraft is equipped with an Aldis lamp to transmit visual signals. The running lights and landing lights may be

used as signals by utilizing the on-off switches.

13.4

LOST COMMUNICATION AND EMERGENCY COMMUNICATION PROCEDURES

Emergency situations are so varied that exact rules to be followed cannot be established for each situation. However,

when an emergency is encountered in a flight condition, the pilot is expected to act in accordance with the procedures

set down in the aforementioned referenced manuals.

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CHAPTER 14

Special Missions

14.1

FORMATION FLYING

Formation flying in this aircraft is similar to formation flying in any other aircraft; however, you must recognize the

restrictions inherent because of the aircraft size and weight. Figure 14-1 depicts standard formation wing position.

14.1.1 Tactical Formation Procedures

14.1.1.1 Formation Taxiing

Formation taxiing will be accomplished utilizing four engines prior to takeoff and after landing. Taxiing distance

between the tail of the preceding aircraft and the nose of following aircraft will be two aircraft lengths.

14.1.1.2 Runway Positioning

When hard-surface runways permit, one section of aircraft may be positioned on the runway simultaneously. When

gravel, dust, or loose debris is prevalent, aircraft will be fed individually onto the runway. Aircraft will alternate

positioning on the sides of the runway, remaining two aircraft lengths behind the preceding aircraft on the same side.

This separation is applicable to “section positioning” as well as to feeding onto runway. Normally, a section will

position on the runway simultaneously. In the event runway conditions warrant feeding single aircraft onto the

runway, a determination to this effect will be made by the mission commander and will be adequately covered at

mission briefing.

14.1.1.3 Takeoff

Takeoff interval should not be less than 30 seconds if dual runways are used, or 1 minute if a single runway is used,

provided the aircraft ahead has completed its takeoff roll and commenced its climb.

14.1.1.4 Joinup After Takeoff

Joinup after takeoff shall be accomplished on a prebriefed assembly heading or track. After taking off and

commencing a climb, the flight leader shall reduce power and establish climb speed as briefed, consistent with

mission requirements. This climb power and airspeed should be held until completion of the formation joinup.

Joining aircraft should use power as necessary to accomplish the joinup expeditiously, joining in their respective en

route positions. The last aircraft to join up should call the flight leader when in position, and the flight leader may

then add power as necessary to complete the climb, using climb-schedule airspeeds. The end-of-climb speed should

be modified to suit the heaviest aircraft gross weight.

14.1.1.5 Joinup Over a Geographical Point

Joinup over a geographical point shall be accomplished at a prebriefed altitude and airspeed, the formation leader

holding 170 KIAS. Normally, the rendezvous can best be accomplished in a gentle orbit to allow joining aircraft the

advantage of relative motion in addition to airspeed. Departure on course may be commenced at the discretion of the

flight leader, maintaining reduced airspeed until joinup is complete.

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14.1.1.6 Climb

Climb under VFR conditions as outlined in the paragraph above. Under IFR conditions, an individual takeoff and

climb, utilizing departure control, should be made. After becoming VFR on top, the flight leader should reduce power

and hold a prebriefed heading or proceed to a prebriefed fix for the rendezvous. The interval between aircraft should

be the minimum allowed by departure control. One-minute separation will provide adequate lateral and altitude

separation to satisfy the dictates of flight safety.

14.1.1.7 En Route Procedures

The basic en route formation is a division made up of two independent sections. The second section is free to cruise

on either side of the formation leader, with sufficient separation to allow use of the autopilot as a measure to reduce

crew fatigue. The sections themselves may spread out in the same manner. In the event that penetration of weather

becomes necessary (see Figure 14-2), the following procedures shall be used and should be accomplished prior to

entering IFR conditions. It is the responsibility of the flight leader to obtain clearance from the appropriate controlling

agency prior to commencing breakup to weather penetration formation. A base-altitude airspeed and heading must

beestablished by theformation leaderand rigidly adhered to by thewingmen to provide separation as necessary. The

radar of the last aircraft in the formation should be utilized to keep track of the formation while IFR. After passing

through weather and becoming VFR, the flight leader should reduce to 170 knots until assembly is complete. The

other aircraft should add power to climb or descend to base altitude and accomplish the rendezvous as rapidly as

possible on the base heading.

14.1.1.8 Descent

VFR descent may be made in any formation deemed necessary by the flight leader. The flight leader should exercise

care not to reduce power to the point that a wing position becomes difficult or impossible to hold. About 3,000

inch-pounds of torque is the minimum power setting to allow wingmen to maintain position without radical throttle

and/or control movements. IFR descents must be made on an individual basis, and it is the responsibility of the flight

leader to obtain clearances for the aircraft in the flight and to place the formation in trail to allow safe individual

departures from the formation when under approach control.

14.1.1.9 Break and Landing

Break and landing shall be accomplished from an echelon, utilizing a 10-second break interval and a 30-second

landing interval.

14.1.1.10 Formation Techniques

Formation procedures suitable for fighter aircraft are readily adaptable to this aircraft. It is normally easier to fly on

the starboard side of the leader because of cockpit construction and visibility restrictions. En route, the autopilot may

be easily used to maintain formation position. It should be engaged when steady in position, and minor changes of

power or heading should be made as necessary. Normally, when en route and flying on autopilot, it is more

comfortable to move out from a normal wing position to a three- to four-wing span distance.

Note

Close formation flying should be held to a minimum to reduce effects of

thermal shock on turbines because of constant power lever movement.

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14.1.1.11 Formation Lighting

During day formation flights, all aircraft in the formation shall have their top and bottom anti-collision/strobe on.

The lights for night formation are as shown in Figure 14-3.

LIGHT

POSITION

INTENSITY

FORMATION POSITION

Cabin

Dim/clear

All

Formation

Bright

All

Navigation (for assembly)

On/flash

Dim

Section leaders

Navigation (for assembly)

On/steady

Dim

Wing aircraft

Navigation (en route)

On/steady

Dim

Section leaders

Navigation (en route)

On/flash

Dim

Wing aircraft

Navigation (landing)

On/flash

Bright

All (on break)

Anticollision (assembly)

All

Anticollision (en route)

Last aircraft each section

Anticollision (land)

All (on break)

Landing Lights

As required

All

Figure 14-3. Formation Lighting

Note

In addition to lights prescribed above, leading edge lights shall be used as

follows: (1) By division leaders from takeoff until joint-up is completed,

to assist succeeding aircraft in recognizing the assembly turn. (2) By all

aircraft after break to assist in determining interval.

14.2

ASSISTED TAKEOFF SYSTEM

Provisions are made for external mounting of eight solid-fuel ATO units of 1,000-pound thrust each, which supply

additional thrust when it is desired to shorten takeoff distance. The system is electrically controlled and operated from

theATO control panel (Figure 14-4)on theflight control pedestal. Theunits arefired simultaneously and givethrust

until the propellant is exhausted. After firing, the expended ATO units may be jettisoned to reduce aircraft weight

and drag.

14.2.1 Mounting of the Assisted Takeoff Units

The mounting provisions for the ATO units are the air deflectors in front of the paratroop doors (see Figure 14-4).

Four units can be mounted on each deflector. Each ATO unit is supported by a mounting hook at the forward end

and by a mounting channel at the aft end. The mounting hook remains extended at all times, while the mounting

channel is normally held flush with the air deflector skin by two springs. When an ATO unit is to be installed, the

channel is turned out to the extended position and is held out by a spring-and-latch arrangement. The ATO unit

forward attachment fitting pin is locked in the mounting hook by a spring-loaded latch. This latch is operated to

release the ATO unit by movement of a cam. One part of the cam engages the inboard end of the latch, while the other

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portion of the cam contacts a roller. The cam is connected by a cable to a release handle in the cargo compartment

and to the latch that holds the mounting channel in the extended position. As the release cable is pulled, the cam and

latch rotate. The cam rotates to retract the spring-loaded latch on the mounting hook. When the spring-loaded latch

is retracted, the cam slips off the roller and the pull of the release cable causes the hook to rotate so that the ATO unit

is pushed aft, to free it from the mounting channel. The ATO unit then falls away from the mounting hook and

channel. When the ATO unit is pushed aft, the latch rotates to release the mounting channel, which is pulled to the

flush position by springs.

14.2.2 Assisted Takeoff System Storage and Operating Temperature

ATO storage and operating limits for units usable with this system, are as follows:

UNIT

UPPER LIMIT

LOWER LIMIT

15-KS-1,000 Mk 6, Mod 0 with Mk 165, Mod 0 Igniter

140 _F

-65 _F

14.2.3 Assisted Takeoff System Controls

The flight station controls and the indicator for the ATO system are located on the ATO panel on the flight control

pedestal (see Figure 14-4). The jettison handles for the ATO system are located in the cargo compartment forward

of the paratroop doors (see Figure 14-4).

14.2.3.1 ARMED-SAFE Switch and Ready Light

The ARMED-SAFE switch, located on the ATO control panel (see Figure 14-4), is a two-position toggle switch

designed to prevent accidental operation of the ATO system. When the switch is in the SAFE position, the 28-Vdc

ATO CONTROL circuit is open and the system will not operate. When the switch is in the ARMED position, the

ATO CONTROL circuit is completed to the fire switch. A press-to-test READY light illuminates when the system

is armed and ready to fire. The ARMED-SAFE switch and READY light receive 28-Vdc power from the main dc

bus through the ATO CONTROL circuit breaker on the copilot lower circuit breaker panel.

14.2.3.2 FIRE Switch

The pushbutton FIRE switch, located on the ATO control panel, controls the operation of the ATO ignition circuits.

When the ARMED-SAFE switch is in the ARMED position and the FIRE switch is depressed, 28-Vdc power from

theATOCONTROLcircuitbreakerenergizestheignitionrelay.Actuationoftheignitionrelayapplies28-Vdcpower

from the main dc bus, through the ATO IGNITION circuit breaker on the copilot lower circuit breaker panel, to the

ATO igniters.

14.2.3.3 ATO Jettison Handles

Four manually actuated ATO release handles (see Figure 14-4) are located in the cargo compartment on the fuselage

structure forward of each paratroop door.

Each set of handles is reached through a zippered flap in the insulation. Pulling a handle mechanically releases the

ATO bottle.

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14.2.3.4 Ignition Control

The ignition control circuit is arranged so that all the ATO units are ignited at the same time. An ignition relay in

the main dc distribution box closes the parallel circuits to apply voltage from the main dc bus through an ATO

IGNITION circuit breaker to the igniters. The control circuit for the relay includes limit switches actuated by the two

air deflectors, an arming switch, and a fire switch connected in series with the relay coil. If the air deflectors are closed,

the two limit switches are closed. The control circuit is then closed from the main bus through the ATO IGNITION

circuit breaker, an ATO control circuit breaker, and the two air-deflector limit switches to the arming switch.

Operation of the guarded arming switch then closes the circuit to the fire switch and completes a circuit to energize

a ready light next to the switch. If the FIRE switch is then pushed, the circuit is completed to energize the ignition

relay coil. The ignition relay cannot be energized unless both air deflectors are closed and both the arming and firing

switches are operated. The READY light indicates that the deflectors are closed when the arming switch is actuated.

Thewiringoftheignitioncircuitontheaircraftterminatesatquickdisconnectfittingsontheairdeflectors.Onefitting

is placed in a recess next to each of the ATO unit supports. Each fitting is a ball-type receptacle. The plugs on the

igniter leads with the ATO units fit the ball receptacles. The circuit through each igniter squib is completed to ground

through the igniter case. The air-deflector limit switch for each deflector is mounted in the deflector recess and is

actuated by the deflector as it closes. The effect of temperature on the ignition interval is shown in Figure 14-5.

14.2.4 Effect of Temperature on Assisted Takeoff Performance

Variations in ATO performance because of differences in temperatures are shown in Figure 14-5.

14.2.5 Inspection of Assisted Takeoff Units

Before installation, the ATO units and igniters must be inspected for serviceability.

14.2.5.1 ATO Unit Inspection

If any of the following defects or conditions are noted upon inspection of the entire external surface of the ATO unit,

that unit must not be used:

1. Damaged or cracked welds on the attachment fittings.

2. Damaged or loose attachment and/or fitting pins.

3. Excessive rust or corrosion of the attachment fittings and pins .

4. Obstruction of the nozzle orifice (other than normal plastic closure).

5. Damage resulting from blows or dropping.

Visual inspection of the interior walls of the chamber and nozzle is not possible. The following observations can be

made, and an ATO unit with any of the following defects must not be used:

1. Extensive rust on interior surfaces.

2. Rust particles or other foreign materials, except slight paint scales, on the surface of the propellant.

3. Moisture on the surface of the propellant.

4. Cracks in the surface of the propellant or broken pieces of propellant.

14.2.5.2 Igniter Inspection

Upon removal of igniter assemblies from the packing, they must be inspected. An igniter with one of the following

defects must not be used:

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1. Signs of moisture within the polystyrene case container that houses the black powder element.

2. Damaged threads that would prevent proper assembly to the ATO unit.

3. Corrosion on the contact electrode where the igniter cable attaches.

4. Broken or cracked polystyrene case container.

Note

If the polystyrene case is broken during igniter installation and powder has

been spilled into the ATO unit chamber, both the igniter and the unit must

be rejected and not used.

5. The seating on the chamber boss is not firm when assembled in the ATO unit.

14.2.6 Assisted Takeoff System Installation and Removal

14.2.6.1 Installation of ATO Units on the Aircraft

1. Make an operational test of the aircraft ATO provisions.

2. Make sure that the hook openings of each channel and hook fitting, and each ball receptacle, are bright and

clean. Clean with light sanding, if necessary, to ensure good electrical contact.

3. Inspect each ATO unit. Do not use a unit with any of the following defects:

a. Damaged or cracked welds on attachment fittings.

b. Damaged or loose attachment pins.

c. Dented or distorted case.

d. Moisture,dust,ordirtwithinthecase.(Inspectthecasethroughtheigniteropeningafterremovingtheplug.)

4. Pull out the aft mounting channels on each air deflector until the channels latch.

5. Make sure that the attachment pins on the ATO units are bright and clean.

6. Lift each ATO unit into position so that the attachment pins engage the forward and aft hooks of the mount.

Make sure that the forward attachment pin is locked in the hook by the latch.

Do not activate the air-deflector doors after the ATO units have been

installed. Binding releasecables can causetheforward hook latch to retract

and the latch to disengage, thereby jettisoning the ATO units.

7. After all ATO units are mounted, inspect the igniters. Reject an igniter with any of the following defects:

a. Cracked powder case.

b. Evidence of moisture in powder case.

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c. Corroded electrical contactor.

d. Incorrect type.

8. Immediately after inspection of an igniter, install it in an ATO unit. Remove the plug from the forward end

of the unit and thread the igniter into the opening. Make sure that the igniter seats against the boss after

tightening.

After the igniters are installed, stay clear of the area aft of the ATO bottles.

Do not connect ignition leads until ready to start engines. When ignited, the

units eject high-temperature exhaust gases. Do not approach a unit for at

least 10 minutes after a misfire because the unit remains hot for that length

of time.

9. Make sure that the ATO arming switch is in the SAFE position then connect the igniter electrical leads.

Remove the plastic cover from each igniter, disconnect the lead from the shorting terminal, and connect it to

the ball receptacle on the door next to the ATO unit.

14.2.6.2 Postflight Removal of ATO Units

Do not attempt to remove an ATO unit within 30 minutes after it has been fired. Remove each unit by operating the

release mechanism while supporting the unit. Wash off any deposits of powder left on the aircraft skin by gases from

the units.

14.2.7 Assisted Takeoff

When the variables influencing takeoff lengths, acceleration, and obstacle clearance indicate a marginal takeoff, the

use of ATO is required. When considering the use of ATO, first consider the objective for a particular takeoff

condition. The objectives, acceleration to nosegear lift-off speed, acceleration to takeoff speed, or minimum roll to

clear obstacles will dictate when to actuate the ATO fire switch. The 12- to 15-second duration of the ATO units will

accomplish the objective when fired at a pre-selected airspeed in consideration of the objective. The ATO cut-in speed

charts in the performance data sections will furnish the necessary information to determine the point at which the ATO

units should be fired; they are predicated on the basis of burnout at 50-foot altitude. The units will be fired by the

copilot at the command of the pilot.

Failure of the ATO units to fire on one side will produce momentary yaw, which is easily controlled with proper

application of rudder. The acceleration effect when ATO is fired does not produce extreme abnormal stresses on either

flightcrew or cargo.

If it is possible, jettison the ATO bottles prior to landing to prevent additional stress on the attaching fittings. Open

the air deflectors to prevent the bottles from striking the fuselage. The ATO bottles should be jettisoned at the

command of the pilot.

CAUTION

When jettisoning the ATO bottles, pull handles in 1-2-3-4 order to prevent

upper ATO units from dropping into lower units and jamming the release

system. Do not jettison ATO units while they are producing thrust.

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14.3

AERIAL DELIVERY SYSTEM

Provisions for aerial delivery of equipment are made by an in-flight ramp operating system, a pendulum release

system, and miscellaneous aerial delivery system accessories that are carried as loose equipment. The in-flight ramp

operating system and the pendulum release system provide control of the ramp system and ejection of the extraction

parachute. The miscellaneous accessories of the ADS are stowed in an ADS flyaway stowage box. For detailed

information on the installation of miscellaneous equipment, refer to NAVAIR 01-75GAA-9.

14.3.1 Crew Requirements

The minimum crew for aerial delivery operations should be an airdrop qualified TAC, copilot, flight engineer, and

two loadmasters.

14.3.2 Pendulum Release System

The pendulum type extraction parachute ejector is mounted overhead at the aft end of the ramp. The extraction

parachute may be attached to one or both of the bomb rack tangs, depending on the size of extraction parachute used.

The bomb rack tangs are cocked by pulling down on the tee handle attached to the cocking cable. Pressing the chute

release switch or pulling the emergency chute release handle allows the parachute to swing down, aft, and out of the

aircraft. The windblast strips off the bag pack, allowing the extraction parachute to deploy and extract the cargo from

the aircraft over the aft end of the ramp.

14.3.3 Static Line Anchor Cables

Two static line anchor cables are stowed on reels mounted on the left and right side of the aft fuselage over the aft

cargo door. These are used for anchoring the static lines of parachutes during airdrops. The cables are installed by

attaching one end to the hooks on the aft anchor arms and the other end to hooks on the cargo compartment forward

bulkhead.

14.3.4 Static Line Retrievers

Two motor-operated static line retrievers are mounted on the cargo compartment forward bulkhead to facilitate the

recovery of parachute static lines after an airdrop. The retrievers operate from 28-Vdc power through the STATIC

LINE RETRIEVER circuit breakers on the copilot lower circuit breaker panel and the STATIC LINE RETRIEVER

MOTOR fuses on the right-hand distribution panel.

14.3.5 Aerial Delivery System Controls

Controls for operating the ramp system are on the ADS control panel on the flight control pedestal. Controls for the

aft anchor arms and static line retrievers are in the cargo compartment.

14.3.5.1 Ramp and Door Control Switch

Therampanddoorcontrolswitchisathree-position(CLOSE,OFF,OPEN)toggleswitchlocatedontheADScontrol

panel (see Figure 2-62) that controls operation of the ramp system during flight. When the switch is in the OPEN

position, electrical power through the RAMP and ADS CONTROL circuit breaker on the aft fuselage junction box

is supplied through atouchdown relay to energizethecargo doorand ramp system. Thecargo door rises and theramp

lowers to the aerial delivery position. When the switch is placed in the CLOSE position, power is applied to the aft

cargo door and ramp system, and the cargo door and ramp move to the closed position.

Install the ADS ramp supports prior to operation of the ramp in flight to

permit the ramp to extend only to a horizontal position.

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14.3.5.2 Chute Release Switch

The chute release switch is located on the ADS control panel (see Figure 2-61) on the flight control pedestal. It is

a press-to-actuate-type switch that controls the ease of the extraction parachute on the extraction parachute ejector.

When the switch is pressed, electrical power through the RAMP and ADS CONTROL circuit breaker on the aft

fuselage junction box and a touchdown relay energizes a solenoid-operated latch on the ejector, allowing the

parachute to swing down, aft, and out of the aircraft.

14.3.5.3 Extraction Parachute Manual Release Handle

An emergency manual release handle is connected to the release mechanism on the extraction parachute ejector

through an overhead cable and pulleys. The handle is located below the aft side of the aft flight station bulkhead,

inboard of the flight station ladder. Pulling this handle releases the extraction parachute and allows it to swing out

of the aircraft over the aft edge of the ramp.

CAUTION

The manual release handle should be used to eject the extraction parachute

only in case of failure of the chute release switch.

14.3.5.4 RAMP AND DOOR OPEN Light

A RAMP AND DOOR OPEN light is located on the ADS control panel (see Figure 2-62) on the flight control

pedestal. This is a green press-to-test-type light that goes on when the cargo door is fully open and the ramp is lowered

to the airdrop position. This light is energized through the RAMP and ADS CONTROL circuit breaker on the aft

fuselage junction box.

14.3.5.5 Aft Anchor Line Arm Controls

Controls for the aft anchor line arms are on the cargo compartment forward bulkhead (see Figure 14-6). Thecontrols

consist of two three-position (UP, OFF, DOWN) switches, one for each anchor arm. When the switches are placed

in the DOWN position, electrical power is supplied to two actuators that lower the arms into position for airdrops.

The UP position raises the arms to the stowed position, and the OFF position removes power from the actuators.

Power for operation of the anchor arm actuators is supplied from the main dc bus through the AFT ANCHOR LINE

ARM circuit breakers on the copilot lower circuit breaker panel.

CAUTION

Do not lower the anchor arms while the cargo door is being raised or

lowered. Severe structural damage could result.

14.3.5.6 Static Line Retriever Control Switches

Controls for the static line retrievers are in the cargo compartment (see Figure 14-7). Two control panels, one for each

retriever, are mounted on the cargo compartment forward bulkhead; a pistol-grip control handle for each retriever

is hung aft ofeach paratroop door. Each control panel on thecargo compartment forward bulkhead has two switches:

one with UNWIND and OFF positions and one with REWIND and OFF positions. The UNWIND switch is spring

loaded to the center neutral position and the REWIND switch is spring loaded to the OFF position. When the

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UNWIND switch is placed in the UNWIND position, power is supplied through a holding circuit to the retriever to

unwind the retriever cable. Momentary contact of the switch in the UNWIND position is all that is necessary to start

theretriever.Theretrieverwillcontinuetooperateuntiltheretrievercableis completelyunwound; thenalimitswitch

on the retriever is actuated to open the circuit. The retriever can be stopped at any intermediate position by

momentarilyholdingtheUNWINDswitchintheOFFpositionorbyactuatingthetriggerswitchonthecontrolhandle

at the paratroop door. To rewind the retriever cable, the REWIND switch must be held in the REWIND position. A

limit switch will stop theretriever when the cableis rewound. Each ofthe pistol-grip control handles at theparatroop

doorshasatrigger-typeswitchandathumb-operatedthree-position(OUT,OFF,IN)switch spring-loadedto theOFF

position. When the trigger switch is actuated, the circuit to the thumb-operated switch is completed and the controls

at the cargo compartment forward bulkhead are overridden. When the thumb-operated switch is placed in the OUT

position, the cable will unwind. The IN position rewinds the cable, and the OFF position stops either operation in

any intermediate position.

14.3.6 Operation of Aerial Delivery System

For operation of the ADS during an airdrop mission, refer to NAVAIR 01-75GAA-9.

14.4

EXPEDITIOUS OFFLOAD

Expeditious offload provides a means of offloading ramp, single and multiple pallets without the use of handling

equipment. Unit commanders may authorize expeditious offloads when conditions warrant. Expeditious offload

procedures should only be utilized as a last resort when no other means to off-load is available. Permission from the

user or lift requestor should be obtained if possible.

Note

Offloading married pallets (T2, T3, etc.) is prohibited.

14.4.1 Expeditious Offload Procedures

Cargo pallets can be offloaded without damage to the aircraft with the cargo ramp positioned 12 inches above the

ground. The maximum weight for a pallet to be expeditious offloaded across the ramp is 10,000 pounds. Pallets may

be offloaded in a train like fashion or one-by-one as the situation dictates. A taxiway or ramp at least 500 feet long

is required; however, 1,000 feet is desired to provide a margin of safety. When pallets are offloaded one at a time,

usealongertaxiwaybasedonthenumbertobeoffloaded.Fragileitemsthatmightbedamagedby expeditiousoffload

shall not beoffloaded without userconcurrence. Whenoffloading multiplepallets, itis recommendedthat eachpallet

be tied together to prevent them from falling over (tomb stoning) as they roll out the aircraft. The paratroop doors

shall not be used for expeditious offloading.

All crewmembers participating in the offload will refer to the following checklist. Prior to commencing expeditious

offload operations, the TAC will brief each crewmember. The loadmaster will maintain constant ICS contact with

the TAC and is the only crewmember authorized to operate the dual rail locks during combat offload operations.

Passengers should be offloaded to a safe area prior to commencing expeditious offload procedures.

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D Manyexplosiveitems havespecific“drop”criteriathat,ifexceeded,render

the item useless or dangerous to the user. With the exception of small arm

ammunition (hazard class or division 1.4), explosives and munitions shall

not be expeditious offloaded without approval of the Wing Commander.

D During the entire offload operation, no one is permitted behind or beside

the load unless the loadmaster checks that all rail locks are locked and

engaged in the pallet detents or secures each pallet to aircraft tiedown rings

to ensure positive aft restraint.

CAUTION

When offloading on excessively rough surfaces, damage to the aircraft

ramp may occur. Reducing forward taxi speed on these surfaces will reduce

aircraft oscillation. The TAC must determine if the offload area will permit

the offload operation to be conducted without damage to the aircraft or

equipment.

14.4.2 Expeditious Offload Checklist

1. Crew Brief — Complete (P).

2. Interphone/Hot Mike — Checked (All).

3. Ramp and Door — Clear to Open (P/FE).

4. Aircraft — Positioned and stopped (P).

5. Ramp and Door — Open (LM).

6. Safety Observer — Set (LM).

A safety observer will take position at the bottom of the flight deck steps

and transmit verbal warnings to any personnel over ICS.

7. Offload Preparation Checks — Complete (LM).

CAUTION

A safety chain shall be secured across the cargo compartment attached to

thedual railforward ofthepalletsorplatforms.This willprevent thepallets

or platforms from rolling forward in case of a dual rail failure.

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8. Taxi Clearance — Cleared to taxi (CP).

Note

Notify the airport tower and request taxi clearance prior to offload.

9. Brakes — Set (P).

To unload ramp pallets:

Note

If no ramp pallet is aboard, proceed to step 18.

10. Right-hand ramp lock and flanges — Released/Retracted, handle stowed, stowage pin installed (LM).

CAUTION

Always maintain forward restraint with the right-hand locks.

11. Power — Set (P/CP, FE).

Note

Advance power to approximately 5,000 inch/lbs. of torque. This setting

will vary depending upon surface condition, slope, wind, aircraft weight,

and cargo weight.

12.

“READY TO TAXI” (LM).

Note

The loadmaster will indicate ready for offload by stating “Ready to Taxi.”

Upon hearing the loadmaster state “Ready to Taxi,” the pilot will release

the brakes.

13. Brakes — Released (P).

CAUTION

Taxi the aircraft in a straight line. Any attempt to turn the aircraft during

offload may damage the aircraft.

14. Left-hand ramp lock and flanges — Released/Retracted (LM).

Note

Release left-hand ramp lock and flanges when the pilot releases brakes and

the aircraft starts to accelerate

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15.

“LOAD CLEAR” (LM).

Do not stop aircraft until loadmaster reports “LOAD CLEAR.”

16. Brakes — Set (P).

17. Left-hand ramp lock handle — Stowed/Pin Installed (LM).

To unload remaining pallets:

Do not proceed to step 18 before ensuring the area behind and beside cargo

is clear of personnel and obstructions.

Note

If only the ramp pallet is to be offloaded, proceed to step 28.

18. Loadmaster positioned at FS245.

19. Right-hand Master Control Handle — EMERGENCY POSITION (LM).

CAUTION

Always maintain forward restraint with the right-hand locks.

20. Power — Set (P/CP, FE).

Note

Advance power to approximately 5,000 inch/lbs. of torque. This setting

will vary depending upon surface condition, slope, wind, aircraft weight,

and cargo weight.

21.

“READY TO TAXI” (LM).

Note

The loadmaster will indicate ready for offload by stating “Ready to Taxi.”

Upon hearing the loadmaster state “Ready to Taxi”, the pilot will release

the brakes.

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22. Brakes — Released (P).

CAUTION

Taxi the aircraft in a straight line. Any attempt to turn the aircraft during

offload may damage the aircraft.

23. Left-hand locks — Released (as required).

Note

Release left-hand locks when the pilot releases brakes and the aircraft starts

to accelerate. If all pallets on the cargo floor are to be offloaded, place

left-hand simul control handle in the aft restraint release position. For less

than a complete offload, use sequential lock/unlock control handle and

unlock only those locks for pallets to be off-loaded. Pallets not intended to

beoffloaded shall berestrainedfor1gaft restraintfrom availablefloor/wall

tiedowns.

24.

“LOAD CLEAR” (LM).

Do not stop aircraft until loadmaster reports “LOAD CLEAR.”

25. Brakes — Set (P).

Note

Repeat steps 20 through 25 for remaining pallets.

After last pallet is offloaded:

26. Right-hand master control handle — CHECK, then NORMAL position (LM).

Before proceeding aft of any remaining pallets, visually inspect each

left-hand dual rail lock to ensure positive aft restraint.

27. Left-hand dual rail locks — Extended/checked (LM).

28. Interphone/Hot Mike — OFF (P, CP, FE).

29. Ramp and door — Closed and Locked (LM).

14.5

DANGEROUS OR HAZARDOUS CARGO

Transportation of passengers with hazardous cargo aboard is normally prohibited. Exceptions to this policy will be

found in the current edition of NAVSUPPUB 505, Packaging and Handling of Dangerous Materials for

Transportation by Military Aircraft.

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14.6

HOSPITAL AIR EVACUATION

The following safety requirements and procedures are considered essential to air evacuation aircraft carrying litter

patients. These precautions or procedures shall be followed, where applicable, prior to each landing, takeoff,

refueling, loading, and unloading operation. Aircraft commanders shall make appropriate requests in order that these

procedures will be followed as far as practicable.

1. Notify the control tower to alert the crash rescue unit to stand by on landing.

2. Crash equipment will follow the taxiing aircraft until it is spotted and chocked. The crash unit will remain as

long as litter patients are being off-loaded or loaded.

3. When litterpatients areaboard during refueling, onememberofthefirefighting unit shall stand by in thecabin

with a fire extinguisher.

4. Prior to refueling the aircraft, the refueling crew shall ascertain that all grounding devices are properly

connected and that the necessary ramps are in position for the exit of patients should the need arise. One

medical attendant shall remain in the aircraft with the patients.

5. The gas truck shall be parked in a position downwind from the aircraft being refueled.

6. A tractor with a towbar attached to the aircraft shall be ready to move the aircraft in the event of a fire in the

refueling unit.

7. Prior to takeoff, the crash rescue unit shall follow the aircraft to the warmup position and remain in position

until the aircraft is airborne.

8. Fire and crash protection shall be requested if the aircraft is experiencing even minor difficulty.

14.7

SINGLE-POINT REFUELING WITH AUXILIARY POWER UNIT OR ENGINE RUNNING

The aircraft may be refueled with the APU or an engine running to furnish electrical power only when all of the

following conditions exist:

1. A satisfactory external power source is not available. The aircraft battery charge is too low to permit refueling

with battery power.

2. The mission requirements of local conditions do not allow sufficient ground timeto chargethe aircraft battery

and then refuel with battery power.

3. Local existing regulations permit this method of refueling.

When refueling with the APU or an engine running, use single-point

refueling only. Gravity refueling through the wing filler ports is prohibited

because of the increased possibility of fuel spillage and the release of fuel

vapor in proximity to the APU or the engine exhaust stream and hot section.

14.7.1 Preparation for Refueling

Perform the following steps prior to refueling the wing tanks or fuselage tanks:

1. If the APU is to be used, start the APU prior to shutting down all engines. Check APU generator voltage and

frequency for indication within limits. Check for normal power on the ac instrument and engine fuel control

bus and on the main dc bus. Monitor APU operation throughout refueling.

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2. If an engine is to be used, shut down all engines except No. 2. This engine is preferable to No. 1 because of

the wing tank vent outlet near the No. 1 engine exhaust area. Operate No. 2 engine in normal ground idle

throughout refueling and monitor engine instruments for operation within the limits shown in Chapter 4.

Check voltage and frequency of the operating engine generator for indication within limits. Check for normal

power on the ac instrument and engine fuel control bus and on the main bus.

Restrict movement of personnel and equipment along the left side of the

aircraft. Close all doors on the left side if this does not seriously hinder other

essential operations.

3. Ensure that adequate fire protection equipment is available in the refueling area.

4. Do not operate the aircraft air-conditioning system during refueling.

5. Make sure that all electrical and electronic equipment not required for refueling is turned off at all crew stations.

6. Locate the refueling unit on the right side of the aircraft. Connect static ground wires from a common ground

point to the aircraft nose static fitting on the right side of the fuselage aft of the radome, to the refueling panel

static ground fitting, and to the refueling unit.

7. Connect the refueling nozzle ground wire to the refueling panel ground wire. Uncap the refueling receptacles

and connect a refueling nozzle to one or both receptacles.

14.7.2 Refueling Wing Tanks

Refuel wing tanks as follows:

1. Place the MASTER switch in the REFUEL & GRD TRANS position; place the tank selector switches, for the

tanks to be refueled, in the OPEN position and open the offload valve.

Maintain a fuel balance in accordance with Chapter 3.

2. Establish fuel flow.

3. Within thefirst minute, placetheMASTER switch in thePRE-CHK PRIM position and observethe fuel truck

flow meter and the quantity gauges. Flow should stop within 15 seconds.

4. Return the MASTER switch to the REFUEL & GRD TRANS position and observe that flow resumes; then

place the switch in the PRE-CHECK SEC position. Flow should stop within 15 seconds.

If flow into any tank did not stop in at least one of the PRE-CHK positions,

do not rely on automatic shutoff at full capacity. Proceed with caution and

stop the refueling unit pump in ample time to avoid overflow or wing

structural damage. Fuel spillage would create a serious hazard with an

engine or the APU running.

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5. Return the MASTER switch to the REFUEL & GRD TRANS position.

6. After refueling is complete, place all tank selector switches in the CLOSE position, the OFF LOAD VALVE

switch in the CLOSE position, and the MASTER switch in the OFF position.

Note

When less than full capacity is planned, and flow into a tank does not stop

when the selector switch is placed in the CLOSE position, shut down the

refueling unit pump if the planned total fuel load is not aboard. If further

total fuel is required, continue refueling but shut down the pump before

reaching full capacity of the affected tank, then transfer fuel as necessary

after at least two engines have been started.

7. Perform the securing after refueling steps in paragraph 14.7.3.

14.7.3 Securing After Refueling

Perform the following steps after refueling the wing tanks or fuselage tank.

1. Shut down the refueling unit pump, disconnect the nozzles from the receptacles, and then disconnect the nozzle

ground wire.

2. Cap the refueling receptacles.

3. Place the MASTER switch in the DRAIN position for 5 minutes, then turn it to the OFF position.

Note

The manual drain valve must be opened while operating the drain pump.

4. Disconnect the ground wire from the panel static ground fitting.

5. Close and lock the refueling panel door.

6. Drain the refueling receptacles through the manual drain valve. Close and secure the drain valve door.

7. Remove ground wires and refueling equipment before starting the engines from the operating engine or APU.

14.8

SINGLE-POINT DEFUELING WITH APU OR ENGINE RUNNING

The safety precautions, location of defueling unit, and static grounding of the aircraft are the same for defueling with

an engine running as for refueling with the APU or an engine running.

With the defueling unit positioned and the aircraft and the defueling unit static grounded as directed in paragraph 14.7,

proceed as follows:

1. Operate APU and ac bus tie only. Throughout defueling, monitor APU instruments for operation within the

limits shown in Chapter 4. Check voltage and frequency of the APU generator for indication within limits.

Check for normal power on the essential and main ac and dc buses and on the ac instrument and engine fuel

control bus.

2. Operate No. 1 engine only in normal ground idle. Throughout defueling, monitor engine instruments for

operation within thelimits shown in Chapter4. Check voltageand frequencyoftheoperating enginegenerator

for indication within limits. Check for normal power on the essential and main ac and dc buses and on the ac

instrument and engine fuel control bus.

3. Determine the total weight of fuel to be offloaded, and divide this weight between all tanks that are to be

defueled. From this and the present gauge readings for these tanks, calculate the final desired fuel load in each

affected tank. This fuel loading must be compatible with normal fuel loading between tanks for flight

operation.

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C-130T. FLIGHT MANUAL (2006) - page 13