section iii avionics - C

4 E- 10 1
SE C TION III
AVIONICS
3 -0
4E-1 0 1
SEC TION
IiI
A V IONICS
TABLEOF CONTE NTS
C ha p ter 1
Instrument P a n e ls
Chapter 2
Instrument Systems
C ha p ter 3
V ertical S cale E n g in e I n s t ru me n t s (V S E I )
C ha p ter 4
Interphone and P u b lic A d d re s s S y s t e m
C ha p ter 5
E mergencyLoc a t io n / Re c o rd in gDe v ' ic e s
Ch a p ter 6
P itot-S tatic
Ch a p ter 7
Central A i r Da t a Co mp u t e rs
Ch a p ter B
V ertical S cale F lig h t I n s t ru me n t s (V S F I )
C ha p ter 9
A utopilot
C ha p ter 10
Y aw DamperS ys t e m
C ha p ter 11
Flight Directo r S y s t e m
Ch a p ter 12
S tal 1 P revent io n S y s t e ms
Ch a p ter 13
Fuel S avings A d v is o ry S y s t e m(F S A S )
S y s t e ms
Chapter 1
INSTRUMENT
PANELS
I ntroducti on
To correctly determine how well an aircraft
s y s t e m is o p e ra t in g , y o u mu s t b e
able to interpret
instrument presentations.
I f a ma lf u n c t io n is in d ic a te d , y o u
must determine if the information presented is a n a c t u a l c o n d it io n o f t he a i r craft or incorrect instrument information.
An e r r o neous instrument readi n g c o u ld c a u s e y o u t o ma k ea f a u lt y d e c is ion o n
th e b e st way to cope with a p ro b le m b u t , o n o c c a s io n s , t ru e in s t ru me n t r e a d i n g s
cou ld b e contrary to your natu ra l in s t in c t s .
Y o u a re t h e d e t e rmin in g f ac t o r .
Abn o r m al instrument indications ma y b e c a u s e d b y a d e f e c t iv e in s t ru me n t o r a i r cr aft system. Y ou can frequen t ly re c o g n iz e a n a b n o rma l in s t ru me n t in d ica t i o n
by "cr o ss reference" with othe lin s t ru me n t s .
Wh e n e v e rp o s s ' ib 1 e ,y o u s h ou l d n o t
ba se a conclusion on any one in s t ru me n t . I n s t e a d , y o u s h o u ld c ro s s c h e ck o t h e r
r ela ted instruments before an y d e c is io n a b o u t s y s t e m c o n d it io n s is ma d e. E a c h
i nstr um ent displays only part o f a mu c h la rg e r p ic t u re .
3 -1
4E-1 0 1
Instrument Panel s
The fl i gh t deck has three major p a n e ls -- t h e ma in in s t ru me n t p a n e 1 , t h e e ng i n e e r 's i nstrument panel and the n a v ig a t o r' s in s t ru me n t p a n e 1 .
In ad d iti on, someinstrument tes t ' in g a n d a d ju s t in g c o n t ro ls a re lo c a t e d o n t h e
pilo t's and copilot's side conso le s .
The m ain instrument panel is div id e d in t o t h re e s e c t io n s . T h e le f t a n d righ t
si de s ea ch contajn a full set of f lig h t in s t ru me n t s . T h e c e n t e r s e c t ' io n , c o n ta in in g engine and posit'ion inst ru me n t s , is u s e d b y b o t h p ilo t s .
The en g in eer's instrument panel h a s a n u p p e r a n d lo we r s e c t io n . T h e u p p e r s e c tio n h a s 12 subpanels for instru me n t s a n d c o n t ro ls . T h e lo we r s e c t io n h a s a n
en g in e in strument subpanel and a f u e l s y s t e m s u b p a n e ' 1 .
The na vig ator's instrument panel h a s s e v e ra l s u b p a n e ls . Mo s t o f t h e s e s u b pa n e ls ar e devoted to various na v ig a t io n a l a jd s . Ho we v e r,t h re e in s t ru me n t s
cove r e d in this section are mou n t e dh e re . T h e s e a re a n a lt ime t e r. t h e t ru e
air sp e e d indicator and a clock.
Pa n e l an d Instrument Lighting
Al l in str ument and panel lighting is c o n t ro lle d b y t o g g le s wit c h e s a n d ro t ar y
sw i tch e s mountedon the overhea dp a n e ls . T h e in s t ru me n t s a re in t e g ra lly ligh t e d ,
usin g AC power provided by lighti n g s t e p d o wnt ra n s f o rme rs lo c a t e d b e h in d e a c h
r otar y sw itch. The lighting tran s f o rme rs a re p o we re db y t h e E s s e n t ia l A C B u s e s .
Instrument Types
All instruments are front
i s used.
mounted.
Either
a clamp-type or a bezel-type
mounting
The C - 14 1 has two types of instru me n t s . Mo s t a re t h e c o n v e n t io n a l d ia l-t y pe
i nd 'ica tor s. However,the C-141 a ls o h a s v e rt ' ic a l s c a le t a p e in d ic a t o rs (V S I ) .
0 n th e se indicators, a tape, mo v in g v e rt ic a lly p a s t a n in d e x , s h o wst h e d e s i r e d
i nd i cati on.
In str um e n t Markings
0 n som ein struments, limit and ra n g e ma rk in g s a re p ro v id e d . T h e c o n v e n t ion a l
colo r s ar e used -- red for limits , g re e n f o r n o rma l o p e ra t io n a n d y e l' lo w f o r
cau ti on . 0n instruments with ran g e ma rk in g s , a wh it e in d e x ma rk e r, p a rt ly o n
th e cove r glass and partly on th e in s t ru me n t c a s e , in d ic a t e s if t h e c o v e r g l a s s
ha s s1ip p ed.
3- 2
4 E- 10 1
Ch a p t e r 2
INSTRUMENT
SYSTEMS
1 1 5 - Volt A C Instruments
APUEGTIndicator
The APUexhaust gas temperature (E G T ) in d ic a t o r is lo c a t e d o n t h e e n g in ee r ' s
pa n e 1 . The thermocouple-types e n s o r is lo c a t e d in t h e A P Ue x h a u s t . P o w e r f o r
th is in dicator comesfrom E ss e n t ia l A C B u s No . 2 . A p o we r-o f f f la g in t he c e n te r o f the instrument is vjsib le a n y t ime p o we r js n o t p re s e n t a t t h e in di c a t o r .
0 xyg e n Quantity Indicators
A 25 -l i ter liquid oxygen quan t it y in d ic a t o ris
lo c a t e d o n t h e c o p ilo t ' s s ' i d e
con so le . This is a capacitan c e -t y p e in d ic a t o r in wh ic h t h e in d ic a t io n is n o t
affe cted by changesin density d u e t o t e mp e ra t u re v a ria t io n s . T h is in d ic a t o r
r e ce ive s 115-volt A C power from t h e E s s e n t ia l A C B u s No . 2 .
Two 75 - l'iter liquid oxygen qu a n t it y in d ic a t o rs f o rm p a rt o f t h e t ro o p o x y g e n
system . They are located on t h e t ro o p o x y g e n p a n e . l a t s t a t io n 6 8 8 . T h e s e t w o
in d ica tors are also of the cap a c . it a n c et y p e . P o we rf o r t h e s e in d ic a t o rs i s
ob tain e d from two separate bu s e s . I n d ic a t o r No . 1 is s u p p lie d b y E s s e nt i a l A C
Bu s N o. 1, and Indicator No. 2 is s u p p lie d b y E s s e n t ia l A C B u s No . 2 .
Al l th r e e fiqu'id oxygen quant it y in d ic a t o rs h a v e a p u s h -t o -t e s t b u t t o n lo c a t e d
alo n g side the indicator.
Depre s s in gt h e t e s t b u t t o n c a u s e s t h e in d ' ic a t or t o
m o vecounterclockwise, as an op e ra t io n a l c h e c k . I f t h e in d ic a t o r is d riv e n f a r
en o u g htowards empty (2.5 liters c re w s y s t e m - 7 . 5 l' it e rs t ro o p s y s t e m), t h e
L O WOXYGEQUA
N
h/A RNING
LI G HTwill illu min a t e .
NTITY
Fuel Quantity
System
'the
fuel quantity system provides both individual tank readings and total fuel
quant'ity.
There are ten tank indicators and one total fuel indicator.
All
'indicators are located on the engineer's fuel managementpanei.
The fuel quantity indicators use capacitor-type
fuel quantity in pounds rather than in gallons.
Each tank system contains the tank units,
tank units
and therefore
measure
a densfty compensator and an indicator.
The system is essentially a br id g e c irc u jt wh ic h is u n b a la n c e db y t h e a dd i t i o n
or sub traction of fuel in the t a n k s . S ig n a ls c re a t e d b y t h is u n b a la n c ear e
am p lifi ed within the indicator t o p o we r t h e in d ic a t o r mo t o r. A s t h e in d i c a t i n g
p o in ter reaches the proper fue l q u a n t it y re a d in g , t h e b rid g e is a g a in b al a n c e d
a n d m o tion stops until the nex t f u e l le v e l c h a n g e .
3 -3
4E- 101
The to tal fuel quantity indicato r is c o n n e c t e dt o a p o t e n t io me t e r in e a c h o f
th e ta n k indicators. Wheneve rt h e t a n k in d ic a t o r mo t o r re s p o n d s t o a c h a n g e i n
fu e l le ve l, it also changesthe p o t e n t io me t e r v a lu e , wh ic h in t u rn re s u lt s i n a
cha n g e i n total fuel quantity.
NOTE
If a tank indicator should b e c o mein o p e ra t iv e , t h e v a lu e o f t h a t
p o tentiometer is still in t h e t o t a liz e r c irc u it a n d is a f f e c t in g
th e total fuel quantity rea d in g .
Po we r r eq uirements for the fuel q u a n t it y in d ic a t in g s y s t e ms a re 1 1 5 -v o ' 1 t ,4 0 0 he r tz, si ngle-phase A C power. T h e ma in t a n k ' in d ic a t o rs a re s u p p lie d A C p o w e r
fr o m th e Essential A C B us No. 1 t h ro u g h f o u r c irc u it b re a k e rs o n t h e e n g ine e r ' s
cir cu it breaker pane1. The tot a liz e r, a u x ilia ry t a n k s No . 1 a n d No . 4 , a n d L H
e xten d e d range indicators are su p p lie d b y t h e Ma in A C B u s No . 1 t h ro u g h c i r c u i t
b r e a ke r s on the engineer's circ u it b re a k e r p a n e 1 .
Th e N o. 2 and No. 3 auxiliary ta n k s a n d t h e RH e x t e n d e d ra n g e in d ic a t o rs a r e
sup p lie d by Main A C B us No. 4 th ro u g h t h re e c irc u it b re a k e rs o n t h e e n g in ee r ' s
cir cu it b reaker pane1.
A p u sh - to-test button is located n e x t t o e a c h f u e l q u a n t it y in d ic a t o r, e x c e p t
the total fuel indicator.
Depre s s in gt h e s wit c h c a u s e s t h e in d ic a t o r t o d r i v e
towa r d s zero. E ach fuel quantit y p u s h -t o -t e s t b u t t o n will a ls o c a u s e t h e f u e l
totalize r to rotate towards zero . Wh e nt h e s wit c h is re le a s e d , t h e f u e l q u a n ti ty i nd icator and the fuel tot a liz e r will re t u rn t o t h e p ro p e r f u e l q u a n t i t y
r ea d in g . This is an operatjona l c h e c k a n d n o t a n a c c u ra c y c h e c k .
2 6 - Volt A C Instruments
Fue l Pr e ssure Indicator
The r e i s one fuel pressure indic a t o r o n t h e e n g in e e r' s f u e l ma n a g e me npta n e 1 .
The tr an smitter for this indicat o r is lo c a t e d in t h e c e n t e r win g d ry b a y a r e a .
Th e fu e l pressure indicator can b e u s e d t o g ro u n d c h e c k t h e o u t p u t o f in d j v i d u a l
fu e l b o o ster pumpsby properly p o s it io n in g t h e f u e l c ro s s f e e d a n d s e p a ra tj o n
va lve s. The fuel pressure indic a t o r is a ls o u s e d t o mo n it o r f u e l p re s s u re d u r i ng g r o u nd and air refueling.
Powe r fo r this indicator is sup p lie d b y 2 6 -v o 1 t A C B u s No . 2 .
0il
Pr e ssure Indicators
The fo u r oil pressure indicators a re lo c a t e d o n t h e e n g in e e r' s e n g in e in s tr u m e n t
pa n e 1 . The pressure transmitte rs a re mo u n t e do n t h e ma in a c c e s s o ry s e c t ion o f
e a ch e n g ine. P owerfor No. 1 a n d No . 4 jn d ic a t o rs is s u p p lie d b y 2 6 -v o 1 t A C B u s
No . 1 , a nd for No. 2 and No. 3 in d ' ic a t o rs b y 2 6 -v o 1 t A C B u s No . 2 .
3 -4
4 E- 10 1
Br a ke Pressure Indicators
in s t ru men t p a n e 1 .
Tw o br a ke pressure indjcators a re lo c a t e d o n t h e p ilo t s ' c e n t e r
On e in d icator showsnormal brak e s y s t e m p re s s u re , a n d t h e o t h e r s h o wse m e r g e n c y
b r a ke sy stem pressure. Opera t io n o f t h e s e in d ic a t o rs is d e p e n d e n to n t h e p o s i ti on of the brake selector sw it c h . T h e p ro p e r in d ic a t o r will s h o w t h e pr e s s u r e
o f th e system selected.
The tr a n smitters for these two ' in d ic a t o rs a re lo c a t e d u n d e r t h e f lo o r n ea r t h e
co n tr ol columns.
The no r mal brake pres'sure indjc a t o r r' s p o we re db y 2 6 -v o lt A C B u s No . 1 , a n d t h e
e m e r g e ncybrake pressure jndic a t o r b y 2 6 -v o 1 t A C B u s No . 2 .
H ydr a u lic P ressure Indicators
The r e ar e three hydraulic pres s u re in d ic a t o rs o n t h e e n g in e e r' s p a n e ' 1 . T h e y
sho w H ydraulic S ystemNo. 1, N o . 2 a n d No . 3 p re s s u re s . T h e t ra n s mit t e rs f o r
the se in dicators are located in t h e ir re s p e c t iv e h y d ra u lic s y s t e m s e rv ' ic e c e n t e r s
Th e No . 1 and No. 3 system indic a t o rs a re p o we re db y 2 6 -v o 1 t A C B u s No . 1 , w h i l e
th e No . 2 system indicator is p o we re db y 2 6 -v o lt A C B u s No . 2 .
Spoi ler
Position
Indicator
The spoiler position indicator is a dual-pointer indicator I ocated on the pi I ots'
center instrument pane1. The "L" and "R" pointers show the CL0SEDand GRDpositions of their respective wing spoilers.
The transmitters are i n the wi ngs and
are driven by the inboard spoiler drive tubes.
In the center of the spoiler posit'ion indicator js a window that shows either an
UNLKDor LOCKEDind'ication.
This portion of the indicator i s operated by the
spoiler actuator limit switches.
Power for
No . 1.
the spoiler
position
jndicator
pointers
comes from the 26-volt AC Bus
DC Bus No. 1.
P ower for the pos'ition win d o wc o me sf ro m the Main 28-volt
M an ifold B leed A 'ir P ressure In d ic a t o r
The manifold bleed pressure indicator is located on the engineer's environmental
pane1. The transmitter for this indicator is located in the wing manifold at a
valve.
tee connection, and it receives pressure from both sides of the isolation
The power for this
Regulated Bleed Air
indicator
comes from the 26-volt
AC Bus No. 2.
Pressure Indicator
The
The regulated bleed air pressure indicator is a dual pointer indicator.
pressure
pointers
respective
the
within
their
air-conditioning
show
"L" and "R"
systems. The indicator is located on the engineer's pane'|. The pressure probes
are located in the primary heat exchanger outlet air ducting.
3 -5
4E- 101
Power for this indicator
AC Bus No. 2 ("R").
28-Volt
is supplied by 26-volt
AC B us N o. 1 1tt1rr) and 26-vo1t
DC Instruments
Engine 0il
Temperature Indicators
The four engine o'i1 temperature jndicators are located on the engineer's engine
instrument pane1. The temperature sensors are located downstream of the oil
filter
in the pressure passage. They sense the temperature of the oi1 going
to the engine bearings.
The DC power for No. 1 and No. 4 indicators is supplied by Main DC Bus No. 1,
while No. 2 and No. 3 indicators are powered by Main DC Bus No. 2.
CSD0il
TemperatureIndicators
The fo u r constant speed drive (C S D)o il t e mp e ra t u re in d ic a t o rs a re lo c a t e d o n
the e n g in eer's pane1. The tempe ra t u re s e n s o rs me a s u ret h e t e mp e ra t u re o f t h e
o i.l a s i t leaves the CS D.
Powe r fo r No. 1 and No. 4 indicat o rs ' is s u p p lie d by Main DC Bus No. 1, and for
No . 2 a n d 3 indicators by Main D C B u s No . 2 .
Th e e n g in e oi1 temperature indic a t o rs a n d t h e CS Doil temperature indicator s
sh a r e the samecircuit breakers o n t h e e n g in e e r' s circuit breaker pane1.
Fu e l Tem peratureIndicator
Th e fue l temperature'indicator is lo c a t e d o n t h e e n g in e e r' s f u e l ma n a g e m e npta n e 1 .
Ne a r the indicator is a switch ma rk e d : O UT B D
a n d I NB D. T h e t e mp e ra t u re s e n s o r s
ar e l oca ted in No. 1 engine feed lin e a n d in No . 2 e n g ln e f e e d lin e .
If OUTBD
is se le cted, the indjcator showst h e t e mp e ra t u re o f t h e f u e l g o in g t o No . 1
en g in e , wh'ile the INB Dposition s h o wsNo . 2 e n g in e f u e l t e mp e ra t u re .
Powe r for the fuel temperature' in d ic a t o r is f u rn is h e d b y Ma in DC B u s No . 1
th r o u g h No. 1 engine CS Dand eng in e o i1 t e mp e ra t u re c irc u it b re a k e r.
Pr i m ar y l - leat E xchangerTempera t u reI n d ic a t o rs
The tw o p rimary heat exchangerte mp e ra t u re in d ic a t o rs a re lo c a t e d o n t h e e n g i n e e r ' s
p a n e l. They show the temperature o f t h e le f t a n d rig h t win g b ' le e d a ir a f t e r i t
h a s p a sse d through the heat exch a n g e rs . T h e t e mp e ra t u re b u lb s a re lo c a t e d i n
the syste ms downstreamfrom the h e a t e x c h a n g e rs .
The le ft- h and indicator is supp lie d p o we r b y t h e I s o la t e d DC B u s , a n d t h e r i g h t
h a n d in d icator by the Main DC B u s No . 2 . I n t h e e v e n t o f p o we r f a ilu re o n e i t h e r
b u s, the applicable emergencypre s s u riz a t io n s wit c h o n t h e e me rg e n c yp o wer c i r p o s it io n . No wp o we r will b e
cuit b r e a ker panel can be placed t o t h e E ME RG
su p p lie d to the indicators by the E me rg e n c yDC B u s .
3 -6
4E- 10 1
Ca r g o Compartment
TemperatureI n d ic a t o r
The ca r go compartmenttempera t u re jn d ic a t o r is mo u n t e do n t h e e n g in e e r' s p a n e l
The temperature sensor is loc a t e d in t h e c a rg o c o mp a rt me n t e mp e ra t u re c o n t r o l
un it in stalled in the aft upp e r d e c k (h a y lo f t ), wh e re in a f a n d ra ws c a rgo c o m pa r tm ent air over it.
Po we r for this indicator come sf ro m Ma ' inDC B u s No . 2 .
Fla p Position Indicator
in s t ru me n t p a n e 1 .
The fla p position indicator is lo c a t e d o n t h e p ilo t s ' c e n t e r
The tr ansmitter is driven by t h e f la p d riv e g e a rb o x . Ca lib ra t io n is f rom U P
( ze r o p ercent) to D0WN(100 p e rc e n t ) wf t h a n in c re me n t a t e a c h 1 0 p e rc e n t .
The w i ng flap indicator is sup p ' lie d 2 8 -v o lt s o f DC p o we r b y t h e Ma in DC B u s N o .
1.
L a n d in g Gear P osition Indicat o rs
The thr ee type C-1 landing ge a r p o s it io n in d ic a t o rs a re lo c a t e d o n t h e pi i o t s '
cen ter instrument pane'l abov e t h e la n d in g g e a r 1 e v e r. A min ia t u re wh e e l a n d
tir e in dicate that the gear is DO WN;
a n UP ma rk e r in d ic a t e s t h a t t h e g e ar i s
UP; w hile a black and ye'l1ows t rip e d f la g in d ic a t e s t h a t t h e g e a r is n o t u p o r
l ocke d . Limit switches actua t e d b y t h e g e a r mo v e me not p e ra t e t h e in d ic a t o r s .
Powe r is furnished by the Iso la t e d DC B u s .
Bog ie Posjtion Indicators
Tw o type C-1 bogie position in d ic a t o rs a re o n t h e p ilo t s ' c e n t e r
in s t ru m e n t
pa n e 1 . The miniature wheel a n d t jre in d ic a t e t h a t t h e a s s o c ia t e d b o g ' ie i s ' i n
p o siti on for landing. A t all o t h e r t ime s , a b la c k a n d y e 1 1 o ws t rip e d f lag i s
visib 'le to warn the pi1ot. L imit s wit c h e s , a c t u a t e d b y b o g ie b e a mmo v e m e n t ,
o p e r a te these i nd'icators.
The Isolated DC B us powers the b o g ie p o s it io n in d ic a t o rs .
Tr i m Position Indicators
The ho r izontal stabilizer trim p o s it io n in d ic a t o r is mo u n t e do n t h e p ilot s '
ce n ter instrument panel. It is c a l' ib ra t e d in d e g re e s o f s t a b iliz e r t ra v e l f o r
a ir cr a ft nose-up and nose-do wn . T h e t ra n s mit t e r is mo u n t e d' in t h e e mp e n n a g e .
Powe r is supp'lied by the Ma'inDC B u s No . 1 .
The a ileron trim position ind ic a t o r o n t h e p ilo t s ' c e n t e r in s t ru me n t p a ne l i s
ca lib r a ted in degrees for lowe r le f t win g a n d lo we r rig h t win g . T h e t ra n s m i t t e r
is p a r t of the aileron trim a c t u a t o r. P o we r is f u rn is h e d b y Ma in DC B us N o . 1 .
3-7
4E-101_
The r ud der trim position indjc a t o r a ls o is o n t h e p ilo t s ' c e n t e r in s t ru men t
p a n e l. It is calibrated in de g re e s f o r n o s e le f t a n d n o s e rig h t .
The transpart
f
ro
m
t
h
e
Ma
in D C B u s
m i tter i s
of the rudder t rim a c t u a t o r. P o we rc o me s
No . 1 .
M i scel l aneous Instruments
Clo cks
Fou r 8 - d ay clocks are provided a n d a re lo c a t e d o n t h e p ilo t ' s , c o p ilo t ' s , e n g i n e e r 's a nd navigator's pane'ls . T h e s e a re s p rin g -o p e ra t e d c lo c k s . T h e y a r e
wo u n db y us'ing the knob fn the lo we r le f t c o rn e r. A s we e ps e c o n d h a n d a nd
m in u te totalizer are provided; b o t h a re c o n t ro lle d b y s u c c e s s iv e d e p re s s i o n s o f
the START-S TOP -RE knob
S E T in th e u p p e r rig h t c o rn e r.
Accele r o meter
Th e se lf-contained acceleromet e r is lo c a t e d o n t h e p ilo t ' s p a n e ' 1 . T h e d i a l i s
ca lib r a ted from '2 to +4 Gs. O n e p o in t e r in d ic a t e s c o n t in u o u s ly t h e v e rt i c a l
r r G r rfo r ces on the aircraft.
p lu s a nd m i n u s
T h e o t h e r h a n d s in d ic a t e t h e ma x imu m
ve r ti cal rrcrrforces exerted un t il t h e y a re re s e t b y t h e k n o b ' in t h e lo we r l e f t
cor n e r .
Ca b in Altitude and Differential
P re s s u re I n d ic a t o rs
Th e r e a r e two of these'indicato rs , o n e o n t h e c o p ilo t ' s p a n e l a n d o n e o n t h e
e n g fne e r's pane1. One pointer in d ic a t e s c a b jn p re s s u re a lt it u d e in f e e t , a n d
the o the r pointer indicates th e p re s s u re d if f e re n c e b e t we e na irc ra f t a n d c a b i n
a lt'i tu d e s in psi.
Ca b in R ate of Climb Indicator
The ca b in rate of climb indica t o r is lo c a t e d o n t h e e n g in e e r' s p a n e 1 . I t i n d ' i ca tes the rate of pressure chan g e in f e e t p e r min u t e a s c a b in a lt it u d e is m o v e d
u p o r d own.
Dir e ct Pressure Indicator
Each Hydraulic S ervjce Center h a s a d ire c t p re s s u re re a d in g in d ic a t o r f o r s y s t e m
pr e ssu r e. In addition, Hydrau lic S e rv ic e Ce n t e r No . 3 h a s a d ire c t p re s s u r e
'i nd jca tor for each of the two 4 0 0 -c u b ic -in c h a c c u mu la t o rsa n d t h e A P Us u r g e
a ccu m u lator. These indicators a re me c h a n ic a l in s t ru me n t s a n d re q u ire n o e l e c tr i cal power.
3 -8
4E- 101
Ch a p t e r 3
(VS
SEI)
V E RTICAS
L CA L EE NG I NE
I NS T RUME NT
(F ' ig u re s 3 -3 t h ru 3 -5 )
I ntr oducti on
Th e r e are five vertical scale e n g in e in s t ru me n t (V S E I ) s y s t e ms o n t h e c e n t e r
in str ument panel for the pilo t s a n d f iv e o n t h e e n g in e e r' s p a n e ' |. I n t u r n , e a c h
o f the five'indicator syste ms g ' iv e s in d ic a t jo n s f o n e a c h o f t h e f o u r en g i n e s .
On e engine instrument conv e rt e r u n it s e rv e s t h e f o llo win g s y s t e ms : EG T , N , a n d
N, a nd fuel flow.
This eng in e ' in s t ru me n t c o n v e rt e r u n it is lo c a t e d in t h e
r i gh t underdeckequfpmentr a c k . T h e c o n v e rt e r c o n t a in s a mp lif je r mo d u l e s , w h i c h
take transmitter signals, amp f if y t h e m, a n d t h e n s e n d t h e s ig n a ls o n to o p e r a t e
in d icator servo motors. The s e mo d u le sa re in t e rc h a n g e a b le in t h e s a m es y s t e m .
Fo r example, the No. 1 E GTc o u ld b e in t e rc h a n g e d t o o p e ra t e t h e No . 2 E G f . A
set of fuses on the conver t e r p ro t e c t s e a c h in d iv id u a l in s t ru me n t p re s e n t a t i o n
fee d ing through the conver t e r u n it .
P o we r f o r t h e c o n v e rt e r u n it is su p p l i e d
b y the E ssential B us No. 2 t h ro u g h f o u r c irc u it b re a k e rs (o n e p e r e n gi n e )
l ab e led: E NG,E GT, RP Mand F UE LF L 0 W
Th e EP Rsystem has four con v e rt e r t ra n s mit t e rs , o n e f o r e a c h e n g in e EP Ri n d i ca ti on. They are located in t h e b a s e o f e a c h e n g in e p y 1 o n . P o we r is p r o v i d e d
b y the Isolated A C B us throu g h f o u r in d iv id u a l c irc u it b re a k e rs .
Exh a ust Gas Temperature(E G T ) I n d ic a t o rs
p a n e ' l a n d t h e en g i n e e r ' s
Th e four-channel E GTindicat o rs o n t h e p ilo t s ' c e n t e r
p a n e l show the average temp e ra t u re jn t h e e n g in e t u rb jn e c a s e . S ix t he r m o c o u p l e s ,
e le ctrically connected in pa ra lle ' I , a re in s t a lle d in e a c h e n g in e e x h au s t s e c t i o n .
Si gn als developed by the th e rmo c o u p le sa re f e d t h ro u g h t h e c o n v e rt e r un i t t o t h e
i nd icator servo motor whic h p o s it io n s t h e v e rt ic a l s c a le . T h e s c a le i s c a l i b r a t e d
fr o m ooC to 700"C.
Power (115-volt,400-hertz, s in g le -p h a s e A C) f o r t h e E G Tin d ic a t o rs is s u p p l i e d
b y Essential A C B us No. 2. T h e re a re f o u r c irc u it b re a k e rs o n t h e e ng i n e e r ' s
ci r cuit breaker pane1. NO T I CEt h a t t h e E G T , t a c h o me t e r, a n d f u e l f lo w i n d i c a to r s for an engine share th e s a mec irc u it b re a k e r.
Ta ch ometerIndicators
panel and two on
There are two four-channel tachometers on the pilots'center
the engineer's pane1. This is because they have both an N, and N, compressor
speed indicating system.
The N, indicatfng
fndicator
system shows the speed of the 1ow-speed compressor.
The N,
shows the speed of the high-speed compressor.
There are two tachometer generators per engine, one for each system.
3 -9
The N,
4E- 10 1
tach o m e ter generator is driven by t h e f ro n t a c c e s s o ry d riv e and routes the wi res
thr o u g h the inlet guide vanes. T h e N, t a c h o me t e r g e n e ra t o r is driven by the main
acce sso r y drive.
As the en g ine speed changes, a va ria b ' le s ig n a ' l is d e v e lo p e dby the tachometer
g e n e r a tor , fed to the converter u n it , t h e n t o t h e in d ic a t o r to move the vertical
tap e . The tape is calibrated fro m 0 t o 1 1 0 p e rc e n t .
Aga in , 11 5 -volt, 400-hertz, single -p h a s e A C p o we r is s u p p lie d b y E s s e n t ia l AC
Bus N o. 2. These indicators use t h e s a mef o u r c irc u it b re a k e rs a s t h e E G Tan d
fu e l fl ow indicators.
Fu e l Fl ow Indicators
T wo fo u r - ch annel indicators are i n s t a lle d , o n e a t t h e p i' lo t ' s a n d o n e a t t h e
eng in e e r 's position. A transmitte r is mo u n t e do n t h e f o rwa rd rig h t s id e o f t h e
1 o w com p r essorcase.
Fue l fl owin g through the transmit t e r c re a t e s a s ig n a ' |, wh ic h , a f t e r b e in g a m p l i fie d b y th e converter unit, posit io n s t h e v e rt ic a l t a p e . T h e t a p e is c a lib r a t e d
from 400 to 16,000 pph.
P owe r sup p 'ly and circuit
i n str um e n ts .
breaker p ro t e c t io n is t h e s a mea s f o r t h e t wo p re ce d i n g
E ng in e Pr essure Ratio Indicators
Two fou r - ch annel indicators are u s e d in t h e e n g in e p re s s u re ra t io in d ic a t in g
(EPR) system. These indicators s h o w t h e ra t io o f e n g in e t u rb in e e x h a u s t t o t a l
p r e ssu r e to compressorinlet tota l p re s s u re . T h e E P Rre a d in g is u s e d a s a
m ea su r eof engine thrust.
The con ve r ter-transmitter for eac h in d ic a t o r is mo u n t e din t h e e n g in e p y 1 o n .
An in le t pr essure probe (P T') is mo u n t e do n t h e in b o a rd s id e o f e a c h p y 1 o n .
Si x exh a u st pressure pnobes (P T7 ) a re mo u n t e din t h e e x h a u s t o f e a c h e n g in e.
C ha n g e sin pressure are sensedby t h e s e d e v ic e s a n d t ra n s mit t e d t o t h e in d ic a t o r .
T h e EPRi nd icator moving tape is ma rk e df ro m 1 . 0 t o 2 . 3 .
T he 11 5 - vo 1t,400-hertz, single-p h a s e A C p o we r, re q u ' ire d b y t h e E P Rin d ic a t o r s ,
is sup p lie d by the Isolated A C B us . T h e re is a n E P Rc irc u it b re a k e r f o r e a c h
eng i ne .
V SEI Po we rOFFW arning
E ach o f the moving tapes in the V S E I in d ic a t o rs h a s a s e c t io n o f t h e t a p e ,
c olo r e d r e d , which will come into v ie w a t t h e t o p o f t h e in d ic a t o r c o lu mn s h o u l d
the r e be a power loss to that ind ic a t in g s y s t e m. T h e wo rd O F F is p rin t e d o n t h e
re d se cti on of tape. fr/ith norma l p o we r t o t h e in d ic a t o r, t h is re d p o rt ' io n of
the tap e wi'|1 be out of view.
3 -1 0
4 E- 1 01
En g in e V jbration Indicators
Fo u r vertical-scale type ind ic a t o rs , lo c a t e d o n t h e f lig h t e n g in e e r' s l o w e r
p a n e l, supp]y indications of e n g in e v ib ra t io n a n d a id in is o la t io n o f e n g i n e
vib r a tion.
A vfbratfon filte r s e le c t o r s wit c h a n d a n in d ic a t o r p ic k u p s e l e c t o r
switch control monjtoring on a ll f o u r in d ic a t in g s y s t e ms . T h e re a re t w o v j b r a ti on sensors on each engine : O n e o n t h e f o rwa rd e n d lo c a t e d o n t h e lef t s i d e
of the compressorsection, a n d o n e o n t h e b o t t o m o f t h e t u rb in e s e c t ion . T h e
se n sors are monjtored one at a t ime , d e p e n d in go n s wit c h p o s it io n . T h e v i b r a tio n indicator registers the a v e ra g e v ib ra t io n d is p la c e me n t o n a z e ro - t o - f i v e
M IL scal e.
The vibration sensing system is c a p a b le o f s e n s in g b o t h h ' ig h a n d 1 o w f r e q u e n c y
vi br a tions.
The HI-LOl'/vibna t io n f ilt e r s e le c t o r s wit c h is s p rin g -lo a d e d t o
the l ow position; in this po s it io n t h e a mp lit u d e o f t h e t o t a l f re q u e n cy r a n g e
( HI & L0W)of vibration is pre s e n t e d o n t h e in d ic a t o r.
P o s it ' io n in g t he f i l t e r
sw i tch to HI allows only the h ' ig h f re q u e n c y v ib ra t io n t o b e p re s e n t e d o n t h e
in d fcator. The pickup selec t o r s wit c h js a t wo -p o s it io n s wit c h . I t rem a i n s i n
the d esired position for eit h e r t h e F WDo r A F T s e n s o r. T h e P US H-T 0 -T E SSTw i t c h
fs used to check continuity o f t h e wirin g a n d v ib ra t io n s e n s o rs . Wh ent h e
sw i tch is actuated, the jndic a t o r p o in t e r s h o u ld mo v et o a p p ro x ima t e ly 3 . 5 m i l .
The vibration indicators use 1 1 5 -v o lt , 4 0 0 -h e rt z , s in g le -p h a s e A C p o we r f r o m
th e Isolated A C B us. The pic k u p s e le c t o r c irc u it s re q u ire 2 8 -v o lt DC p o w e r
fr om the Isolated DC B us to o p e ra t e t h e p ic k u p s e le c t o r re la y .
3- 11
4E- 1 0 1
Ch a p t e r 4
INTE RP HON
AND
E P UB L I CA DDRE SSSY S T E M
(F ig u re s 3 -6 , 3 -7 )
AN/AIC - 18Interphone S ystem
The AN,/AIC-18Interphone S ystempro v id e s v o f c e c o mmu n ic a t io nb e t we e nt h e f ligh t
s ta ti on s, cargo compartmentand gro u n d c re w p e rs o n n e l. I t a ls o p ro v id e s s w i t c h i ng a n d m i xing facilities
for tra n s mit t in g a n d re c e iv in g o v e r t h e c o mmu n ic a t i o n s
s yste m s, a nd receiving the navig a t io n s y s t e ms .
Th e D C vo ltage for the'interphone s y s t e m c o n s is t s o f t h re e in d e p e n d e n t ly o pe r ated cir cu its.
Operational powe r f o r e a c h c irc u it is p ro v id e d t h ro u g h 2 8 -v o 1 t
D C ci r cuit breakers.
In ter p h o n e control and monitor pa n e ls a re in s t a lle d a t t h e p ilo t ' s , c o p ilo t 's ,
na vig a tor 's, and flight observer' s c re w p o s it io n s . T h e f lig h t e n g in e e r' s po s i t'i on h a s only the interphone cont ro l p a n e l in s t a lle d .
T h e Ce n t e r A v jo n ic Eq u i p m en t Ra ck contains both panels.
The con tr ol panel consists of a m ik e s e le c t o r, B p u s h -p u 1 1a u d io s wit c h e s , a
HO TM IC TALKswitch, a master volu me c o n t ro l a n d a CA L Lb u t t o n . T h e mo n it or
p a n e l p r o vides 8 additional audio s wit c h e s t o in c re a s e t h e re c e iv in g c a p a b i ' l i t y
o f th e con trol pane1.
Th e m i ke selector has seven positio n s a n d a llo ws t h e o p e ra t o r t o t ra n s mit an d
r ece ive th e following facilities:
I
-
Interphone and pub lic a d d re s s t ra n s mis s ' io n
Ul
-
UHFCommand
Radio No . 1
U2
UHF CommandRadio No. 2
H1
HF Radio No. 1
H2
HF Radio No. 2
V1
V HFCommand
Radio No . 1
V2
-
VHF CommandRadio No. 2
NOTE: On'ly the interphone and public
address positions
are wired for operation
a t the forward crew door an d t h e t wo ju mp ma s t e r/ lo a d ma s t ecr o n t ro l pa n e l s .
0 n 1 y the'interphone positio n is wire d f o r o p e ra t io n a t t h e f lig h t e ng i ne e r's pane'1,though all i n t e rp h o n e c o n t ro l p a n e ls a re in t e rc h a n g e a b l e .
The r e is a MIC-OFF-INTE RP H0N
swit
Ec h o n t h e c o n t ro l y o k e . l, / h e nt h e s wit c h i s
), n s mis s io n s will b e ma d eo n ly o n in t e r h e ld in the up position (INTE RPHO NEt ra
pho n e , r eg ardless of the position o f t h e MI C s e le c t o r o n t h e in t e rp h o n e c o nt r o l
pa n e 1 . In the down (MIC) position , t h e u s e r is a b le t o t ra n s mit o v e r wh a t e v e r
facility he has selected on the MI C s e le c t o r o n t h e in t e rp h o n e c o n t ro l p a n e1 .
In the spr ing-loaded middle positio n , t h e MI C' is ' in o p e ra t iv e .
3- 12
4 E-1 0 1
The r e is also an interphone b u t t o n o n t h e n o s e s t e e rin g wh e e l t h a t e n a b l e s t h e
p'i1 o t to transmit over interp h o n e wh ile s t e e rin g t h e a irc ra f t .
Th e 1 6 push-pu11, rotary, aud io s wit c h e s e n a b le t h e u s e r t o mo n jt o r a n y c o m b i n a ti on o f audio facilities
and in d iv id u a l v o lu me c o n t ro l. T h e p u s h -p u 1 l f e a t u r e
con n e cts and disconnects the in d iv id u a l a u d io f a c ilit ie s ,
wh ile t h e ro ta r y
fea tur e affords the individu a l v o lu me c o n t ro l.
Th e m aster volume control det e rmin e s t h e o u t p u t o f a n a u d io a mp lif ie r w i t h i n
th e co ntrol pane1, through w h ic h a ll s ig n a ls a re c o n t ro lle d s imu lt a n e ou s l y .
Th is d oes not meanthat al1 s ig n a ' ls will b e h e a rd e q u a lly we 1 1 , a s mo s t s i g n a l s
ar r ivin g at the amplifier ha v e p a s s e d t h ro u g h t wo o t h e r v o lu me c o n t ro ls . T h e r e for e , the strength of each s ig n a l will b e d if f e re n t .
T h e a u d io a mp ljf i e r w i l l
am p lify each signal the samera t ' io , b u t it will n o t a mp lif y a we a k s ig na l t o t h e
le ve l of a strong signal.
Th e C ALLfeature is used to a le rt a ll c re w me mb e rsa n d t o a s s u re t h a t th e y
r ece jve the information broa d c a s t o n t h e in t e rp h o n e c irc u it .
The system is
a cti vated by depressing the CA L Lb u t t o n o n t h e c o n t ro l p a n e 1 . E n e rg izi n g t h e
CALLb utton does not interrupt t h e o t h e r s ig n a ls b e in g re c e iv e d , b u t t he C A L L
s i g n a 1.wi I 1 be somewhatI oud e r t h a n t h e o t h e r s i g n a ' sl .
The HOTMIC buttons on the c o n t ro l p a n e l p e rmit d ire c t t ra n s mis s io n t o a l l i n t e r ph o n e stations on the flight d e c k , a v io n ic s a re a , a n d f o rwa rd c re w d o or , w i t h o u t
p r e ssing the microphoneswitc h a t t h e in t e rp h o n e s t a t io n . T h e p u s h -p u 1 1b u t t o n s
ar e la beled TA LKand LIS TE Na n d mu s t b e p u lle d o u t f o r h o t mic ro p h o n em o d eo f
o p e r a ti on.
An a u xiliary control panel is in s t a lle d in t h e v e rt ic a l
fr om this position is limited t o in t e rp h o n e .
s t a b iliz e r.
O pe r a t i o n
The r e are external receptac'le s in s t a lle d o n t h e le f t f o rwa rd f u s e ' la g e , l e f t w h e e l
we 1 1 , and right wheel we11, t o p e rmit in t e rp h o n e c o mmu n ic a t io n sb e t we e nf l i g h t
an d gr ound personnel. The re c e p t a c le o n t h e le f t f o rwa rd f u s e la g e is w i r e d i n t o
th e center avionics equipme n tra c k c o n t ro l p a n e l a n d c a n b e u s e d f o r ra d i o c o m m u n ications from outside the a jrc ra f t o n mo s t a irc ra f t .
T h e le f t a n d r i g h t w h e e l
w ell r eceptacles are wired int o t h e le f t a n d rig h t ju mp d o o r in t e rp h o n e c o n t r o l
pa n e 'ls respectively and can b e u s e d f o r in t e rp h o n e o r P A s y s t e m.
Pu b lic A ddress S ystemA N/A IC-1 3
The pu blic address system allo ws t h e c re w t o b ro a d c a s t in t e rp h o n e o r s ta t i o n s
r ece ived on the A DFreceiver s t h ro u g h o u t t h e c a rg o c o mp a rt me n t . T h e s ys t e m
co n sists of a main control p a n e 1 , t h re e a u x ilia ry c o n t ro l p a n e ls , a p u b l i c
a d d r e ss switch, three amplif ie rs a n d s ix s p e a k e rs .
The r equired 28-volt DC powe r f o r o p e ra t io n is p ro v id e d f ro m t h e DC A v i o n i c s
Bus No. 2, through a circuit b re a k e r o n t h e a v io n ic s c irc u it b re a k e r p a n e l .
M a in Control P anel
The m ain control panel is loc a t e d a t t h e f lig h t e n g ' in e e r' s s t a t io n . T h i s p a n e )
ha s complete operational cont ro l o f t h e s y s t e m. T h e p a n e l c o n s is t s o f a p o w e r
3-13
4 E- 10 1
0N/0FF sw i tch, a speaker selector s wit c h , a v o lu me c o n t ro l, a n d f iv e t o g g le
switche s. The power 0N/0FFswitc h t u rn s t h e s y s t e m o n o r o f f .
The speaker
se le ctor switch selects the desire d s p e a k e r o r s p e a k e rs t o b e u s e d . I n t h e
JU M Pp o siti on, the speaker forwa rd o f e a c h t ro o p d o o r is in o p e ra t io n ; ' in t he
AL L p o siti on, all six speakers ar e o p e ra t io n a l; in t h e F WDp o s it io n , o n ly t he
most fo r wa rd speaker (just above t h e le f t f o rwa rd s id e e s c a p e h a t c h ) is o p er a ti on a l; a n d in the A FT position, o n ly t h e s p e a k e r a f t o f t h e p re s s u re d o o r i s
o p e r a ti on a l. The master volume c o n t ro l c o n t ro ls t h e v o lu me o f t h e e n t ire sy s t e m .
0n 1 y th e two toggle switches mark e dA DF1 a n d A DF2 a re wire d f o r o p e ra t io n.
By pla cin g them in the UP position , A DF re c e p t io n is b ro a d c a s t o v e r t h e P A
system . ADFreception is blocked o u t a n y t ime t h e P A p o s jt io n is e n e rg iz e d at
panels .
th e Jum p m aster/Loadmaster
LH and RH Jumpmaster/Loadmaster
Panels
T h e se p a n e ls are located at the fo rwa rd c re w d o o r a n d le f t a n d rig h t ju mp d oo r s .
In ad d iti on to providing interpho n e re c e p t io n a n d t ra n s mis s io n c a p a b ' i1 it y , th i s
pan e l affo r ds the user the ability t o t ra n s mit o v e r t h e P A s y s t e m, p ro v id e d i t
is tu r n e d on at the main control p a n e 1 . I t a ls o p ro v id e s re mo t e c o n t ro l o f t h e
vo lu m e l evel through the use of I NCRE A SaEn d DE CRE A S
bu
Et t o n s . T h e s e p u s h b u t t o n s
ar e ele ctr i cally interlocked to p re v e n t s imu lt a n e o u s in c re a s e o r d e c re a s e o pe r a ti o n .
Pilo t's
Side Console
The p u b lic address switch is loca t e d a t , t h e p ilo t ' s s id e c o n s o le . Wit h t h e
sw i tch fn the INP H& P A position, a n y s ig n a l b ro a d c a s t o v e r t h e in t e rp h o n e sy s te m w i l l b e amplifjed and transmit t e d o v e r t h e P A s y s t e m, p ro v id e d t h e P A s y s t e m
is tu r n e d on. In the INP Hposjtio n , in t e rp h o n e c o mmu n ic a t io n sa re re s t ric t e d t o
th e no r m a l interphone circu'its.
I n t h e I NP Ha n d P A p o s it io n , t h e A DFre c e ive r s
wi I I n o t be heard through the P A s y s t e m.
S pe a ke r Lo cations
Sp e a ke r sNo. 1 and 3 are located a b o v e t h e le f t f o rwa rd s id e e s c a p e h a t c h , a n d
sp e a ke r No . 2 is located just abo v e t h e No . 2 h y d ra u lic s e rv ic e c e n t e r.
S pe a ke r sNo. 4 and 5 are just forwa rd o f t h e t ro o p d o o rs , a n d s p e a k e r No . 6 i s
aft of th e pressure door.
Am pil fi e r s
The thr e e amplifiers are on the c e n t e r a v io n ic s ra c k . T h e No . 1 a mp lif ie r
s up p lie s power for the No. 1 and No . 3 s p e a k e rs , a n d t h e No . 2 a mp lif ie r s up p l i e s
powe r for No. 2 and No. 4 speake rs . T h e No . 3 a mp lif ie r p o we rs t h e No . 5 a n d
N o. 6 sp e a kers.
3 -1 4
4E-101
Ch a p t e r 5
E ME RGE NCY
L O CA T I O N/ RE CO RDI
DENG
V I CE S
(F ig u re 3 -8 )
I n tr od ucti on
To q u ickly'locate the aircraf t u p o n a n a c c id e n t o r c ra s h la n d in g , t wo sy s t e m s
ar e i nstalled on the C-141 to a id ' in f jn d in g t h e a irc ra f t a n d / o r it s rec o r d i n g
de vice s. One js an underwat e r a c o u s t jc b e a c o n (UA B ); t h e o t h e r is a n em e r ge n cy locator transmitter (E L T ). O n c e t h e a irc ra f t h a s b e e n lo c a t e d , t w o o t h e r
de vice s will aid in the accide n t in v e s t ig a t ' io n b o a rd ' s f in d in g s o f t h e c a u s e s
of th e accident. One such de v ic e is a c o c k p it v o ic e re c o rd e r (CV R); t h e o t h e r
is a d igital flight data rec o rd e r (DF DR). A ll f o u r o f t h e s e s y s t e ms a re d e s i g n e d
to be fire and crash resistan t .
Un d e r waterA coustic B eacon(U A B )
The beacon is mounted on the digital
flight
data recorder, and is contained in
a cyljndrical
watertight aluminum case capable of withstanding high-G impact
shock and deep water immersion. The beacon consists of a self-contained battery,
an electronic module and a transducer.
The shock-mounted battery occupies
approximately two-thirds of the case and is separated from the electronic module
by a bulkhead that js integral with the case. The opposite end contains a
teflon-insulated
water switch.
Th e be acon radiates a pulsed a c o u s t ic s ig n a l f n t o t h e s u rro u n d f n g wa t e r u p o n
acti vation by its water-sens it iv e s wit c h . S e a rc h o p e ra t io n s f o r b e a c o n- e q u i p p e d
air cr a ft that have crashed in wa t e r a re c o n d u c t e db y u t iliz in g a re c e jv er
e q u ip p ed with a directional h y d ro p h o n e(S O NA R).
O perating Frequency
3 7 . 5 r K HZ
Operating Depth
S u rf a c e t o 2 0 , 0 0 0 f e e t
Pulse Length
No t le s s t h a n 9 millis e c o n d s
Pul se Repet'ition Rate
1 P u ls e p e r s e c o n d (1 P u ls e per .5 second
f o r Mo d 1 )
Operating Li fe
3 0 Da y s (I 2 ! 2 Da y s f o r Mo d 1)
Battery Life in B eacon
1 Year
Em e r g encyLocator Transm'itte r (E L T ) S y s t e m(A N/ A RC-3 1 )
Ge n e r a l Description
The Em ergencyLocator Transmit t e r (E L T ) s y s t e m is in s t a lle d o n a ll C-1 4 1 a i r cr aft.
This system aids searc h , re s c u e a n d re c o v e ry o p e ra t io n s b y a u t o m a t i c a l l y
si gn a lling the geographical lo c a t io n o f t h e d o wn e da irc ra f t .
In the event of a
cr a sh l anding, it radio beaco nb e g in s imme d ia t et ra n s mis s io n o n t h e 1 2 1 . 5 a n d
24 3 .0 megahertzdistress freq u e n c ie s .
3-15
4E-1 0 1
ELT Components
The ELT system contains the following components:
a remote control unit and the ELT mount.
an ELT, a diplexer,
an antenna,
Em e r g e n cyLocator Transmitter
Th e EL T is a self-contained unit in c lu d in g a s o lid s t a t e t ra n s mit t e r, a n in e r t i a l
im p a ct switch that will turn on t h e t ra n s mit t e r a b o v e a g iv e n imp a c t f o rc e a l o n g
the lo n g itudinal axis of the airc ra f t , a n d a b a t t e ry p a c k t h a t c o n s is t s o f t h r e e
D- size cells.
The shelf life of t h e b a t t e ry p a c k e x c e e d s2 4 mo n t h s .
Dip le xe r
The pu r p o se of the djplexer is to s p lit t h e s ig n a l p u t o u t b y t h e t ra n s mit t er
in to a U H Fand V HFsigna'l and to s e n d t h is s ig n a l t o t h e a n t e n n a .
A nten n a
The an ten n a i s mountedon the top o f t h e e mp e n n a gbeu 1 ' le t ju s t a f t o f t h e H F
an ten n a . It is both a UHFand a V HFa n t e n n a c o mb in e din t o o n e u n it .
ELT M ou n t
The EL T m ount, directly beneath th e a n t e n n a , s e c u re s t h e E L T a n d d ip le x e r t o
th e un d e r side of the empennage
bulle t a n d p ro v id e s t h e E L T d ip le x e r a n d a n t e n n a
the ab ility to withstand up to 100 g ' s o f imp a c t f o rc e , e v e n if t h e mo u n t s h o u l d
se p a r a te fr om the rest of the airc ra f t .
Re m o teC on trol Unit (RCU)
The R C U ,on the upper aft portion o f t h e n a v ig a t o r' s in s t ru me n t p a n e 1 , p ro v i d e s
a m ea n sof c hecking the operation a l s t a t u s o f t h e E L T s y s t e m, a n d a me a n so f
d e a cti vati ng the unit due to inadv e rt e n t o p e ra t io n . T h is u n it , t h e RCU,is n o t
n e e d e dfo r the E LT to transmit an e me rg e n c ys ig n a ' l if a c t iv a t e d b y a c ra s h
i m pa ct.
(CV
R R) S Y S T E M
V O I CERE CO RDE
COCK P IT
(Figu re s 3 -9 t o 3 -1 1 )
T he pu r p o se of the CV Ris to reco rd c o n t in u o u s ly t h e la s t 3 0 min u t e s o f f lig h t
stati on i nterphone and radio commu n ic a t io n s ,a s we ll a s g e n e ra l f f ig h t s t a t ion
n o ise ( ta lking and aircraft sound s ). I t a c c o mp lis h e st h is b y mo n it o rin g c o m mun ica ti on s from the pilots, copi' lo t s , a n d f lig h t e n g in e e rs in t e rp h o n e s t a t ion s .
Re co r d jn g anything that those crew me mb e rsh a v e s e le c t e d t o mo n it o r a n d t ra ns mit on . The system picks up fligh t s t a t io n n o is e s b y t h e u s e o f a n a re a micr o pho n e l oca ted in the front of the CV Rc o n t ro l u n it .
3 -1 5
4E-1 0 1
C VRCo n trol Unit
Th e CVRcontrol unit is in a f ib e rg la s s h o u s ' in ga t t a c h e d t o t h e a f t e n d of t h e
pilo t's overhead control pane1 . T h e c o n t ro l u n it h a s , lo c a t e d o n t h e f ron t
con tr ol pane1, an area micropho n e ,a t e s t me t e r, a t e s t b u t t o n o r s wit c h , a n d a
r e ce p tacle for a headset jack. O p e ra t io n o f t h e u n it is a u t o ma t ic wh e n e v e rt h e
po we r se lect swjtch is positione d t o " A UX " o r " O F F " wh ile t h e A P Uo r e n gi n e dr ive n g enerators are on and po we rin g t h e a irc ra f t .
C ockp it Voice Recorder
Th e C VR.is in the hayloft area, ju s t a f t o f t h e rig h t lif e ra f t s ilo c a n is t e r ,
an d j ust forward of the No. 3 s mo k ed e t e c t o r. T h e re a re t wo d a y g lo w in te r n a tio n a l orange-pa'intedrecorder b o x e s mo u n t e do n a t ra y t h e re ; t h e o n e o n t h e
r ig h t i s the CV R. The unit is c ra s h / f ire / a n d s a lt wa t e r re s is t a n t a n d is u s e d
Lo r e co r d/store/erase any data s e n t t o it f ro m t h e c o n t ro l u n it lo c a t e d on t h e
ffig h t station.
Its operatjon is t h e s a mea s t h e c o n t ro l u n it a b o v e . T he
r eco r d in g section consists of a f o u r-c h a n n e l re c o rd e r, a c o n t in u o u s lo o p m a g ne ti c ta pe that will record for a p e rio d o f 3 0 min u t e s , a n d a n e ra s e r t h at w i l l
con ti nu o us'ly erase the oldest d a t a .
C VRTe st S witch
fhe CVR test switch is in the right hand underdeck area, on the center avionics
Thjs test switch, just aft and above the DFDRacquisition unit, is used
the CVR system. By tak'ing the switch to the test position, you bypass
l l o l ' r l l d I CVR operation and allow the CVR to operate while the power select
sw'itch,
on the flight
This posiengineer's pane1, is in the external power position.
tion is iised only to test the operation of the system during ground maintenance.
:'r.C K.
i \
LI - I
+
.-+
. :',
L
DIGiTAL FLIGHT DATA RECORDER
SYSTEM(DFDR)
(Figures 3-12 thru 3-14)
The DFDRsystem is used to record the last 25 hours of selected aircraft
systems
operation.
The monitoring of these systems allows for the reconstruct'ion of
aircraft
flight
and grcund operations, for accident,/incident investigations.
The system has five majoy'components used in conjunction with each other to
record/identify
the various areas monitored.
The components are:
1.
2.
A
T.
5.
Di gi t'ial
Di gi t'ia'l F1i ght Data Recorder (DFDR) Uni t
F1ight Data Acquisition Unit (FDAU)
Triaxi al Accelerometer
Underwater Acoustic Beacon
Rudder Position Synchro
Fl i ght Data Recorder Uni t
The DFDRunit is in the hayloft area, just aft of the right liferaft
silo
canister, and just forward of the No. 3 smoke detector.
There are two day 91 ow
internat'ional orange-painted recorder boxes mounted on a trav there.
3 -1 7
4 E-1 0 1
Th e on e on the left is the DFD R. Mo u n t e do n t h e f ro n t o f t h e c a s e o f t h e D F D R
the r e i s an underwater acoustic b e a c o n . T h e DF DRu n it ' s p u rp o s e is t o re c o r d
da ta se n t to it from the acquis it io n u n it . T h e DF DRis lo c a t e d t o wa rd t h e t a i l
o f th e a ir craft to help it w'ith s t a n d a c ra s h imp a c t . T h e u n it is s h o c k / s al t
w ater /fir e res'istant and contain s a n a irb o rn e ma g n e t ic t a p e re c o rd e r, wit h a
six- ch a n n el tape and an eraser. T h e t a p e is a L / 4 -in c h my la r-b a s e d e n d le s s
lo o p ta p e and has a storage cap a c it y o f 2 5 h o u rs . O n c e p a rt o f t h e t a p e d a t a
b e co m e s25 hours o'ld, it is eras e d a n d n e w d a t a is re c o rd e d .
Fl i gh t D ata A cquisition Unit (F DA U)
Th e Acqu isition Unit, on the righ t s id e o f t h e c e n t e r a v io n ic s ra c k , is u s e d t o
a cq u ir e and transmit data from 18 d jf f e re n t a irc ra f t mo n it o re d s y s t e ms . T h e
u n it co n verts aircraft data into a 6 5 -wo rd -p e r-s e c o n dc o mp u t e r f o rma t , a n d t h e n
tr an sm its this data to the DFDRu n it f o r re c o rd in g . T h e f o llo win g p a ra me t e r s
a r e sen se d by the FDA U.
1.
2.
3.
4.
5.
6.
7.
8.
9.
A ltitude
A i rspeed
Heading
V ertical A cceleration
Lateral A cceleration
Longitudinal A ccelera t io n
P itch A ttitude
RolI A ttitude
Rudder P osition
10.
11.
12.
13.
14.
15.
16.
17.
18.
P it c h T rim P o s it io n
E n g in e P n e s s u reRa t io
F la p P o s it io n
S p o i1e r P o si t i o n
T h ru s t Re v e rs e rs E x t e n d e d
T h ru s t Re v e rs e rs L o c k e d
L a n d in g G e a r P o s it io n
Ra d io T ra n s mis s io n K e y in g
A irc ra f t I d e n t if ic a t io n
The FDAUalso contains the fault d e t e c t io n c irc u it s t o a d v is e t h e c re w o r m a i n te n a n ce o f faults.
Once a fault is s e n s e d t h ro u g h a b u ilt -in t e s t c ' irc u it , t h e
"FL T RECINOP " light on the ann u n c ia t o r p a n e l will illu min a t e .
Tr i axia l Accelerometer
The tr i axial accelerometer, on th e a f t c e n t e r win g b e a mju s t f o rwa rd o f t h e
fl ap pa ck in the cargo compartme n t ,p ic k s u p mo v e me nat ro u n d t h e t h re e a x e s o f
the air cr a ft and sends this informa t io n t o t h e F DA U.
Ru d d e r Position S ynchro
The r u d d e r position synchro, mou n t e din t h e aft portion of the empennageand
atta ch e d to the rudder torque tu b e , p ic k s u p movementof the rudder and transm its thf s 'informatfon to the FD A U.
Op e r a ti on of the DFDRS ystem
The D FD Rsystem's operation is c o n t ro lle d b y t h e p o s it io n o f t h e p o we r s e lec t
switch. Whenthe power select s wit c h is p la c e d t o t h e ' r0 F F il p o s ' it io n , a n d t h e
en g in e ge nerators are operating, t h e DF DRs y s t e m will s t a rt re c o rd in g d a t a a s
acq u ir e d . Whenthe power selec t s wit c h is p o s it io n e d t o " A UX " o r " E X T , " t he
D FD Ris shut down. The system is d e s ig n e d , wit h t h e e x c e p t io n o f t h e t ria x i a l
a cce le r o meter and the rudder pos it io n s y n c ro , t o re c o rd d a t a o n 1 y . I n t h is w a y ,
it do e s n ot affect the operation a l s t a t u s o f t h e a irc ra f t .
A ll s y s t e m s ' ig n a l s
ar e picke d up as generated throug h n o rma ' lo p e ra t io n o f t h e a irc ra f t s y s t e m s o u t p u t to th e flight deck instrume n t a t io n .
3 -1 8
4 E- 1 0 1
FD RTe st S witch
Th e flig ht data recorder test s wit c h , a d ja c e n t t o t h e rig h t s id e o f t h e c e n t e r
avio n ics rack, a'llows for tes t in g o f t h e s y s t e m o n t h e g ro u n d a n d f o r o p e r a t i n g
ta p e copy. The switch wil'l b y p a s s t h e n o rma l in t e rlo c k s in t h e " E X T " a n d " A U X "
p o siti ons of the power select s wit c h wh e n u s e d f o r t a p e c o p y o p e ra t io n s . A
gr o u n d test/recorder unit p'lug g e din t o a c a n n o np ' lu g in t h e c e n t e r o f t h e l e f t
aft chopping area is used to test or extract recorded data from the system.
Whe nth e test switch is place d in t e s t , a ' |1 2 5 h o u rs o f re c o rd e d t a p e in f o r m a tio n will be copied in 15 minu t e s , wit h o u t e ra s in g t h e o rig in a l d a t a .
3 -1 9
4E- 10 1
Chapter 5
PITOT.STATIC
SYSTEMS
(Figu re s 3 -1 5 t h ru 3 -2 0 )
I ntr od u cti on
Two in d e p endentpitot-static sy s t e ms p ro v id e p re s s u re s t o o p e ra t e t h e c e n t r a l
a ir d a ta computers (CA DC),two a lt f me t e rs , a n d a n a irs p e e d in d ic a t o r.
These
pr e ssu r e s are picked up by four p it o t -s t a t ic t u b e s , t wo o n e a c h s id e o f t h e
fuse la g e , mountedjust aft and s lig h t ly a b o v e t h e c re w e n t ra n c e d o o r.
Pi to t- Static
Tubes
A pitot opening and a static ope n in g a re in t h e h e a d o f e a c h p it o t -s t a t ic t u b e .
Th e l owe r tubes supply both pitot a n d s t a t ic p re s s u re s . T h e u p p e r t u b e s s u p p l y
stati c pr essure only as the pitot p o rt s a re p lu g g e d .
Th e stati c system is a balanced s t a t ic s y s t e m. T h e s t a t ic v e n t s o f t h e u p p e r
tub e on one side of the aircraft a re c o n n e c t e dt o t h e s t a t ic v e n t s o f t h e l o w e r
tub e o n the opposite side of the a irc ra f t .
T h is a rra n g e me n tp ro v id e s s t a b l e
sta ti c p r essure regardless of cro s s win d s , s lip p in g o r s k id d in g o f t h e a irc r a f t .
P'ilo t' s Pitot-S tatic
S ystem
The lo we r left and upper right p it o t -s t a t ic t u b e s f o rm t h e p ilo t ' s (o r No . 1 )
pitot- sta ti c system. This system f u rn is h e s p it o t a n d s t a t ic p re s s u re s t o t h e
No . 1 CADCon'ly.
C op ilo t' s P itot-S tatic
S ystem
The u p p e r left and lower right pit o t -s t a t ic t u b e s f o rm t h e c o p ilo t ' s (o r N o . 2 )
p itot- sta ti c
system. The copilot ' s s y s t e m f u rn is h e s p it o t o r s t a t ic p re s s u r e s
dir e ct'l y to the No. 2 CA DC,nav ig a t o r' s a n d e n g in e e r' s a lt ime t e rs , a n d t h e
pilo tr s standby airspeed indicat io n .
Pitot-Static
Systems Drains
Two drain boxes, one on each side of the fuse'lage, and internally
mounted just
b e lo w th e pitot-static tubes, permit a c c e s s t o c a p p e dd ra in lin e s wh ic h c an b e
use d fo r moisture drainage from t h e t u b e s . T wo c a p p e dd ra in lin e s , lo c a t ed
un d e r ea ch CA DC,permit drafnage o f t h e re s t o f t h e s y s t e ms .
O ne m a n u al shutoff valve is inst a lle d in t h e c o p ilo t ' s (No . 2 ) s y s t e m. I t i s
u se d to isolate a portion of the s y s t e m in t h e e v e n t o f a le a k . T h e v a lv e i s
i n the r i ght-hand underdeckarea, ju s t f o rwa rd o f t h e c re w' s la t rin e , a n d ca n
be r ea ch e d through an access doo r in t h e f lo o r n e a r t h e e n g in e e r' s s t a t jo n .
Th e shu toff valve is norma'l1yope n . Wh e nt h e v a lv e is c lo s e d , t h e e n g in e e r ' s
3-20
4 E- 1 0 1
an d na vigator's altimeters are js o la t e d f ro m t h e s y s t e m. P it o t a n d s t a t ic
p r e ssu r e will still be available t o t h e No . 2 CA DCa n d t h e p ilo t ' s s t a n db y
air sp e e d indicator.
Pitot- Static
S ystemA nti-Ici ng
Anti - i cfn g of the pitot-static t u b e s a n d ma s t s is p ro v id e d b y 1 1 5 -v o lt , 4 00 - h e r t z ,
si ng le - p hase A C poweredheatin g e le me n t s . E a c h p it o t -s t a t ic t u b e c o n t a in s t w o
a n ti - i ce heating elements. On e is in t h e t u b e h e a d , t o p re v e n t ic e f ro m c o v e r i n g
th e pitot and static vents. T h e o t h e r h e a t in g e le me n t is in t h e t u b e mas t a n d
p r e ve n ts ice buildup on the ma s t .
Al l th e heating elements are po we re db y t h e E s s e n t ia l A C B u s s e s e x c e p t t he p i l o t ' s
p itot- sta tic head heater eleme n t s . T h e p ilo t ' s p it o t -s t a t ic h e a d h e a t e r e l e m e n t s
a r e p o weredby the E mergencyAC B u s a n d wjll k e e p t h e No . 1 s y s t e m p f t o t -st a t ' i c
p o r ts open when operating with o n ly e me rg e n c yp o we r a v a ila b le .
The a n ti -icfng
h e a d p a ne1.
systems are con t ro lle d b y t wo 0 F F -0 Ns wit c h e s o n t h e p ilo t ' s
over-
A HTRFAULTE light
D
above each s wit c h wjll illu min a t e if a p o we r lo s s s ho u l d o c c u r
i n e ithe r head heating element a n d t h e s wit c h is 0 N. I n a d d it io n , a P I TO TH E A T
'l i gh t o n the annunciator panel a n d b o t h ma s t e r CA UT I 0 Nlig h t s
will illu min a t e .
Sta n d b y InstrumenE
The i nstruments operating on d' ire c t p it o t a n d / o r s t a t ic p re s s u re s (n o t c o n n e c t e d
th r o u g h a CA DC)are the pilot's s t a n d b y a irs p e e d in d ic a t o r a n d t h e n a v iga t o r ' s
an d en g 'ineer's altimeters.
Th e p ilo t's standby airspeed in d ic a t o r is mo u n t e do n t h e p ilo t ' s in s t ru me n t p a n e ' I .
Th e pilo t's instrument is of th e c o n v e n t io n a l d e s ig n , b u t o n ly o n e -h a lf t h e s i z e
of a co nventional airspeed ind' ic a t o r. I t is u s e d o n ly if t h e v e rt jc a 1 s c a l e
fl i gh t i nstruments have malfunc t io n e d .
Th e n a vigator's and engineer's a lt ime t e rs a re t h e c o n v e n t f o n a l t y p e a n d c a n b e
a d ju sted by using the knob and b a ro me t ric s c a le p ro v id e d o n e a c h a lt ime t er .
The
p ilo t a lso has a standby compa s smo u n t e df o rwa rd o f t h e p ilo t ' s o v e rh e a dp a n e l .
To tal TemperatureIndicators
Th e r e a r e two total temperature in d ic a t o rs . O n e is lo c a t e d o n t h e p i' lo t s ' c e n t e r
in str um ent panel and one is on t h e e n g in e e r' s in s t ru me n t p a n e 1 . T h e y in d i c a t e
to tal te mperature in degrees c e n t ig ra d e . T o t a l t e mp e ra t u re is d e f in e d a s a m b i e n t
air ( ou ts ide) temperature plus ra m e f f e c t .
Th e total temperature indicato rs u s e 1 1 5 -v o lt A C p o we r f ro m t h e Ma in A C B u s N o .
1. Bo th jndicators are protec t e d b y a s in g le c irc u it b re a k e r la b e le d T 0 T A LT E M P
IN D . A power-off mechanismdis p la y s t h e wo rd O F Ft h ro u g h a win d o w' in t h e f a c e
o f th e i ndicator, should elect ric a ' l p o we r b e lo s t .
,
3 -2 L
4E-101
A to tal te mperature probe is on e a c h s id e o f t h e f u s e la g e , b e lo w t h e p ilo t ' s
windows. Each temperature probe contains two temperature sensing elements.
Pr o b e N o. L is on the left side a n d h a s o n e s e n s o r c o n n e c t e dt o t h e e n g in e e r ' s
total temperature indicator and the other connected to CADCNo. 1. Probe No. 2
is o n th e right side of the fuse' la g e a n d h a s o n e s e n s o r c o n n e c t e d t o t h e t ot a l
tem p e r a ture indicator on the cen t e r in s t ru me n t p a n e l. T h e s e c o n d s e n s o r is
connected to CADCNo. 2.
Each temperature probe has a 115-volt AC de-icing element which is energized by
switch o n the pi'lotsr overheadp a n e l, la b e le d T E MPP RO B DE
E -I CE .
The N o. 1 probe de-icing elemen t is p o we re db y E s s e n t ia l A C B u s No . 1 .
p r o b e de - icing element is powere db y E s s e n t ia l A C B u s No . 2 .
N 0TE: Th e re is no warning for a d e -ic in g s y s t e m f a ilu re .
3-22
No . 2
4E- 10 1
Ch a p t e r 7
CENTRALAIR DATA COMPUTERS
(Fig u re s 3 -2 1 t h ru 3 -2 3 )
I n tr od u cti on
Two com p'leteand independently o p e ra t e d Ce n t ra l A ir Da t a Co mp u t e rs(CA D C s )a r e
in stalle d jn the C-141 to supp ly p rima ry f lig h t in f o rma t io n t o t h e p ilo t ' s a n d
co p ilo t's V ertical S cale Flight I n s t ru me n t s (V S F I ). T h e y a ' ls o p ro v id e co n t r o l
a n d w ar ning'information to the A u t o ma t ic F lig h t Co n t ro l S y s t e m (A F CS ), ai r c o n d iti on in g systems, elevator ar t if ic ia ' l f e e l s y s t e m, ru d d e r p re s s u re re d u c e r s ,
o ve r sp e edwarning system, sta' ll wa rn in g s y s t e m, ru d d e r p re s s u re wa rn in g , a n d
n a vig a tor's true airspeed indic a t o r.
Pftot- static pressures, from th e a irc ra f t p it o t -s t a t ic s y s t e ms , a n d t e mp e r a t u r e
i nfor m a tion, from the total te mp e ra t u re p ro b e s , a re s u p p lie d t o e a c h CA D C . T h e
C ADCstr ansform these primary in p u t v a ria b le s in t o e le c t ric a l s e rv o s ig n a l s
r ep r e se nting true airspeed, ca lib ra t e d a irs p e e d , Ma c hn u mb e r, p re s s u re al t i t u d e ,
a n d ve r tical velocity.
CAD CNo . 1 receives pitot-static p re s s u re s f ro m t h e p ilo t ' s s y s t e m a n d t em p e r a tu r e in fonmation from a tempera t u re s e n s o r mo u n t e din t h e le f t t o t a l t e m p e n a t u r e
pr o b e . The electrical signal o u t p u t s a re a mp lif ie d a n d d is p la y e d o n t h e p i l o t ' s
pr im a r y flight instruments and t h e n a v ig a t o r' s t ru e a irs p e e d in d ic a t o r (i f
se le cted). E lectrical power i s s u p p lie d b y t h e 1 1 5 -v o lt , 4 0 0 -h e rt z E me r g e n c y
AC Bu s. A circuit breaker, la b e le d CA DCNo . 1 , p ro v id e s p o we r c irc u it pr o t e c tio n .
T here are no control ci rc u it s , a n d t h e s y s t e m is in o p e ra t io n wh e n e v e r
the EmergencyAC Bus is powered.
C ADCNo . 2 has the samepower re q u ire me n t , b u t p o ! . / e ris s u p p lie d f ro m t h e N a v i ga ti on AC B us No. 2. Whenev e rp o we r is a p p lie d t o Na v ig a t io n A C B u s No . 2 , t h e
system is in operation. Circu it p ro t e c t io n is s u p p lie d b y a c irc u f t b re a k e r
l ab e le d CA DCNo. 2. P itot-stat ic in p u t s f o r CA DCNo . 2 a re p ro v id e d b y th e
cop ilo t's system. A temperat u re s e n s o r in t h e rig h t t o t a ' l t e mp e ra t u re pr o b e
pr o vid e s temperature informatio n . E le c t ric a l s ig n a l o u t p u t is d is p la y e d o n t h e
cop ilo t's primary flight instru me n t s a n d t h e n a v ig a t o r' s t ru e a irs p e e d in d i c a t o r
( if se le cted).
Bo th CADCsare located on the u n d e rd e c ke q u ip me n tra c k s . CA DCNo . f is on t h e
le ft sid e, on the forward equ ip me n tra c k , a n d CA DCNo . 2 is o n t h e rig h t s i d e
of th e c enter avionics rack.
Testi n g
0n th e front panel.of each CADCis a p u s h -t o -t e s t s wit c h a n d f o u r ma lf u n c t i o n
w ar n in g lights.
The warning l ig h t s a re la b e le d Hp (p re s s u re a lt it u d e ), Va
( tr ue airspeed), V a (calibrated a irs p e e d ) a n d M (Ma c h ). Mo n it o r c irc u it s w i t h i n
th e C ADCswill sense malfuncti o n s a n d illu min a t e o n e o r mo re wa rn in g ' lig ht s ,
de p e n d ingon which circuit has ma lf u n c t io n e d .
3- 23
4E- 10 1
Actua ti ng the push-to-test button will d riv e t h e CA DCt h ro u g h a s e lf -t e s t c y c l e .
The m om e ntthe test cycle starts, a ll f o u r wa rn in g ' lig h t s s h o u ld illu mf n a t e .
Th e l i qh ts will not go out until t h e p re s e t v a ' lu e s a re re a c h e d . T h e t ime li m i t
fo r se lf- te sting is 150 seconds , a t wh ic h t ime a ' ll f o u r wa rn in g lig h t s s h o ul d
be OUT. Should a'light remain 0 N, a ma lf u n c t f o n is in d ic a t e d in t h a t c irc ui t .
R ea d o u tof the preset values will b e d is p la y e d o n t h e c o rre s p o n d in g p rima ry
fl i gh t in struments. In addition, a CA DCI NO Pl' ig h t will b e d is p la y e d o n t he
a n n u n cia tor panel, and both mast e r CA UT I O N
lig h t s will illu min a t e .
In ad d iti on to the test switches o n t h e CA DC,t h e re is a t e s t s wit c h o n e a c h s i d e
co n so le . These switches have thre e p o s it io n s : S E L FT E S T , NO RMAaLn d MO NT E S T .
Th e test switch for No. 1 CA DCis o n t h e p ilo t ' s s id e c o n s o le , a n d t h e t e s t
switch fo r No. 2 CA DCis on the c o p ilo t ' s s id e c q n s o le .
The SEL FTES Tposition is used fo r n o rma l t e s t in g o f t h e s y s t e m, a n d t h js p o s i tio n cor r e sponds to the push-to- t e s t s wit c h o n t h e CA DCf ro n t p a n e l. Wh e nt h e
switch i s held to the S E LFTE S Tp o s it io n , t h e CA DCre a c t s a n d d riv e s t h e v e r t i c a l
scale fl i gh t instrument to prese t t e s t v a lu e s wit h in 1 5 0 s e c o n d s . T h e s e v a l u e s
ar e :
A l ti tude
KCAS
Mach
Navigator's TA S
Du r in g the test cycle, the vertica l
foo t p e r m inute rate of clfmb.
50,000' t 110'
225 knots t 3.5
.92 ! 0.015
527 knots t 5
v e lo c it y in d ic a t o r will
in d ic a t e a 2 0 , 0 0 0
A s the M ach indicator passes .3 M a c h , t h e E J E CT O0RN lig h t o n t h e f lig h t e n g i n e e r 's e n vironmenta'lpane'l will go O UT . A n a u d ib le a irc ra f t o v e rs p e e dwa rn i n g
w i l l b e h e ard in the headsets as Ma c h0 . 8 2 5 is re a c h e d .
T h r o u g h o u tthe entfre test cyc1e , f la g s will a p p e a r o n t h e Ma c h , o n t h e c a l i br a ted a ir speed, and on the altitud e in d ic a t o rs . T h e CA DCI N0 P l' ig h t s o n t h e
an n u n cia tor panel will come0N, an d b o t h ma s t e r CA UT I O N
lig h t s wi' ll jllu mjn at e .
T h e test cycle is complete when th e v e rt ic a l v e lo c it y in d f c a t o r re t u rn s t o z e r o .
T he switch is then released, and t h e CA DCs y s t e m will re t u rn t o n o rma l mo deo f
ope r a ti on .
Hold in g th e switch in MONTE S T(Mo n it o r T e s t ) will t e s t t h e CA O C
mo n f t o r c ir c u i t s .
T his is do ne to assure the monit o r c irc u it will o p e ra t e a t min imu mp re s c rf b e d
v alu e s. The monitor circuits norma lly s e n s e me c h a n ic a l o r e le c t ric a l ma lf un c tfo n s w i th in the CA DCand trigger wa rn in g s ig n a ls wh ic h wa rn t h e p ilo t s o f t h e
m a lfun cti ons. During monitor test , f la g s s h o u ld a p p e a r in t h e Ma c ha n d c a li br a ted a i r speed i nstruments. The CA DCI N0 P I ig h t wi' l ' l i I I u min a t e o n t h e a n n u n ci ator p a n e'|, and the three warnin g I ig h t s o n t h e f ro n t p a n e l o f t h e re s p e c t i v e
C ADCw i l l come0N (Hp [pressure a lt it u d e ] lig h t will n o t illu min a t e ).
I n ad d i tio n , the master CA UTION
lights wil' l i' llu min a t e .
Re le a sin g the switch will return t h e CA DCt o n o rma l mo d eo f o p e ra t io n . A ll C A D C
te st switches are interlocked thr o u g h t h e t o u c h d o wnre 1 a y s t o p re v e n t t e s t in g t h e
C ADCsin fl ight.
3-24
4 E- 10 1
Chapter 8
(VS
SFI)
V E RTICAL
S CA L EF L I G HTI NS T RUME NT
(F ig u re s 3 -2 4 t h ru 3 ' 2 6 )
I n tr od ucti on
Th e p ilot's and copilot's ins t ru me n t p a n e ls a re e q u ip p e dwit h in d e p e n de n t l y o p e r a ted electro-mechanical vertic a l s c a le f lig h t in s t ru me n t s . E a c h p a n e l h a s t w o
g r o u p - type indicators. One in d ic a t o r will s u p p ly a irs p e e d a n d Ma c h in f or m a t i o n ,
E a c h in d ic a t o r i s
a n d th e other wfll supply ve rt ic a l v e lo c it y a n d a lt it u d e .
in teg r ally lighted and divide d in t o t h re e d is p la y c o lu mn s . E a c h c o lu mn c o n t a i n s
a ver ti c ally moving tape mov in g p a s t a s t a t io n a ry h o riz o n t a l re f e re n c e l i n e
a cr o ss the center of the indic a t o r.
Ea ch indicator is driven by a s e p a ra t e a mp lif ie r mo u n t e do n t h e t o p s h e l f o f t h e
ce n ter equipmentrack and rec e iv e s e le c t ric a l s ig n a ls f ro m t h e c e n t ra l a i r d a t a
co m p u ters. The pilot's indic a t o rs re c e iv e s ig n a ls f ro m CA DCNo . 1 , a n d t h e
co p ilo trs indicators receive s ig n a ls f ro m CA DCNo . 2 .
The in dicators are poweredby 1 1 5 -v o lt , 4 0 0 -h e rt z s in g ' le -p h a s eA C p o we r . T h e
pilo t's V S FIs are poweredby t h e E me rg e n c yA C B u s a n d t h e c o p ilo t ' s b y t h e
Na vig a tion A C B us No. 2. A n e le c t ric a l o r me c h a n ic a l f a ilu re o f o n e ind i c a t o r
will not affect any other V S F I .
M ach - Arspeed
i
Tw o M ach-A irspeedIndicators p ro v id e t h e p ilo t a n d c o p ilo t wit h in d ic a t i o n s o f
M ach numberand calibrated airs p e e d . T h e Ma c hn u mb e ris o n t h e c e n t e r t a p e , a n d
ca lib r a ted airspeed is on the rig h t t a p e .
The M ach numberjs indicated o n a v e rt ic a lly mo v in g s c a le in t h e mid d le c o l u m n .
The M achtape also movespas t a f ix e d in d e x lin e a n d is g ra d u a t e d f ro m 0 . 2 M a c h
th r o u g h 1.0 Mach in hundredt h s o f Ma c h in c re me n t s . T h e t a p e is n u mb e r e da t e a c h
on e - tenth Mach increment. A h a s h e dma x imu m
a llo wa b le MA CH
ma rk e r is p a i n t e d o n
th e tape at 0.825 Machand in d ic a t e s t h e ma x imu m
a llo wa b le Ma c hn u mb e rs p e e d
w he n the symbol is aligned wit h t h e f ix e d in d e x lin e .
A com mand
Machmarker is use d in c o n ju n c t f o n wit h t h e Ma c ht a p e a n d ma y b e s e t
to an y Mach numberbetween0. 2 a n d 1 . 0 Ma c h . T h e c o mma nma
d rk e r p o s it ion i s s e t
by m oving the command
Machsle win g s wit c h o n t h e b a s e o f t h e in d ic a t o r, u p o r
do wn . The set position of the c o mma nMa
d c hma rk e r is in d ic a t e d in t h e c o m m a n d
M ach r eadout window, located a b o v e t h e s le win g s wit c h .
R ele a sing the slewjng switch will lo c k t h e c o mma nma
d rk e r a t t h e s e t Mac hv a l u e .
The command
marker remains at t h e t o p o r t h e b o t t o m o f t h e Ma c hc o lu mn u n t i l t h e
set M a chvalue comesinto vie w. T h e n t h e c o mma nma
d rk e r will f o llo w t h e t a p e a t
the se t Machvalue. W henthe c o mma nma
d rk e r is a lig n e d wjt h t h e f ix e d i n d e x
1 in e , the aircraft is f'lying a t t h e c o mma nMa
d c hv a lu e .
A w ar n ing f1ag, that reads MA CH,will c o mejn t o v ie w ju s t b e lo w t h e f jx ed i n d e x
l i ne to indicate unreliable M a c h in f o rma t io n is b e in g d is p la y e d o r p o we r h a s
fa i I e d .
3-25
4 E- 10 1
Calfbr a ted airspeed fs indicated in t h e rig h t c o lu mn o n a v e rt ic a lly mo v in g t a p e ,
m o v'in gp a st a fixed index line. T h e t a p e s c a le ' is g ra d u a t e d f ro m 5 0 t h ro u g h 5 0 0
k no ts in 10 -knot increments. B et we e nt h e 1 0 0 t h ro u g h 2 0 0 k n o t s c a ' le , e a c h 20 k no t i ncr e ment is numbered. A bov e 2 0 0 k n o t s , e a c h 5 O -k n o t in c re me n t f s n u m b e r e d .
A co m m a n airspeed
d
marker is used in c o n ju n c t io n wit h t h e t a p e , t h e c o mma nd
airsp e e d r e a d out window, and the com ma nadirs p e e d s le win g s wit c h . P re -s e le c t ion
a n d o p e r a ti on of the command
airs p e e d ma rk e r is id e n t ic a l t o t h a t o f t h e c o m m a n d
M achm a r ke r, with one exception. T h e c o mma nadirs p e e d s le win g s wit c h h a s a s i d e
d e ten t p o sition, in which the com ma nadirs p e e d ma rk e r will a lig n it s e lf wit h t h e
fi xed in d e x line and the calibrated a irs p e e d (a s re a d a t t h e f ix e d in d e x lin e )
will a p p e a r in the command
airspee d re a d o u t win d o w. A n y c h a n g e in a irs p e e d w i ' l l
b e in d ica ted immediately in the c o mma nre
d a d o u t win d o w.
A w ar n in g f1ag, reading IA S , wi'll c o mein t o v ie w if t h e d is p la y e d a irs p e e d ' is
unr e l ia b le or power is 'lost.
V er ti cal Velocity - A 'ltitude Indic a t o rs
Th e pilo t a nd copi'lot indicators h a v e t h re e c o lu mn swit h a v e rt ic a l)y mo v ing
t ap e . The left column contains th e v e rt ic a l v e lo c it y in d ic a t o r, t h e c e n t e r
co lu m n h a s the vernier (sensitive) a lt it u d e s c a le , a n d t h e rig h t c o lu mn h a s t h e
gr oss alti tu de scale. A ltitude an d v e rt ic a l v e lo c ' it y f o r t h e p ilo t ' s in d ic at o r
com e sfr om CA DCNo. 1. The copilo t ' s in f o rma t io n c o me sf ro m CA DCNo . 2 .
Ver ti cal ve locity information is d is p la y e d in t h e le f t c o lu mn . I t s o p e ra t ion i s
so m e wh adifferent
t
than the other f lig h t in s t ru me n t s , in t h a t a mo v in g p o in t e r
will m ovepast a fixed scale on th e f a c e o f t h e in d ic a t o r, wh e n t h e v e rt ic a l
ve lo city i s 1,500 feet-per-minute o r le s s . T h e f ix e d s c a le is g ra d u a t e d f ro m 0
t hr o u g h 1 ,500 feet-per-minute c'limb o r d e s c e n t , in 1 0 0 f e e t -p e r-min u t e g ra d u a t io n s.
Each 500 fpm fncrement is n u mb e re d .
l ,/h e nth e ve rtical velocity increa s e s a b o v e 1 , 5 0 0 f e e t -p e r-min u t e , t h e p o in t e r w i l l
sto p at th e top (or bottom) of the c o ' lu mn ,a n d a v e rt ic a l t a p e will mo v ep a s t i t .
Th e ver ti cal tape is graduated in 1 , 0 0 0 f p m in c re me n t s f ro m 2 , 0 0 0 u p t o 5 , 0 00 f p m ,
i n 2,00 0 fpm increments up to 10,0 0 0 f p m, a n d in 5 , 0 0 0 f p m in c re me n t s u p t o 2 0 , 0 0 0
f e e t- pe r - m inute. The vertical spe e d o f t h e a irc ra f t is in d ic a t e d a t a ll t im e s
by th e po in ter. The altitude info rma t io n is in d ic a t e d in t h e mid d le a n d rig ht
co lu m n s. The middle column has a v e rt ic a l' ly mo v in g t a p e in d ic a t in g v e rn ie r
( se n siti ve) altitude and the right c o lu mn h a s a v e rt ic a l mo v in g t a p e in d ic a ti n g
gr oss alti tu de.
B oth tapes movep a s t a f ix e d in d e x ' lin e a n d mu s t b e u s e d
t og e the r to indicate aircraft alti t u d e .
T he ver n ie r tape (middle column) is g ra d u a t e d f ro m z e ro t h ro u g h 1 , 0 0 0 f e e t , i n
5 0 - foo t in crements. E ach 100-foot in c re me n t is n u mb e re d . T h e v e rn ie r t a p e w i l l
m ake on e complete revolution for e a c h 1 , 0 0 0 f e e t in d ic a t e d o n t h e g ro s s a lt itu d e
t ap e . Th e gross tape is graduated f ro m min u s 1 , 0 0 0 f e e t t o p lu s 5 0 , 0 0 0 f e e t i n
5 0 0 - foo t in crements, with each 1,0 0 0 -f o o t in c re me n t b e in g n u mb e re d .
A com m a na'ltitude
d
marker is used in c o n ju n c t io n wit h t h e v e rt ic a l mo v in g t ap e s ,
co m m a n alti
d tude slewing switch, a n d c o mma nadlt it u d e re a d o u t win d o w. 0 p e rat i o n
o f the com mand
marker is identical t o t h a t o f t h e a irs p e e d in d ic a t o r. T h e s l e w i n g
3-26
4 E- 10 1
sw i tch has a side detent pos it io n . Co mma nadlt it u d e is in d ic a t e d in t h e r e a d o u t
w i nd o wwhen the slewing switch is in t h e CE NT EpRo s it io n .
Th e command
altitude marker will re ma ln a t t h e b o t t o m o r t o p o f t h e c o lu m n u n t i l
th e pr eset command
altitude a p p e a rs in t h e g ro s s a lt it u d e c o lu mn . T h e c o m m a n d
m a r ke r will then position its e lf t o t h e p re s e le c t e d c o mma nadlt it u d e v al u e o n
th e vertically moving gross a lt it u d e t a p e . Co mma nadlt it u d e is re a c h e d w h e n t h e
com m a nd
marker is aligned wit h t h e f ix e d in d e x lin e .
P'l acin g the altitude slewing s wit c h in t h e s id e d e t e n t p o s it io n a llo ws d i g i t a l
r e a d o u t of aircraft altitude in t h e c o mma n re
d a d o u t win d o w. I ' lh e ns e lf -te s t i n g
th e C ADCsor the V S FIs, the s le win g s wit c h mu s t b e in t h e s id e d e t e n t po s i t i o n .
0 n th e lower left portion of t h e in s t ru me n t c a s e is a B A R0s e t k n o b , whi c h f s
u se d to makebarometric press u re (a lt ime t e r s e t t in g s ) a d ju s t me n t s t o t h e a l t i tu d e in dicators. Digita'l rea d o u t o f t h e b a ro me t ric s e t t in g a p p e a rs in a w i n d o w
j ust above the B A R0set knob .
Po we r failure or unreliable a lt it u d e in f o rma t io n is in d ic a t e d wh e n a f la g ( r e a d in g ALT) appears in the gross a lt it u d e c o lu mn a b o v e t h e f ix e d in d e x lin e .
VSFI Testing
Two VSF I switching panels are in s t a lle d f o r t h e p u rp o s e o f t e s t in g t h e v e r t i c a l
scale flight instruments. Th e p ilo t ' s V S F I s wit c h in g p a n e ' l is o n t h e pi l o t ' s
si de console and will test the p ilo t ' s Ma c h , I A S a n d a lt it u d e in d ic a t o rs . T h e
cop ilo t's V S FI switching pane ' l is o n t h e c o p ilo t ' s s id e c o n s o le a n d is u s e d t o
te st th e copi'lot's Mach, IA S a n d a lt it u d e in d ic a t o rs .
Ea ch switching panel has two t e s t s wit c h e s . O n e s wit c h is la b e le d " I A S " a n d w j l l
te st th e Machand IA S indicat o r. T h e o t h e r is la b e le d " A L T " a n d will t es t t h e
alti m eter.
E ach switch has th re e p o s it io n s (N0 RM,S E L FT E S Ta n d MO NT E S T ) , a n d
is spr ing-loaded to the N0RMp o s ' it io n . Ho ld in g e it h e r (o r b o t h ) s wf t c he s t o t h e
SELF- TE Sposition
T
will drive t h e in d ic a t o rs t o t h e s a mep re s e t v a lu e s . T h e
wa r n in g flags will appear in t h e in d ic a t o rs b e in g t e s t e d . T o a t t a in t h e c o r r e c t
alti m eter preset test value,29 . 9 2 " Hg mu s t b e s e t in t o t h e b a ro me t ric p r e s s u r e
r ea d o u t window. Releasing the s wit c h e s will a llo w t h e in d ic a t o rs t o ret u r n t o
no r m a l operation.
Th e M ONTE S Tposition of eithe r s wit c h is u s e d t o a s s u re t h e p ilo t s t h at t h e
in d ica tor monitor circuits w ill o p e ra t e a t a min imu mp re s c rib e d v a 1 u e . H o l d f n g
the sw itches in the MONTE S Tp o s it ' io n will t rip t h e mo n it o r c irc u it s wi t h i n t h e
in d ica tors and display a warn in g f la g in t h e in d ic a t o r b e in g t e s t e d . R e l e a s i n g
ffim h e s
will reset the mo n it o r iirc u it s a n d p u ' ll t h e wirn in g f la g s o u t o f
vie w.
The VSF I test switches will o p e ra t e in f lig h t o r o n t h e g ro u n d a n d a re p r i m a r i l y
use d to check the accuracy of t h e in d ic a t o rs .
3- 27
4E- 10 1
Chapter 9
AUTOP
I LOT
I ntroducti on
T he a u top ilot provides the meansb y wh ic h t h e a irc ra f t is c o n t ro lle d a u t o mat i c a ' l 1 y
i n flig h t.
The autopilot can gufd e t h e a irc ra f t t o t h e ru n wa y f o r la n d in g s . T h e
acti on of the autopilot is smoot hs in c e a u t o p ilo t s ig n a ls f o r c o rre c t iv e a c t i o n
ar e d ir e ctl y proportiona'l to the a mo u n to f d is p ' la c e me n t . Co o rd in a t e d t u rn s a r e
ma d ei n a ll modesof operation.
A ny d e sir e d pressure altitude or Ma c hc a n b e ma in t a in e d . A n y d e s ire d n a v ig at i o n
c ou r se ca n also be maintained usin g V O RNo . 2 , I L S No . 2 , T A CA N
No . 2 o r I NS
si g n a 'ls.
P o we r Re q u irements
T h e au top ilot uses 115-volt, 400-h e rt z , s in g ' le -p h a s eA C p o we r f ro m A C Na v B us
No. 1, a n d 28-volt DC power from t h e Ma in DC A v io n ic s B u s No . 1 .
Th e au top ilot warning circufts
are c o n n e c t e dt o t h e I s o ' la t e d DC B u s .
Au top ilo t Controls and Indicators
The Autom a tic Flight Control S yst e m(A F CS )p a n e l is lo c a t e d o n t h e p ilo t s ' c e n t er co n so le. With this pane1, the p i' lo t c a n c o n t ro l t h e d e s ire d mo d ee n g a ge m e n t .
In a d d iti on , he can changealtitud e o r ma k ec o o rd in a t e d t u rn s wf t h o u t d is e n g a g i n g
t he a u top i lot.
A l 'l o f the switches on the A FCSc o n t ro l p a n e ' l wit h t h e e x c e p t io n o f t h e MA C H
IN C - M ACH
DE Care held to their en g a g e dp o s it io n b y a h o ld in g s o ' le n o id .
A n in ter lo ck system prevents enga g e me not r re le a s e s t h e s wit c h if a n imp ro pe r
en g a g e m e nsetup
t
is selected by th e p i1 o t .
A n AFCStr i m indicator panel is lo c a t e d o n t h e p ilo t s ' c e n t e r in s t ru me n t p a ne 1 .
T h is pa n e l has four jndicators and f o u r in d ic a t o r lig h t s .
AFC SC on tr ol P anel P rocedures
T h e AU T0PILOT
switch on this panel is u s e d t o e n g a g et h e a u t o p ilo t .
It can also
b e u se d to disengage the autopilot .
I f t h e a u t o p ilo t d is c o n n e c t s wit c h o n ei t h e r
co n tr ol w heel is depressed, the au t o p ilo t will d is e n g a g ea n d t h e A UT 0 P I L OsTw i t c h
w i l l r e tur n to the OFFposition. T h e y a w d a mp e rs y s t e m d o e s n o t d is e n g a g ew h e n
t he au top ilot is disengaged.
T he N AVSEL/LA TOFF switch allows t h e n a v ig a t io n a id s e le c t e d o n t h e c o p ilo t r s
Na vig a ti on Selector P anel (NS P ) to f u rn f s h s ig n a ls t o t h e a u t o p ilo t .
Mo v in g t h e
switch to NA VS E L engagesthe nav ig a t io n a id . Mo v et h e s wit c h t o n e u t ra l if t h e
3:'28
4E-101
n a vig a tion aid is to be dfsen g a g e d . T h e s wit c h will b e re t u rn e d t o n e ut r a l
au tom atically if the TURNcont ro lle r k n o b is mo v e do u t o f d e t e n t o r t h e a u t o pilo t is disengaged.
Aile r o n control only is disen g a g e db y mo v in g t h e NA VS E L / L A TO F F s wit c h t o L A T
OFF. Aileron control by the a u t o p ilo t is re s t o re d wh e n t h e s wit c h is re t u r n e d
to n e u tral.
The AL T HLD/P ITCH
OFF switch a l' lo ws t h e p ilo t t o d f s e n g a g ep it c h c o n t ro l o n l y
by pla cing it to P ITCHOFF. T h e A L T HL Dp o s it io n a llo ws t h e a u t o p ilo t to k e e p
th e air craft at the pressure a lt it u d e e x is t in g a t t h e t ime t h e s wit c h is e n g a g e d
to th is position. A ltitude h o ld c a n b e d is e n g a g e db y p la c in g t h f s s wit c h t o
ne u tr al.
N ext to the A LT HLD/P ITCH
T h e P I T C Hc o n OF Fs wit c h is t h e P I T CHc o n t ro lle r.
tr o lle r can be rotated toward UP o r DO |. Jt N
o p ro d u c e a p it c h c h a n g e . Max i m u m
pitch ang'le is 30 degrees. T h e P I T CHc o n t ro lle r is in o p e ra t iv e u n d e r t he f o l l o w i ng conditions: A LT HOLDeng a g e d , P I T CHO F Fe n g a g e d ,G / S (g lid e s lo p e ) en g a g e d ,
or M ACHHLDE L (Mach hold-elev a t o r) e n g a g e d .
The TU RNcontroller, located t o t h e rig h t o f t h e P I T CHc o n t ro lle r, is us e d t o
m a kecoordinated turns wjth t h e a u t o p i' lo t . T u rn it rrL rro r " R" a s d e s ired .
M a xim um
bank angle is 38 degre e s . Wh e n e v e rit f s u s e d , t h e c o mp a s sh e ad i n g o r
na vig a tfon aid being used is a u t o ma t ic a lly d is e n g a g e d . Wh e nt h e T URNc on t r o l l e r
i s r eturned to neutral (deten t ) p o s it io n , t h e c o mp a s sis a u t o ma t ic a lly r e e n g a g e d
as th e aircraft rolls to a wi n g s -1 e v e l a t t it u d e .
Ho we v e r,t h e n a v ig a t ion a f d
will be reengagedonly if the NA VS E L / L A TO F F s wit c h is p la c e d t o NA VSE L .
Th e G /S /V E RNA V(glideslope/v e rt ic a l n a v ig a t io n ) s wit c h is u s e d , in t h e G , / S
po siti on, with the navigatfon a l a id f u n c t io n o f t h e a u t o p ilo t in t h e I L S m o d e .
An IL S frequency must be sele c t e d o n V HF , / NANo
V . 2 , a n d V O R/ I L Smu s t b e s e l e c t e d
o n th e c opilot's NS Pbefore t h e G , / Ss wit c h will e n g a g e . T h e G / S a rm ligh t
i l l um in ates when the G/S switc h is s e t t o 0 N. T h e g lid e s lo p e f u n c t io n e n g a g e s
au tom a tical'ly as the aircraft in t e rc e p t s t h e g lid e s lo p e . A lt it u d e h o 1 d, ' i f o n ,
w i l l automatically disengage , t h e G / S A RMlig h t g o e s o u t , a n d t h e a irc raf t
tr a cks the G/5 signal. The VE RNA Vp o s it io n o f t h e s wit c h a 1 lo ws t h e FS A S
( Fue l Savings A dvisory S ystem) t o u t iliz e t h e o ld V E RNA Vc h a n n e l o f t h e a u t o p i1 o t, which had been disconne c t e d , t o g iv e t h e a u t o p i' lo t c 1 imb , c ru is e a n d
d e sce n t information. This is s o t h a t t h e a irc ra f t c a n ma in t a in t h o s e m o d e so f
o p e r a ti on inserted in the FSA S .
AFSCTr im Indicator P anel P roc e d u re s
Th e fo u r trim indicators, two f o r t h e ru d d e r a n d o n e e a c h f o r t h e a ile ron a n d
e le va tor, a'l1owvisual monitorin g o f t h e A F CS . A n y t ime a c o rre c t io n is a p p l i e d
to a n a utopilot control axis, t h e in d ic a t o r b a r d e f le c t s f ro m t h e in d e x m a r k .
Th e A/P OFF light comes0N to in d ic a t e t h a t t h e a u t o p ilo t h a s b e e n d is e ng a g e d
b y o n e of the system safety in t e rlo c k s . T h e lig h t ma y b e t u rn e d O UTb y d e p r e s s i ng e ither of the control whe e l A / P d is c o n n e c t s wit c h e s o r re e n g a g in g t h e a u t o p i I o t.
3-29
4E- 1 0 1
C on tr ol Wh eel S teering
C on tr o'l w heel steering (Cl,lS )is i n c o rp o ra t e d in t o t h e p ilo t rs c o n t ro l wh e e l o n 1 y .
It allo ws aircraft attitude contro l wit h o u t d is e n g a g in g t h e a u t o p ilo t .
Co n tr ol Wh eel S teering Modeis sele c t e d b y p la c in g t h e Cl. lSs e le c t o r s wit c h , o n
th e AFCScontrol pane'I, forward t o t h e CWSp o s it io n .
A w he e l pr e ssure of more than 2.5 p o u n d swill a c t iv a t e t h e s y s t e m. T h e b a n k o r
p itch an g le will change up to the limit s o f t h e e n g a g e do p e ra t in g mo d e .
If C WSfor ce is released, and ban k a n g le is g re a t e r t h a n t h re e d e g re e s , t h e a i r cr a ft w i l l stay at the existing b a n k a n g 1 e .
If C WSfo r ce is re'leased, but ban k a n g le is le s s t h a n t h re e d e g re e s , t h e a ir cr a f t wi I I rol 'l I evel and hol d the e x i s t i n g h e a d in g .
In pitch, if the CW Sforce is rel e a s e d , t h e a irc ra f t will re ma in a t t h e p it c h
a n g 'le existjng at the time of rele a s e ; h o we v e r, a CWSf o rc e mu s t b e s u s t a in e d
to ho ld a devfatfon from the norm a l g lf d e s lo p e p a t h d u rin g c o u p le d I L S
ap p r o a ch e s.
C WSacti on is present if:
A UTOP I L OsTwit c h is 0 N, T URNc o n t ro lle r
a n d C WSsw itch is forward.
is in d e t e n t ,
Ro ll C I.JS
is inactivated when the NA VS E L / L A TO F Fs wit c h is in L A T 0 F F . NA VS E L
h a s p r io r ity over roll CW Sexcep t wh e n f ' ly in g a c o u p ' le dI L S a p p ro a c h . P it c h
C WSis in a ctivated when A LT HLDor P I T CHO F F is s e le c t e d . A lt it u d e h o ' ld h as
pr i or f ty over pitch CW S . P itch C f ' / Sh a s p rio rit y o v e r MA CHh o ld .
Autopi 'lot ModeSelecti on
T he var io u s autopilot modeshave d e f in it e p rio rit ie s a n d c o mp a t ib i' lit ie s . T h e
te r m com p atibility is used to indic a t e t h a t t wo d if f e re n t mo d e sc a n b e s e le ct e d
at th e sam etime. For example, a' lt it u d e h o ld a n d ro ll CWSc a n b e s e le c t e d a t
th e sam etime.
So m em o d e shave priority over oth e r mo d e s . I f a h ig h e r p rio rit y mo d eis s e l e c te d , th e l ower priority modewi1'l d ro p o u t o f t h e c o n t ro l c irc u it .
T h e in t er l o ck syste m prevents the pflot from s e ' le c t in g a lo w p rio rit y mo d ewh e n a h igh e r
pr io r ity m odehas already been se le c t e d .
AUTOPILOT
OPERATIONAL
MODES
In tr od u cti on
T h e a u top ilot modesare selected b y s wit c h e s o n t h e A F CSc o n t ro ' l p a n e l. S e l e c ti on o f n a vigation aids used with t h e a u t o p ilo t a re ma d eo n t h e c o p ilo t ' s n a v i ga ti on se le ctor panel.
3 -3 0
4E- 10 1
H ea d in g Hold Mode
This is a primary mode. In t h ' is mo d e , t h e a u t o p ilo t u s e s t h e e x is t in g ai r c r a f t
h e a d in g at time of switch eng a g e me nat s t h e h e a d in g re f e re n c e . T h is mo d ei s
se le cted when the A UT0P IL0T
s wit c h (A F CSp a n e l) is t u rn e d 0 N. I t is n ot i n o p e r a ti on when CWSor the TURNcon t ro lle r is b e in g u s e d .
Alti tu d e Hold Mode
This m odeho'lds the aircraft a t t h e re f e re n c e a lt it u d e e x is t in g a t t ime o f
en g a g ement. S ettjng the A LT HL D/ P I T CH
O F Fs wit c h t o A L T HL De n g a g e st h i s m o d e .
The h e ading hold modeis retain e d . A lt it u d e h o ld mo d ed ro p s o u t if MA C HH L DE L
i s se le cted, or if G/S A RMis s e le c t e d a n d t h e a irc ra f t in t e rc e p t s t h e IL S g l i d e s1 o p e . No pitch CWSis availa b le wh e n t h is mo d eis u s e d .
M achH old Mode
This m odemaintains the aircra f t a t t h e Ma c he x is t in g a t t h e t ime o f e ng a g e m e n t .
The H eading Hold Modeis retain e d . O t h e r h e a d in g mo d e sma y b e s e le c t e d . U s e
M ACHHLDE L switch (A FCSpan e ' l). T h e Ma c h re f e re n c e c a n b e in c re a s e d / de c r e a s e d
u p to .05 Machby use of MA C HI NC/ MA CH
DE Cs wit c h (A F CSp a n e l). T h is m o d ed r o p s
ou t i f ALT HLDswitch is use d o r if G / S A RMis s e le c t e d a n d t h e a irc ra f t i n t e r cep ts the glides'lope. CW Spit c h c o n t ro l h a s p rio rit y o v e r t h is mo d e .
Pi tch Off Mode
Se le cti ng P ITCHOFFwith the A L T HO L D/ P I T CH
O F Fs wit c h t u rn s o f f p it c h co n t r o l
on ly. T he rest of the autopilo t is s t ill e n g a g e d . T h e p ilo t a n d / o r c op i ' l o t h a s
to f1y the pitch axis manually in t h is c o n d it io n .
Lateral Off Mode
Sele cti ng LA T OFFwith the NA VS E L / L A TO F Fs wit c h t u rn s o f f la t e ra l s t e er i n g
on 1 y. T he rest of the autopilo t js s t jll e n g a g e d . T h e p ' ilo t a n d / o r c op i l o t
fl ys the lateral axis in this mo d e .
N avig a tion S elect Operation
Ba sic autopilot functions may b e s u p p le me n t e db y s ig n a ' ls f ro m t h e n a v ig a t i o n
system s installed on the C-14 1 . S e le c t io n o f t h e d e s ire d a id is ma d eon t h e
cop i l o tr s navigati on se'lecto r p a n e l.
H ea d in g S elect Mode
In this mode, the autopi1ot ma in t a in s t h e a irc ra f t o n t h e h e a d in g s e t w i t h t h e
h e a d in g marker on the copilot' s HS I . S e t t h e HDGS E L / NA Vb u t t o n o n t h e c o p i l o t t s
n a vig a tion selector panel to HDG ,a n d t h e NA VS E L / L A TO F Fs wit c h (A F CSpa n e ' l ) t o
N AVSEL.
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4E- 10 1
V0R/ILS Mode
This m od e is placed in servfce by d e p re s s in g t h e V O R/ I L Sb u t t o n o n t h e c o p i ' l o t ' s
na vig a ti on selector panel, and p' la c in g t h e HDGS E L / NA Vb u t t o n t o NA V . A f t e r
th e se tw o have been set, set the NA VS E L / L A TO F F s wit c h (A F CSp a n e l) t o NA VS E L .
Wh e nin ter cept heading is establi s h e d , t h e a u t o p ilo t will re ma in re s p o n s iv e t o
th e h e a d in g marker until the V ORc o u rs e d e v ia t io n is o n e d o t d e f le c t io n ; t h en
th e n a vig a tion aid takes over con t ro l.
To u se IL S, tune a localizer freq u e n c y o n t h e V HFNA VNo . 2 a n d p ro c e e d a s a b o v e .
Th e au top ilot will begin to track t h e lo c a liz e r wh e n c o u rs e d e v ia t io n is s ' l i g h t l y
g r e a ter th an two dots. A fter loca liz e r in t e rc e p t , p o s it io n t h e G / S s wit c h t o
G/S AR M . The autopilot will mai n t a in le v e l f lig h t u n t il in t e rc e p t in g t h e G/ S ;
the n it w i l l begin to track the G, / Ss ig n a l.
TACANMode
Fo r this m ode, use the TA CA N
butto n o n t h e c o p ilo t ' s n a v ig a t io n s e le c t o r p an e 1 .
N ext, set the HDGS E L/NA Vbutton t o NA V . 0 n t h e A F CSp a n e l, t h e NA VS E L / L ATO F F
switch is set to NA VS E L.
T ur n the a ircraft with the copilot ' s HS I h e a d in g ma rk e r t o in t e rc e p t t h e d es i r e d
T ACANr ad ia l.
The autopilot will re c e iv e T A CA N
c o u rs e s ig n a ls wh e n t h e T A C A N
bea mcou p ler is energized at one d o t c o u rs e d e v ia t io n .
IN S Se le ct Mode
T o u se INS, select INS 1 or INS 2 o n t h e c o p ilo t ' s n a v ig a t io n s e le c t o r p a n e1 .
0n the AFCSpanel, place the NA VS E L / L A TO F Fs wit c h t o NA VS E L . T h e a u t o p il o t
wi l l th e n i ntercept and track the a c t iv e I NS c o u rs e if t h e c o p ilo t ' s HDGS EL / N A V
bu tto n i s i n NA V .
F u e l Sa vin gs A dvisory S ystemMode (F S A S )
To use the FS A S ,select the modeo f o p e ra t io n in t h e F S A S(re f e r t o t h e
1C- 1 4 1 8 - 1for modesto select from a n d t h e ir u s e ) p re s s t h e lig h t e d e n g a g e
bu tto n o n the FS A SCDU,and then t a k e t h e G / S / V E RNA Vs wit c h t o t h e V E RNA V
positi on . T he aircraft will now ma in t a in o n f ' ly t h e n o d e s e le c t e d in t h e FS A S .
3-32
4 E-1 0 1
Chapter 10
YAWDAMPERSYSTEM
(F ig u re 3 -2 7 )
I n tr od u cti on
The Au tomatic Flight Control S y s t e m(A F CS )in c lu d e s a y a w d a mp e rs y s t e m. T h i s
yaw da m persystem operates inde p e n d e n t ly o f t h e a u t o p ilo t p o rt io n o f t h e A F C S
an d i s electrically isolated f ro m t h e a u t o p ilo t .
Th is yaw dampersystem controls t h e ru d d e r in a ll mo d e so f a u t o ma t ic o p er a t j o n .
The o r y of Operation
Ya w d a m perengagement
meanstha t t h e ru d d e r c o n t n o l s u rf a c e is b e in g p o s i t i o n e d
by the r udder servos of the A F CS . T h is e n g a g e me nis
t a c c o mp lis h e db y p la c i n g
th e ya w damperswitch on the ya w d a mp e rp a n e l t o 0 N. T h e ru d d e r s e rv o s ha v e
au tom a tically assumedthe posit io n o f t h e a irc ra f t p rio r t o t h is , re s u lt in g ' i n
ir smooth takeover by the yaw damper.
l: ifr e a utopilot is not operat in g , y a w d a mp e rra t e g y ro s No . 1 , No . 2 , a nd N o . 3
se n se a n y deviation of the afrcra f t in t h e y a w a x is . I mme d ia t e ly , a s ig n a l i s
ge n e r a .tedproportional to the y a w, s e n t t o t h e y a w d a mp e rc o mp u t e r, a mp li f i e d ,
an d th e n sent to the servos to d a mp e no u t t h e d e v ia t io n .
If th e autopilot is operatirg, a d y n a micv e rt ic a l s e n s o r (p e n d u lu m)s e n ds s i g n a l s
fr o m r o ll crossfeed channel of t h e a ile ro n c o mp u t e r in t o t h e ru d d e r c h a nn e l t h a t
is use d for turtt coordination. T h a t is , if t h e t u rn is n o t c o o rd in a t e d , t h i s
de vice senses this fact and ge n e ra t e s a s ig n a l. T h e ma g n it u d eo f t h e s ig n a l i s
p r o p o r tfonal to the amountof s lip p in g o r s k id d in g . T h e v e rt ic a l s e n s o r' s s i g n a l
i s th e n summedjn with the yaw ra t e g y ro s ig n a ls t o o b t a in t h e p ro p e r ru d d e r
p o siti on for a coordinated turn . T h e Y A Wd a mp e ris a ls o u s e d b y t h e A WLSs y s t e m
fo r cou r se corrections during a u t o ma t ic la n d in g s .
Op e r a tion
Th e ya w dampersystem uses 115 -v o 1 t , 4 0 0 -h e rt z , s in g le -p h a s e A C p o we r f ro m t h e
Em er g e n cyA C B us through three y a w d a mp e rc irc u it b re a k e rs o n t h e e me rg e n c y
cir cu it breaker pane'|. In addit io n , t h e y a w d a mp e ru s e s 2 8 -v o lt DC p o wer f r o m
the Em ergencyDC B us. There are t wo DCy a w d a mp e rc irc u it b re a k e rs o n t h e e m e r ge n cy cir cuit breaker panel.
Th e yaw dampercontrol panel is lo c a t e d o n t h e p ilo t ' s
o n th e yaw damper, place the 0F F -0 Ns wit c h t o 0 N.
c e n t e r c o n s o le .
To turn
Wa r n in g S ystem
If on e of the yaw rate gyros or s e rv o s ma lf u n c t io n s , t h e mo n it o r s y s t e m w i l l
tur n o n the Y A WDA MP EFA
R ULTli g h t lo c a t e d o n t h e p i lo t ' s a n n u n c ia t o r p a ne l .
3 -3 3
4 E- 10 1
If m o r e than one of the yaw rate g y ro s a n d / o r s e rv o s ma lf u n c t io n , it is d e t e c t e d
b y Fm o n itor
circuit which turn s o n t h e Y A WDA MP EIR
NO P E RA T I Vlig
E h t s lo c a t e d
o n the p ilot's and copilot's ins t ru me n t p a n e ls a n d a u t o ma t ic a lly d is e n g a ge st h e
YAWDAMPER.
Te sti ng
The ya w d ampertest circuit is w ire d t h ro u g h t h e t o u c h d o wnre la y s , s o t h a t i t
i s r en d e r ed inoperative whenev e rt h e a irc ra f t is in f lig h t .
Te sti ng i s accomplishedfrom the y a w d a mp e rc o n t ro l p a n e l lo c a t e d o n t h e p i l o t ' s
ce n ter co nsole. P roceduresfor t e s t in g a re lo c a t e d in T 0 1 C-1 4 1 8 -1 .
3 -3 4
4E-101
Ch a p t e r 1 1
F L I G HTDI RE CT OSRY S T E M
The C- 1 41 aircraft is equippe dwit h d u a l f lig h t d ire c t o r s y s t e ms (F DS ). T h e y
a r e d e signated the pilot's and c o p i' lo t ' s , a n d a re c o mp le t e ly in d e p e n d e nt . E a c h
h a s its own compassand naviga t io n a l a id s in p u t s . T h e p ilo t ' s F DSre c e jve s i t s
sig n a ls from the No. 1 naviga t io n a l a id s . T h e c o p ilo t ' s F DSre c e iv e s it s s i g n a ' l s
fr om the No. 2 navigational ai d s .
Attjtud e is by a vertical gyro s ig n a ' l f ro m I NS o r A HRS(I NS No . 1 o r A HR Sf o r
A t t it u d e ' in f o rma ti o n f o r
the pilo t's, and INS No. 2 or A HRSf o r t h e c o p ilo t ' s ).
bo th Fl i ght D'irector Compute rsis s u p p lie d b y t h e T e s t P ro g ra mmear n d L o g i c
Co m p u ter. This signa'l is the me d ia n s ig n a l o f t h e t h re e a t t it u d e s o u rc e s i n t h e
c- 1 4 1 .
Each FDSconsists of six majo r c o mp o n e n t s : A t t it u d e Dire c t o r I n d ic a t o r ( A D I ) ,
H or jzo n tal S ituation Indicator (HS I ), F lig h t Dire c t o r Co mp u t e r,Ro ll a n d P i t c h
( Attitud e) from INS or A HRS ,R a t e T ra n s mit t e r, a n d t h e Na v ig a t io n S e le c t o r P a n e l .
In a d d ition to the above, there is t h e RA T EO F Fwa rn in g f ' la g , S wit c h in g R a t e
Gyr o , AW LS /FIightDirector Tes t P a n e l, A WL SF a u lt ld e n t if ic a t io n P a n e l, an d A W L S
ir r o g r e ss Display P ane1. The F ' lig h t Dire c t o r Co mp u t e rs ,I NS a n d A HRSG y r o s , a n d
the Ra te Transmitter are locat e d in t h e u n d e rd e c ke q u ip me n tra c k s .
The FDSis simply a combining o f in d ic a t o rs , i. e . , a b rin g in g t o g e t h e r or i n t e gr a ti on of many indicators into t wo . T h e s e t wo in s t ru me n t s a re u s e d t o po r t r a y
th e a ir craft's horizontal and v e rt ic a l a t t it u d e s .
T h e n a v ig a t io n s e le c t o r p a n e l
i s u se d to select different nav ig a t io n a l s y s t e ms f o r p re s e n t a t io n o n t h e f l i g h t
dir e ctor instruments.
ADI
Ba sica lly, the A ttitude Direct o r I n d ic a t o r is a ro ll a n d p it c h in d ic a t o r.
It
em p lo ys a conventional artificja l
h o riz o n t o in d ic a t e t h e a irc ra f t ' s a t t it u d e ,
r e la ti ve to the earth. The IN S o r A HRSg y ro s a n d a t t it u d e s p h e re a re u s e d t o
pr o vid e this information.
The a ttitude warning flag com e sin t o v ie w wh e n p o we r js lo s t t o e it h e r an a t t i tud e g yr o or A DI.
A pitch trim knob is on the lowe r rig h t -h a n d c o rn e r o f t h e A DI t o a d ju s t t h e
po siti on of the attitude sphe re in t h e p it c h a x i s .
Tur n a n d B ank Indicator
At the bottom of the A DI is a t u rn a n d s lip in d ic a t o r a n d a 4 min u t e ra t e - o f - t u r n
n e e d le . These indicators prov id e re g u la r n e e d le a n d b a ll o p e ra t io n .
3- 35
4E-101
0n th e l eft side of the A DI is t h e v e rt ic a l d e v ia t io n in d ic a t o r. T h e a irc r a f t ' s
po siti on is represented by the c e n t e r lin e , wh ic h is a n e x t e n s io n o f t h e m i n i a tu r e air p lane. V ertfcal deviatfo n is p re s e n t e d a s a v a ria b le ma rk e r. T h e V D I
ha s a w ar ning flag which will ap p e a r if t h e g ' lid e s ' lo p es ig n a l is lo s t o r u nr e l i ab le . H owever,until the V DI is u s e d , b o t h t h e V DI a n d wa rn in g f la g will b e
bia se d ou t of view.
An alti tu d e indicator (rising run wa y ) mo v e su p in t o v ie w a t 1 8 0 f e e t Ra d a r a ' l t i tu d e du r in g approaches. A t touc h d o wn ,t h e a lt it u d e in d ic a t o r s h o u ld b e t o u c h f n g
th e w he e ls of the miniature afrc ra f t .
Th e ADI has two other items of imp o rt a n c e : t h e b a n k a n d p it c h s t e e rin g b a rs .
Th e se ar e used to reflect compu t e db a n k a n d p it c h s t e e rin g c o mma n dasn d wil l b e
discu sse d in a later paragraph. T h e re f o re , t h e A DI is p rima rily a n a rt if ic ia l
ho r izo n with a turn and slip indic a t o r a n d t h e V DI .
H SI
Th e H or izontal S ituation Indicato r is p rima rily a ma s t e r re p e a t e r f o r t h e c o m p a s s
syste m . A lso incorporated into t h e HS I is a ra n g e (DME )in d ic a t o r a n d ra d i o m a g ne tj c be a ring pointer (RMI need le ).
Ai r cr aft heading (magnetic, true o r g rid ) is re a d u n d e r t h e u p p e r lu b b e r line .
Th e air cr a ft symbol is affixed to t h e f a c e o f t h e in d ic a t o r, wit h t h e u p p e r a n d
l owe r l ub ber lines representing a n e x t e n s io n o f t h e a irc ra f t ' s n o s e a n d t a i l .
Th e co m p asscard rotates around t h e a irc ra f t s y mb o l a n d lu b b e r lin e s a s a irc r a f t
he a d in g changes.
The he a d ing set knob is used to ma n u a lly s e le c t d if f e re n t h e a d in g re f e re n c e s a s
i nd ica ted by the position of the h e a d in g ma rk e r, re la t iv e t o t h e c o mp a s sc a r d .
0n ce set, the heading marker will ro t a t e wit h t h e c o mp a s sc a rd a s a irc ra f t
he a d in g ch anges.
Th e be a r in g pointer is basically a n RMI (Ra d io Ma g n e t ic I n d ic a t o r) n e e d le . H o w e ve r , i n two cases it does not in d ic a t e t h e ma g n e t ic b e a rin g t o t h e s t a t io n.
This w i l l be covered with the dif f e re n t mo d e so f o p e ra t io n .
The ce n ter portion of the HS I (ex c e p t f o r t h e a irc ra f t
d e via ti on s ection.
s y mb o l) is t h e c o u rse
The co u r se deviation indicator (CDI ) re f le c t s t h e a c t u a l d e v ia t io n f ro m t h e
d e sir e d co urse (track or radial), a s s e le c t e d in t h e c o u rs e win d o wa n d in d i c a t e d
by the he ad of the course arrow. T h e T O -F RO in
M d ic a t o r s o lv e s a mb ig u it y , i . e . ,
j f the co urse selected is toward o r a wa y f ro m t h e s t a t io n . Wh e nt h e d ia mo n d
p o in ts toward the course arrow he a d , t h e c o u rs e js T 0 ; wh e n it p o in t s t o war d t h e
cou r se a r r ow tail, it is FR0Mth e s t a t io n . T h e d e s jre d c o u rs e js s e le c t e d b y
r o tati ng the course set knob. A n y o n e o f 3 6 0 d if f e re n t c o u rs e s c a n b e s e lec t e d .
Th e co m p lete CDI section will rot a t e wh e n s e le c t in g a n e w c o u rs e o r c h a n g in g t h e
a ir cr a ft h eading. The course warn in g f la g will b e o u t o f v ie w wh e n s ig n a ls a r e
r e l'ia b le .
3 -3 6
4 E- 1 0 1
Th e r an ge indicator (DME )prov id e s a min ia t u riz e d , d ig it a l re a d o u t o f t h e d i s ta n ce to the selected statfon, if t h e mo d es e le c t e d a f f o rd s t h e c a p a b ility .
The r an ge indicator's maximum
re a d in g is 9 9 9 n a u t ic a l mf le s .
Na vig a ti on S elector P anels
pane'ls (NS P ), lo c a t e d o n t h e p ilo t ' s a n d c o p ilo t ' s g l a r e
Tw o NAVIGA TION
S E LE CTOR
sh ie ld s, contain contro'ls for s e le c t in g t h e n a v ig a t io n mo d e sf o r t h e f lig h t d i r e c tor systems. The pushbuttons o n t h e p ilo t ' s NA V I G A T I OSNE L E CT 0pRa n e l c o n t r o l
i np u ts to No. 1 flight directo r s y s t e m, a n d t h e p u s h b u t t o n s o n t h e c o p ilo t ' s
panel contro l in p u t s t o No . 2 t lig h t d ire c t o r s y s t e m a n d a u t o N AVIG ATION
S E LE CTOR
p i1 o t. Mechanical interlocks a re in c o rp o ra t e d in t h e t o p ro w o f p u s h b u t t o n s t o
p r e ve n t depressing any two push b u t t o n s t o g e t h e r. T h e f o u r p u s h b u t t o n s o n t h e
b o tto m r ow of each unit (GRIDHDGis lig h t o n ly ) ma y b e s e le c t e d in d e p e nd e n to f
th e to p row selection.
IN S- 1 an d INS -2 pushbutton - ap p lie s I NS n a v ig a t io n f n f o rma t io n a n d t ru e h e a d i n g
fr o m th e selected INS to the as s o c ia t e d HS I .
IN S- 1 a n d INS -2 A LE RT(bottom h a lf o f I NS No . 1 a n d I NS No . 2 p u s h b u t t o ns ) i l l u m in a te w hen the A LE RTlight on t h e CDUo f t h e a s s o c ia t e d I NS illu min a t e s .
pushbutton - applie s T A CA Ns ig n a ls t o t h e a s s o c ia t e d HS I .
TACA N
VO R/ILSpushbutton - appl ie s V 0 R/ I L S s ig n a ls t o t h e a s s o c ia t e d HS I .
NAVOFFpushbutton - remo v e sa ll n a v re c e iv e r a n d c o mp u t e r in p u t s t o
FDSa n d HS I .
GRIDHE A DING
- consists o f t wo in d e p e n d e n tlig h t s , HS I a n d B DHI .
They illumin a t e wh e n G RI Dh e a d in g f ro m I NS is d is played on t h e a s s o c ia t e d HS I o r B DHI a s f o llo ws :
Pilo t's NS P- GRIDHD (HS I ligh t ) will illu min a t e wh e n I NS -1 is in G rid an d p i l o t
h a s se le cted MA GHDG(INS ) and NS Pis n o t in I NS -I o r I NS -2 .
C op ilo t's NS P- GRIDHDG(HS I f ig h t ) wi' 1 1 illu min a t e wh e n I NS -2 is in G ri d a n d
cop ilo t has selected MA GHDG(I NS ) a n d NS Pis n o t in I NS -I o r I NS -2 .
Co p ilo t's NS PGRIDHDG(B DHI lig h t ) will
p ilo t h a s selected MA GHDG(INS ).
illu min a t e wh e n I NS -1 is in G rid a n d
NO TE- These lights are not aff e c t e d b y A HRS .
ATT SEL pushbutton - allows sele c t io n o f I NS o r A HRSa s t h e s o u rc e o f a t tj t u d e
si gn a ls for the associated A DI . Wh e nI NS is s e le c t e d , t h e p ilo t ' s s o u rc e i s
INS N o. 1 and the copilot's so u rc e is I NS No . 2 . T h e p ilo t ' s A T T S E L s wi t c h
r ece ive s power from the emerge n c yDC b u s .
M AGHDGpushbutton - If TA CA NV
, O R/ I L S ,o r NA V / O F F
is s e le c t e d , MA GHDGpu s h bu tto n a llows selection of eithe r t h e I NS o r A HRSa s t h e s o u rc e o f ma g n et i c
h e a d in g for the associated HS I .
3-37
4E- 10 1
ane1,
AD I REPpu shbutton - jf selected o n t h e p ilo t ' s NA V I G A T I 0S
NE L E CT OpR
pf'l ot's FDSrepeats indication o f c o p ilo t ' s F DS ; if s e le c t e d o n c o p ilo t ' s N A V I pane1, copi'lotrs F DSre p e a t s in d ic a t io n o f p ilo t ' s F DS .
G ATIONSELE CTOR
pu shbutton - allows selec t io n o f h e a d in g mo d eo r n a v ' ig a t io n mo d e .
N AV/HDG
Th e ADI R EPFunction
The ADI RE Pfunction is a feature wh e re b yo n e p ilo t c a n d is p ' la y t h e s a mes te e r i ng an d glides'lope information o n h is A DI t h a t is d is p la y e d o n t h e o t h e r p i ' l o t ' s
AD I. Whe neverthe A DI RE Pbutton is d e p re s s e d , t h e a s s o c ia t e d A DI will re p e a t
th e sa m ebank and pitch steering c o mma n d sf,1 a g s , a n d g ' l' id e s lo p ed e v ia t io n
in for m a ti on that are being prese n t e d o n t h e o t h e r F DSA DI .
It m u st be emphasizedthat attitud e , a t t it u d e wa rn in g , a n d t u rn a n d b a n k in f o r m a ti on will not be repeated. Th e A DI RE Pf u n c t io n c a n b e u s e d wh e n a n I L S ,/
g 'lid e slo p e receiver or f'light dir e c t o r c o mp u t e r f a ils .
HDGSEL/NAVButton
Anyti m e th e HDGS E L/NA Vbutton is p o s it f o n e d t o HDGS E L , t h e F DSwill d is re g a r d
the N AVsi gnals and use the head in g ma rk e r' s s e t t in g t o c o mp u t et h e b a n k a n g l e
ne ce ssa r y for the new heading. T h a t is , in t h e HDGS E L mo d eo f o p e ra t io n , t h e
b a n k stee r ing bar will present s t e e rin g c o mma n dtso t u rn t o wh a t e v e r h e a d ing i s
sele cted under the heading marke r.
A p r a cti cal use of this feature c a n b e s e e n d u rin g a mis s e d a p p ro a c h s it u a t i o n .
W i th th e FDSin the ILS A P P ROACH
mo d e , t h e mis s e d a p p ro a c h h e a d in g c o u ld b e s e t
un d e r th e heading marker. In the e v e n t o f a g o -a ro u n d , mo v in g t h e HDGS E L / N A V
b u tto n to HDGS E Lwould provide b a n k s t e e rin g in f o rma t io n t o t h e mis s e d a p p r o a c h
he a d fng .
Th e HDGSEL pos'ition will have n o e f f e c t o n t h e p re s e n t a t io n o f t h e HS I . I t
m e r e ly ch a ngesthe reference used b y t h e F DSCo mp u t e rt o c o mp u t eb a n k s t e e r i n g
si gn a ls fr om the desired course t o a d e s ire d h e a d in g . Ma x imu m
bank, as commanded
b y th e FD Sin HDGS E LE CT,is 30o.
Wh e nthe HDGS E L/NA Vbutton is in NA V , t h e F DSis n o w a rme d f o r c a p t u re o f t h e
se le cted NA V /A ID. W henthe aircra f t is wit h in t h e n e c e s s a ry c a p t u re z o n e , t h e
FDSwill command
intercept and tra c k ' in g o f t h e d e s ire d c o u rs e o r t ra c k .
M axim u m
b a nk, as commanded
by the F DSin NA V , is 3 0 o in a ll mo d e se x c e p t I L S a n d
INS. At g lideslope capture, the b a n k c o mma n is
d f u rt h e r re d u c e d t o 7 . 5 " . F o r
INS, the b ank angles below 10,00 0 f e e t - 2 3 o MA X i 1 0 , 0 0 0 f e e t t o F L 2 5 0 ' 1 5 - 2 0 0 '
ab o ve FL 2 50 - 15o MA X .
3- 38
4E- 10 1
NAV-OFF/NAV
Mode
H SI
The on 'ly usable information dis p la y e d o n t h e HS I wh ile o p e ra t in g in t h is m o d e
w i l 'l be aircraft heading. A irc ra f t h e a d in g wf ll b e d is p la y e d u n d e r t h e up p e r
l ub b e r l i ne and also as a digit a l " re a d o u t " in t h e c o u rs e win d o w. (T h is i s t h e
The
r esu lt of the course arrow head b e in g s la v e d t o t h e u p p e r lu b b e r lin e . )
be a r in g pointer wil1 be slaved t o t h e lo we r lu b b e r 1 in e , t h e CDI will b e c e n te r e d an d the warning flag in v ie w, t h e d is t a n c e in d ic a t o r wi' ll b e ma s k ed ,a n d
th e h e a djng marker will remain a t wh a t e v e r p o s it io n it wa s s e t , i. e . , it w i l l
r otate with the compasscard un t il it is ma n u a lly c h a n g e d .
AD I
Th e AD I will be in the basic n a v ig a t io n mo d ea n d a f f o rd o n ly b a s ic f lig h t i n d i ca ti on s. The attitude sphere (a rt if ic ia l
h o riz o n ) a n d t u rn a n d s lip (n e e d ' l e
a n d ba ll) are the only active in d ic a t io n s . T h e V DI , G S I wa rn in g f la g , b a n k a n d
p itch steering bars, and cours e wa rn in g f la g w' i1 1 a ll b e b ia s e d o u t o f v iew .
Ina sm u chas the V DI and bank s t e e rin g b a r a re ' in a c t iv e a n d p u lle d o u t o f v i e w
in th is mode, their associated wa rn in g f la g s a re a ls o p u lle d o u t o f v ie w.
VOR-NAV
Mode
HSI
With th e V OR/ILS -1button depre s s e da n d a V O Rs t a t io n t u n e d o n t h e V HF -N A V
r ece ive r , V ORsignals will be a v a ila b le f o r u s e b y t h e HS I . B y s e le c t in g t h e
d e sir e d course (either inbound o r o u t b o u n d ) in t h e c o u rs e win d o w, c o n v e n t i o n a l
na vig a ti on information will be a v a ila b le t o t h e p i' lo t . A irc ra f t h e a d in g w i l l
b e p r e se nted under the upper lu b b e r lin e . Co u rs e d e v ia t io n (le f t o r rig ht ) w i ' l ' l
b e r e fl ected by the CDI. In this mo d e , e a c h d o t o f d e v ia t io n re p re s e n t s 5 0 o f f
cou r se . TO-FR0M
information w ill b e d e t e rmin e d a n d p re s e n t e d b y t h e p o s i t i o n o f
th e T0 - FROM
indicator.
is a s c e rt a in e d f ro m t h e c o u rs e d e v i a S ignal re lia b ilit y
tio n an d warning f'lag. Magnet ic b e a rin g t o t h e s t a t io n is re a d d ire c t ly f r o m
th e com passcard, under the be a rin g p o in t e r' s h e a d . T h e re c ip ro c a l is re a d a t
th e be a r ing pointerrs tail.
T h e ra n g e in d ic a t o r is in a c t iv e a n d it will b e
m a sked .
AD I
In ad d iti on to basic flight ind ic a t io n s , c o mp u t e db a n k in f o rma t io n t o t h e
sele cted course (radial) will b e re f le c t e d o n t h e b a n k s t e e rin g b a r. T h e b a n k
ste e r in g bar is directional (fl y -t o -in d ic a t io n )
d u rin g n o rma l in t e rc e p t s a n d w i l l
be cen tered if one of two condit io n s e x is t s : t h e a irc ra f t is o n c o u rs e , o r t h e
a ir cr a ft has been banked suffic ie n t ly f o r a p ro p e r in t e rc e p t a n g le t o t h e d e s i r e d
co u r se . B ank angle signa'ls, a lo n g wit h c o u rs e e rro r a n d c o u rs e d e v ia t io n s i g n a ' l s ,
ar e se n t to the FDS , where the n e c e s s a ry b a n k a n g ' le is re s o lv e d a n d t h e ne c e s s a r y
am o u n tof bank angle is deflect e d o n t h e b a n k s t e e rin g b a r. T h e ma x f mu m
bank,
as com manded
from the compute r f o r a ll NA Vmo d e s ,will b e 3 0 o .
3- 39
4E-10 1
Ba n k stee r ing bar reliabflity
can b e a s c e rt a in e d b y t h e c o u rs e wa rn in g f )a g .
Wh e nthe flag is in view, it ind ic a t e s e it h e r lo s t o r u n re lia b le c o u rs e o r
stee r in g i nformation. Failure o f t h e F DSCo mp u t e rwill a f f e c t o n ly t h e b an k
stee r in g bar, as it does not hav e in p u t s t o t h e HS I . I n t h e a b o v e c o n d it ion ,
th e b a n k steering bar will also b e re t ra c t e d f ro m v ie w a s a n a d d e d p re c a u ti o n .
IL S- N AVM ode
H SI
Wh e na l ocalizer frequency is sele c t e d o n t h e V HF -NA V
c o n t ro l, t h e V O R/ I L S- 1
bu tto n de pressed, and sufficient lo c a liz e r s ig n a ls re c e iv e d , t h e s y s t e m is i n
th e ILS- N AVmode. S et the local iz e r c o u rs e in t h e c o u rs e win d o w. T h e CDI w i l l
disp la y th e relative position of t h e c e n t e r' lin e .
E a c h d o t o f d e v ia t io n in t h e
ILS m od er epresents a deviation o f f t h e c e n t e r lin e . T h e T O -F R0 M
in d ic a t o r w f l l
be ou t of view, since solving for a mb ig u it y js n o t a f u n c t io n o f t h e lo c a liz e r
syste m . T he bearing pointer will f re e z e a t it s la s t p o s it io n . T h e ra n g e i n d i cator w i I I be masked.
As lo n g as the front course appro a c h h e a d in g is s e le c t e d in t h e c o u rs e win d o w ,
th e C D I wi 11.{$[
be di rection a ] .
AD I
All of th e features discussed w' it h V 0 R-NA V
o p e ra t io n s will b e a c t iv e o n t h e A D I
( attitud e sphere, turn and bank , a n d b a n k s t e e rin g b a r). T h e b a n k s t e e rin g b a r
will com mand
intercept and trackin g o f t h e lo c a ljz e r wh e n t h e a irc ra f t is w i t h i n
sl i gh tl y less than 2 dots of CDI . A s t h e a irc ra f t in t e rc e p t s t h e g ' lid e s lo pe ,
th e VDI will appear from the top o f t h e s c a le a n d mo v ed o wn wa rda s t h e a irc r a f t
ap p r o a ch e sthe center of the glide s lo p e . f , lh e n e v e trh e a irc ra f t ' is wit h in 1 / 4 o f
a do t fr o m the glideslope center lin e , t h e p it c h s t e e rin g b a r wi' 1 1 b e d e f le c t e d
i nto vi ew c lose to the center of t h e A DI . T h e F DSCo mp u t e ris n o w in t h e I L S APPR 0ACmode,
H
and closer lateral g u id a n c e is o f f e re d . I n t h is mo d e , t h e m a x i m u mba n k angle that the bank stee rin g b a r will c o mma n is
d 1 5 o . A s lo n g a s t h e
a ir cr a ft s tays within two dots of d e v ia t io n , e it h e r CDI o r G S I , t h e F DSwil l
r em a in i n the ILS -A P P R0A CH
mode.
N0 TE : S teering information c a n n o t b e u s e d f o r f ly in g in b o u n d o n t h e
back course or outbo u n do n t h e f ro n t c o u rs e o f a lo c a liz e r.
TAC-NAV
Mode
TACAN
l ,r ith TACA Npushbutton depresseda n d t h e T A CA Nre c e iv e r t u n e d , t h e HS I will d i s p la y b e a r ing, course deviation, d is t a n c e , a n d t o -f ro m in f o rma t io n re la t iv e t o
the TAC ANstation. E ach dot disp ' la c e me n to n CDI is 5 " . T h e c o u rs e c a p t u re z o n e
is a fun ction of distance. The in t e rc e p t t h re s h o ld d e c re a s e swit h d is t a n c e f r o m
the g r o u n d station. The intercep t s t a rt s a t a p p ro x ima t e ly 2 d o t s a t 5 0 mil e s
a n d is 2/3 dot at 150 miles.
3 -4 0
4 E- 10 1
INS-NAVMode
HSI
Sele ction of INS -I or INS -2 will d is p la y s o me wh adt if f e re n t in d ic a t io n s t h a n V g R
o r TACA Non the HS I. The CDI will re f le c t mile s o f f d e s ire d t ra c k in s t ea d
of
d e g r e e s. E ach dot of deviatio n is 1 . 5 NM. T h e d e s ire d c o u rs e will b e
automatica 1 ly displayed. The bearing p o in t e r will in d ic a t e t ru e t ra c k .
The r a nge indicator will be a c t iv e , a n d t h e ma x imu m
re a d o u t f s 9 9 9 NM. B u t ,
w l t9 1 gnerating in the INS mo d e , t h e a c t u a l re a d o u t o n t h e d is t a n c e in d ic a t o r
will be the DMEfor TA CA N
No . 1 o n t h e p f lo t ' s HS I a n d t h e DMEf o r T A C A NN o . 2
on the copilot's HS I.
ADI
The FDSwill command
a maxim u min t e rc e p t a n g le o f 4 5 o , re g a rd le s s o f c ro s s - t r a c k
distan ce. The A DI indication s will re ma in [ n " s a mea s V O R-NA V ,
wit h t h e u n d e r sta n d in g that bank steering i n f o rma t io n wf ll b e c o mp u t e dt o t h e
d e s ire d I N S
cou r se , as displayed in the c o u rs e win d o w. T h e V O I , g lid e s lo p e
wa rn in g f l a g ,
a n d pitc h steering bar will all b e b ia s e d o u t o f v ie w.
FD SM a lfunctions
M alfun ctions affecting the va lid o p e ra t io n o f t h e p ilo t , s a n d
c o p ilo t , s a t t i t u d e
so u r ce , the A DI attitude sphe re s , a n d t h e c o mma n sdt e e rin g
b a rs a re in d i c a t e d
by the illumination of caution lig h t s o n t h e p ro g re s s d is p la y p a n e ls
and uy one
or m o r e lights on the fault id e n t if ic a t io n p a n e 1 .
Atti tu d e Gyro Malfunction
As p r e viously mentioned, furnis h e s p it c h a n d ro ll
to the A DIs.
d is p la c e me n t s ig n a ls d i r e c t l y
The se d fsplacement signals are a ls o f u rn is h e d t o t h e T P L C,
wh e re t h e s e s i g n a l s
a r e compared. The median signa l is t h e n s e le c t e d a n d s e n i
t o b o t h F DScomputers
a n d the A FCS .
The TPL Calso monitors the A D I s p h e re re la t io n s h ip t o t h e
s ig n a l.
N 0TE : For thfs discussion , t h e p iro t , s s y s t e m wiil b e u s e d .
Refer to Faurt and c a u t io n p a n e ls io r in d ic a t io n s .
1.
Pr oblem
Pi l ot's
gyro exceeds50 o f d e v ia t io n , e it h e r p it c h o r ro ll.
D i s play
The AUTOCAUTION,INS/ATT, a n d T P L Cf a u lt
3 -4 1
lig h t s will
iilu min a t e .
4E-101
2.
Pr ob lem
Pi l ot's A DI sphere fails
d isp lacement signals.
to d riv e wit h ir
5 o , p it c h o r ro ll,
of the gyro
Di spl ay
The AUT0CA UTI0N
and INS /A T Tf a u lt lig h t s will
illu min a t e .
If the above deviations were c a u s e d b y a lo w v o lt a g e c o n d it io n a f f e c t in g
WA RNI NG
f la g wo u ld a ls o b e d is p l a y e d .
the GY ROor A DI A mplifier, t h e A T T I T UDE
F D SM alfu n ctions
An y m alfun ction of the Flight Dire c t o r Co mp u t e rs h o u ld b e in d ic a t e d b y t h e
i l l um in a ti on of the appropriate F L T DI R f a u lt lig h t a n d t h e MA Nc a u t io n ' lig h t .
If the m alfunction affects the ba n k c h a n n e l, t h e A DI Co u rs eWa rn in g F la g wi l l
also b e in view.
F DSSelf- Test
Th e FDSsh ave the capability of s e lf -t e s t .
Th e test is simple and short, takin g a ma x imu m
o f 6 . 5 s e c o n d st o c o mp le t e .
3-42
4E- 10 1
Ch a p t e r 1 2
SN
Y S T E MS
S T A L LP RE V E NT I O
The r e a re two independentsta ll p re v e n t io n s y s t e ms . E a c h s y s t e m is in d ep e n d e n t
o f the other and is composedo f a c o n t ro l p a n e l, a n e ' le c t ric a lly h e a t e d a n g l e
o f a tta ck sensing vane, a com p u t e rc h a n n e l, a n o v e rh e a dp a n e l s wit c h , a n d a
co n tr ol column shaker. The s y s t e ms a re id e n t if ie d a s No . 1 a n d No . 2 . N o . 1
syste m acts on the pilot's con t ro l c o lu mn , a n d No . 2 a c t s o n t h e c o p ilo t' s
co n tr ol column. S eparate ele c t ric a l p o we r s o u rc e s a n d e me rg e n c ys h u t o f f
switche s are provided for each s y s t e m. Du rin g a n a p p ro a c h in g s t a ll c o n d i t i o n ,
the control shakers are energ iz e d . T h is imp a rt s v ib ra t io n t o t h e c o n t rol c o l u m n s ,
sufficie ntly violent as to be imme d ja t e ly id e n t jf ia b le b y t h e p ' i1 o t s . P o w e r i s
r em o ve dfrom the pitch trim n o s e u pmo d e . P la c in g o n e s wit c h " 0 F F " d o e s n o t
a ffe ct operation of the other s y s t e m.
Th e stall computer receives in p u t s ' ig n a ls f ro m t h e a n g le -o f -a t t a c k v a n e s , t h e
CAD C 's,and flap and gear pos it io n . T h e s t a ll c o mp u t e r h a s t wo a la rm s c h e d u l e s
p r e d ica ted on the posit'ion of t h e f la p s a n d g e a r. I n t h e d irt y c o n f ig u r a t i o n
( g e a r d own and flaps extended b e y o n d6 0 %p lu s o r min u s 8 % ), s h a k e r o n s et i s
in iti ated as a function of ang le o f a t t a c k . I n t h e c le a n c o n f ig u ra t io n ( g e a r
up o r flaps NOTextended beyon d6 0 %p ' lu s o r min u s B % ), ma c hn u mb e ris a l s o
in tr od u ced into the stall warn in g s c h e d u le .
The sh akers continue to operat e u n t il t h e a irc ra f t h a s re s p o n d e da n d t h e a n g l e
o f a tta ck has been reduced be lo w t h e le v e l a t wh ic h t h e s h a k e rs we re a c tu a t e d .
Wh e nthis point is reached, t h e c o p i' lo t ' s s h a k e r f u n c t io n is imme d f a t e l y r e m o v e d .
Ap p r o ximately three seconds la t e r, in t h e c le a n c o n f ig u ra t io n o n ly , t h e p i l o t ' s
sh a ke r function is removed. I n t h e e v e n t re c o v e ry is n o t in it ia t e d a t th e
sha ke r warning, an audible wa rn in g o f a s t a ll c o n d it io n o c c u rs a t a c o m p u t e d
po in t that is a function prima ri' ly o f a n g le o f a t t a c k a n d MA CHn u mb e r.
Sta ll Prevention S ystemP anel
A STAL LP RE V E NTION
S Y Spanel is p ro v id e d o n t h e p ilo t s ' o v e rh e a dp a n e 1 . T h e
pa n e l contajns two toggle swi t c h e s , o n e f o r t h e No . 1 s y s t e m (P I L O T ) a n d o n e
for the No. 2 system (COP IL0T ). E a c h s wit c h h a s t wo p o s it io n s : (1 ) No r m ,
( 2) 0ff.
pos'itio n , t h e a p p lic a b le s y s t e m is a rme d t o p ro v i d e
In the "NORM'|
stall warning by control colu mn s h a k e r o p e ra t io n . l, / h e ne f t h e r t h e P I L O To r
the C0 P ILOTswitch on the overh e a dc o n t ro l p a n e l is p ' la c e d a t " 0 F F , " t h e c o r r e sp o n d ing system is deactivate d a n d d o e s n o t p ro v id e s t a ll wa rn in g . T h e " O F F "
po sitfo n is used as a system e me rg e n c ys h u t o f f , o r is u s e d if a s y s t e m m a l f u n c ti on is suspected. P lacing o n e s wit c h rr0 F F rrd o e s n o t a f f e c t o p e ra t io n of t h e
o the r sy stem.
Sta ll Prevention P anels
panels a re p ro v id e d , o n e o n t h e p ilo t ' s s id e c o n s ol e
Tw o STALLP RE V E NTI0N
an d the other on the copilot's s id e c o n s o le . E a c h p a n e l c o n t a in s a t h re e po siti on ("TE S T," "N0RM,""MACHT E S T T Tt o) g g le s wit c h a n d a s t a ' ll wa rn in g 1 i g h t .
Th e pa nel on the pilot's side c o n s o le p ro v id e s t e s t a n d v is u a l s t a ll wa r n i n g
cap a b ilities for the No. 1 sys t e m, wh ile t h e p a n e l o n t h e c o p ilo t ' s s id e c o n s o l e
3-43
4E- 1 0 1
pr ovid e s th e samecapabilities for t h e No . 2 s y s t e m. T h e s wit c h o n e a c h S T A L L
panel , when p'laced in t h e " T E S T "p o s it io n wit h t h e a ' irc ra f t o n t h e
PREVEN TI0N
gr o u n d , actuates touchdownrelays t o p la c e t h e c o rre s p o n d in g s y s t e m in t h e
air b o r n e condition. S haker opera t io n ma y t h e n b e c h e c k e db y s u it a b le p o s it io n i n g
of th e an g le-of-attack vane of th e s y s t e m. Wh e nt h e s wit c h is p la c e d in t h e
"M ACHTESTilposition, the system is s imi' la rly p la c e d in t h e a irb o rn e c o n d it io n ,
and may be tested for shaker operation at the conrect Mach numbersby operating
th e te st switches on the correspon d in g CA DCt e s t p a n e lN0TE: D o not place the stall prev e n t io n t e s t s wit c h t o t h e " MA CHT E S T "p o s i t i o n
i f the aircraft is flying a t M 0 . 3 6 5 o r g re a t e r.
T he STALLwarning light flluminate s wh e n t h e c o rre s p o n d f n gs y s t e m h a s s e n s e d a n
app r o a ch in g stall condition and t h e re la t e d c o mp u t e r h a s t ra n s mit t e d t h e s t a l l
sig n a l to the shaker circuits of t h a t s y s t e m. T h e lig h t re ma in s illu min a t e d
un ti l the s tall condition has bee n c o rre c t e d a n d s h a k e r o p e ra t io n h a s c e a s e d .
T h e l i gh t i s included in the inst ru me n t d immf n gc irc u it , a n d is d imme dwh e n t h e
i nstr um e n t 'lights are dimmed.
SystembrlarningLights
In d ivid u a l warning lights are pro v id e d o n t h e a n n u n c ia t o r p a n e l f o r e a c h o f t h e
s ta ll pr e vention systems. These c o n s is t o f a S T A L LP RE VN0 . 1 lig h t a n d a S T A L L
P REVN 0. 2 1ight. The S TA LLP REVN0 . 1 o r S T A L LP RE VN0 . 2 lig h t is illu mina t e d
i f a failu r e occurs in the comput e rc irc u it s o r t h e v a n e h e a t in g c irc u it o f t h e
co r r e sp o n d ing system, or if the co rre s p o n d in g s wit c h o n t h e o v e rh e a d c o n t ro l
pan e l i s off . P lacing the applf c a b ' le s wit c h o n t h e o v e rh e a dc o n t ro l p a n e ' l i n
th e "0 FFil position deactfvates th a t s y s t e m a n d illu min a t e s t h e a n n u n c f a t o r
I i gh t.
S tal 'l Pr evention Computer
The stal'l prevention computer, on t h e le f t s id e o f t h e c e n t e r a v io n ic s ra c k ,
co n tain s two comp'letely independ e n tc h a n n e ls . T h e No . 1 c h a n n e l re c e iv e s inp u t s
fr om th e l eft angle-of-attack vane t ra n s d u c e r, t h e le f t o u t b o a rd f la p p o s it ion
s w i tch , n o se gear position switch , t h e No . 1 CA DC,a n d f ro m a y a w ra t e g y ro .
Th e No . 2 channel similarly receiv e s in p u t s f ro m t h e rig h t a n g le -o f -a t t a c k v a n e
tr a n sd u ce r , the right outboard flap p o s it io n s wit c h , n o s e g e a r p o s it io n s wit c h ,
the No. 2 CADC,and from a yaw rate gyro.
The co m p u ter outputs operate the s t a ll p re v e n t io n s y s t e ms a n d a ls o p ro v id e
visu a l a n d audible warnfng if the s p o ile r le v e r is a rme d d u rin E a n a p p ro a c h t o
a sta ll co ndition and the aircraft is a irb o rn e .
A ng le o f Attack V anes
A n a n g le - o f-attack vane is mount e do n e a c h s id e o f t h e f o rwa rd f u s e la g e . T he
le ft va n e p rovides angle of attac k s ig n a ' ls f ro m t h e No . 1 s t a l' l p re v e n t io n
system , a n d the right vane performs t h e s a mef u n c t io n f o r t h e No . 2 s t a ll p r e ven ti on sys tem. The vanes are ele c t ric a lly h e a t e d f o r p ro t e c t io n f ro m ic in g .
T h e va n e s a re positioned by airflo w o v e r t h e m d u rin g f lig h t .
Y a n e mo v e me nt
3-44
4 E- 10 1
r otates a shaft in each vane a s s e mb lyt o wh ic h a t ra n s d u c e r is c o u p le d . T h e
tr a n sd ucer transmits continuou s lo c a l a n g le -o f -a t t a c k s ig n a ls t o t h e re l a t e d
cha n n e l of the stall preventi o n c o mp u t e r s o lo n g a s t h e a p p lic a b le s y s t em i s
en e r g i z ed.
Stall Prevention S ystem0pera t io n
Wh e neither computer channel t ra n s mit s a s t a ' |1 s ig n a l t o t h e c o rre s p o n d i n g
syste m , the shaker motor of t h a t s y s t e m is e n e rg iz e d . Wh e nt h e s t a ll c o n d j t i o n
ha s be en corrected, the stall p re v e n t io n c o mp u t e r re mo v e st h e s h a k e r s ig n a l a n d
th e shaker motor of that syste m is d e e n e rg iz e d .
Aud ib le S tall W arning
0 n air craft modified by T.0. 5 0 3 , a n a u d ib le s t a ll wa rn in g is p ro v id e d t o i n d i ca te th at immediateaction sho u ld b e t a k e n t o re s t o re t h e a irp ' la n e t o a s a f e
a n g le of attack. The audible wa rn in g is p ro v id e d t h ro u g h t h e in t e rc o m s y s t e m
a n d th e overheadwarning horn a n d lo u d s p e a k e r. T h e a u d ib le s t a ll wa rn ing d o e s
no t occur unless the shaker ha s a lre a d y e n e rg iz e d . T h e a u d ib le wa rn in g c a n b e
e n e r g ized by either or both of t h e s t a ll p re v e n t io n c o mp u t e r c h a n n e ls w h e n e v e r
o n e o f the following condition s is re a c h e d :
1.
After 5.0 secondsof sha k e r o p e ra t io n (g e a r o r f la p s o r b o t h a re u p ) o r a t
a computedpoint which is a f u n c t io n o f MA CHn u mb e ra n d a n g ' le o f a t t a c k .
2.
With the flaps extended b e y o n d2 5 d e g re e s a n d t h e g e a r d o wn , s t a l' l e v e n t
a udible warning is a fun c t ' io n o f a n g le o f a t t a c k .
In b o th the above modes, the c o mp u t e ra c t iv a t io n p o in t s a re a d ju s t e d b y a n g l e
of a tta ck rate and yaw rate, wh ic h s e rv e t o a n t ic ip a t e a s t a ll c o n d it io n . A
h ig h e r rate of change in ang' le o f a t t a c k re s u lt s in a c t iv a t io n o f t h e s t a l l
eve n t warning at a lower angle o f a t t a c k , a s d o e s a n in c re a s e in y a w ra te .
An au d ible stall warning is als o p ro v id e d if t h e s p o ile r le v e r is a rme d d u r i n g
an ap p r oach to a stall condit io n .
Any tim e the audible stall warn in g a c t iv a t e s , t h e s t a ll wa rn in g lig h t s ,
o n the pilot's and copilot's s id e c o n s o le p a n e ls , a ls o illu min a t e .
3 -4 5
located
4E- 10 1
Ch a p t e r 1 3
(F S A S )
FUE LS A V I NG A
S DV I S o RY
SYSTEM
(F'igu re s 3 -2 8 t h ru 3 -3 3 )
Wi th the a ddition of TCT0502 to t h e C-1 4 1 f le e t , f u e l s a v in g s o f a p p ro x im a t e l y
2.5 pe r ce nt can be achieved in m o s t C-1 4 1 o p e ra t io n s . O v e r a p e rio d o f t im e ,
th is w i l l reduce the overall fuel u s a g e . T h e F S A Ss y s t e m, in p e rf o rmin g it s
fun cti on , a'lso will aid the aircre w in a ] ' l p h a s e s o f f lig h t .
FSAS- INS Navigation A iding
The FSASsystem will make inertial n a v ig a t io n le s s o f a wo rk lo a d re q u ire m e n t
on the air crew by'increasing the n u mb e ro f wa y p o in t s t h a t c a n b e p ro g ra mm e d
be for e an d after takeoff. The F S A Sh a s a t o t a l me mo ryc a p a b i' lit y o f 4 0 wa y p o in ts. As the INS system uses a wa y p o in t , t h e F S A Ss y s t e m will p ro g ra m' int o
th e IN S th e next waypoint automa t ic a lly . T h e p ro g ra mmin go f wa y p o in t s is al s o
r ed u ce d by allowing the afrcrew t o s e le c t wa y p o in t s f ro m o n e o f a p o s s ib le 2 0 0
TACANstations that can be stored in the memoryof the FSAScomputer. The TACAN
sta ti on s in the FS A Scomputerar e o f t wo t y p e s . T h e f irs t g ro u p o f 1 6 0 T A C A N
sta ti on s are preprogrammed
and c a n n o t b e c h a n g e d . T h e s e c o n d g ro u p o f 4 0 T A C A N
sta ti on s can be entered and chan g e da t t h e o p e ra t o r' s c o n v e n ie n c e . E a c h T A C A N
sta ti on can be called up for dis p la y b y s imp ly e n t e rin g t h e t h re e - o r f o u r- l e t t e r
IC A0 id e n tifier for that station.
FSASTOLDCard Information
The FSASwil'l complete a takeoff a n d la n d in g d a t a (T 0 L D) c a rd f o r t h e a irc rew
wh e n th e conditions affecting the t a k e o f f a n d t y p e o f t a k e o f f d e s ire d a re
sele cted and inserted into the s y s t e m. T h e T O L Dc a rd c a n b e b a s e d o n a re d u c e d
EPRor TR T takeoff with or withou t b le e d a ir p e n a lt ie s . Wh e np e rf o rma n c ep a r a For
m eter s ar e exceeded,the system wi1 ' l wa rn t h e a irc re w t o t h a t e f f e c t .
e xa m p le , "Gross weight is limited b y c rit ic a l f ie ld 1 e n g t h . " I f t h e t a k e o f f i s
still r eq u ired with the conditjons p re s e n t , t h e s y s t e m will c o mp u t ea n e w t a k e o ff ( STR T)based on setting TRTp rio r t o b re a k re le a s e . I f p a ra me t e rs f o r t a k e o ff a r e e xceeded, the system will wa rn t h e c re w a n d d is p ' la y t h e g ro s s we f g ht
r eq u ir e d to meet al1 parameters . T h e F S A Swill a ls o c o mp u t ee me rg e n c yre t u r n
an d l an d in g data based on real-'lif e c o n d it io n s o f f la p s e t t in g s , a n t i-s k id o n
or o ff, an d others.
FIig h t Pla nning
The FSASsystem wi1'l he'lp the pil o t s c o mp u t et h e e x a c t f u e l re q u ire d t o f 1 y
eithe r a n entire mission or a leg s e g me n t . lh e win d s a n d t e mp e ra t u re s b e t w e e n
wa yp o in ts, desired flight altitude , c limb , c ru is e a n d d e s c e n t p ro f ile s t o b e
flo wn ca n be entered to determine t h e f u e l re q u ire me n t s f o r a n e n t ire f ' lig ht .
The syste m will also display fue l, t ime a n d ra n g e re ma in in g b a s e d u p o n p re se n t
con d iti on s or climbing to optimuma lt it u d e s .
3-46
4 E- 10 1
Fl i gh t P rofi les
On ce the aircraft is 1,500'ab o v e g ro u n d le v e l, t h e f u l1 c a p a b ilit ie s of t h e F S A S
can be taken advantageof. I f t h e a u t o p ilo t a n d a u t o t h ro t t le s y s t e ms a r e
tu r n e d on and engagedwith the F S A S ,t h e a irc ra f t c a n a u t o ma t ic a lly c lim b i n
T h e mo d e swill a llo w f o r c l i m b
on e o f four modesup to a se le c t e d a lt it u d e .
pr o fi 'l es based on 100 percent ma x imu m
s p e c if ic ra n g e (e c o n o my ). I n a d di t i o n t o
m axim um
rate of climb, maxim u m
a n g le o f c limb , a n d a ma n u a l c limb mo d e, t h e
op e r a tor selects the airspee d o r ma c hd e s ire d a n d t h e a irc ra f t will mai n t a j n i t .
0 n ce the aircraft is within 1 , 0 0 0 ' o f t h e s e le c t e d le v e l-o f f a lt it u d e , t h e a i r cr ew selects one of three cru is e mo d e sa v a ila b le , e n g a g e st h e mo d es e le c t e d ,
an d th e aircraft will then le v e l o f f a n d s mo o t h ly t ra n s it io n in t o t h a t c r u i s e
m o d e . The types of cruises a v a ila b le a re : a n e c o n o myc ru is e (1 0 0 p e rce n t m a x i s p e c if ic ra n g e ) ,
m u msp ecific range), a long ra n g e c ru is e (9 9 p e rc e n t ma x imu m
an d a manual cruise mode. f' / h e nit c o me st ime t o d e s c e n d , o n e o f f o u r d e s c e n d
m o d e sis selected and engage d . T h e a u t o t h ro t t le s a re d is c o n n e c t e d a n d t h e
th r o ttles retarded manua11y t, h e n t h e a irc ra f t c a n f 1 y a d e s c e n d in e it he r a n
eco n o mydescend, enroute des c e n d , ma n u a l d e s c e n do r ra p id d e s c e n d .
FSAS- INS Radar Displays
Th e FS A Ssystem will allow fo r t h e d is p la y o f in f o rma t io n o n t h e A N/ A PS - 1 3 3
r ad a r scope. S omeof the inf o rma t io n t h a t c a n b e d is p la y e d , if t h e o p e r a t o r
de sir e s, is:
reference groun d s p e e d , a c t u a l g ro u n d s p e e d , o p t imu ma lt it u d e ,
air sp e ed or mach, INS true he a d in g , e n g in e p re s s u re ra t io , a n d v a ria b le $ / a y p o in t latitude and longitude . A s a n a id t o t h e a irc re w, t h e F S A Swill a l s o
d isp la y on the radar scope a s c a le d is p ' la y o f t h e a irc ra f t ' s p o s it io n w i t h
cou r se lines and waypoint/TACA N
s y mb o ' ls-- t h is is t o s h o w t h e a irc ra f t ' s
p r e se n t position and the pre s e n t p o s it io n o f re la t iv e p o in t s o f in t e re st .
The
a ir cr e w can then evaluate gra p h ic a ' l' ly t h e a irc ra f t ' s c o u rs e a n d p o s it io n a n d
i nse r t changesas needed. A t re n d v e c t o r c a n b e d is p la y e d t h a t will s ho w , b a s e d
o n p r e sent conditions, where t h e a irc ra f t will b e in 3 0 -, 6 0 -, a n d 9 0 -se c o n d
i nter vals.
A n air refue'ling t ra c k c a n b e d is p la y e d a s we ' l' l a s t h e a ird r o p
in iti al point, point of impac t , a n d t ra ilin g e d g e p o s it o n s . I f d e s ire d , a r u n w ay m arker for the destination ru n wa y c a n b e d is p la y e d t o a id in t h e lo c a t i o n
of the runway.
M a lfun ction A nalysis and Data
Th e FSA Swill determine fault s in re la t e d a irc ra f t s y s t e ms a n d a d v is e t h e a i r cr e w o f the problem areas. E x a mp le : " A / P P it c h a n d Ro l' 1 " (A u t o p ilo t p i t c h a n d
r oll m alfunction), "A TS -INO P "(t h e a u t o t h ro t t le s y s t e m is ' in o p ), e t c . T h e d i s p la y of engine-out performan c ed a t a c a n b e e v a lu a t e d a t a n y t ime . I f a n a c t u a l
e n g i ne I oss i s experi enced, t h e F S A Swi I ' l d i s p ' la y a c t u a l a ' lt i t u d e , a i rsp e e d,
a n d EP Rfor three-engine opera t io n . I f t h e lo s s o f a n o t h e r e n g in e is e x p e r i e n ce d , the system will now giv e t h e a irc re w 2 E NGV MCA .
FSASComponents
Th e fo ur major componentsof t h e F S A Sa re t h e F S A Sc o mp u t e r, t h e F S A Sd i s p ' l a y
i nter face unit, the display in t e rf a c e c o n t ro l u n it , a n d t h e F S A S / I NSc o n t r o l
d isp la y unit.
3-47
4E-101
FSASComputer
T he FSASco mputer, on the upper rig h t s id e o f t h e f o rwa rd e q u ip me n tra c k in t h e
l eft h a n d underdeckarea, handles a ll c a lc u la t io n s a n d d is p la y s o f t h e F S A S .
F SASD i spla y Interface Unft
Th e FSASdisplay interface unit (DI U), o n t h e ' le f t s f d e o f t h e c e n t e r a v io n ic s
r a ck in th e left hand underdeckare a , c o n v e rt s a n d t h e n d is p ' la y s f n f o rma t io n
f r o m th e FSA Scomputerto the A N/ A P S -1 3 3
ra d a r s c o p e . T h e s y s t e m is d e s ig n ed
so tha t e ve n with the radar off, t h e DI U wil' l d is p la y in f o rma t io n o n t h e s c o p e
t o b e vie we d by the afrcrew.
FSASDisp la y Interface Control Un it
T h e d isp la y interface control unit (DI CU), in t h e c e n t e r ro w o f t h e p ilo t ' s
cen ter co n sole just aft of the aut o p ilo t c o n t ro l p a n e 1 , c o n t ro ls t h e F S A S
syste m 's op eration, on or off, and a llo ws t h e s e le c t io n o f t h e d if f e re n t d is p l ays an d i nformation to be presen t e d o n t h e A N, / A P S -1 3ra
3 d a r s c o p e . T h e DI C U
c o n tr ols th e selection of an altitud e f o r a n a ' lt it u d e a le rt in g f e a t u re . T h i s
f eatur e will warn the aircrew both v is u a lly a n d o ra lly if t h e a irc ra f t re a c he s
o r d e p a r ts a selected altitude.
T h e DI CUa ls o c o n t a in s a a lt it u d e a le rt in hi b i t
sw i tch , wh ich will momentarily inh ib it t h e o ra l a lt it u d e a le rt in g f e a t u re . A
sl ewin g switch, which is used to mo v ea v a ria b le ma rk e r o n t h e ra d a r s c re e n f o r
p o siti on se lections, is also on the DI CU. T h e DI CUa ls o h a s t h re e lig h t s
a d visin g th e crew of the flight pro f ile b e in g f 1 o wn , c limb , c ru is e , a n d d e s c e n t ,
a n d a b a tte r y light.
The battery lig h t a d v is e s t h a t t h e I NS s e le c t e d is o p e r ating off of INS battery power.
J ust a ft o f the DICU is the FS A S / I NSc o n t ro l d is p la y u n it (CDU), wh ic h c o n t ro l s
an d d isp 'la ys all information provid e d b y t h e F S A St o t h e a irc re w. T h is CDUi s
also the p i'lot's on'ly direct link wit h t h e I NS s y s t e m, a s it re p la c e s t h e I N S
C D UNo . 1 . The CDUcontains INS mo d e / f u n c t io n k e y s , F S A Smo d ek e y s a n d mis ce l l an e o u s a lfa numeric keys for enterin g d a t a in t o t h e F S A S / I NSs y s t e ms . I t al s o
c on tain s a sma'll cathode ray tube (CRT ) d is p ' la y s c re e n , a b rig h t n e s s c o n t ro l,
an d a gr e e n engagekey. The enga g ek e y is u s e d t o c o u p le t h e F S A Swit h t h e
au top i 1o t system.
3-48
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