TO 1C-141C-1

x, ^TEXT THEvt^y

SECTION I DESCRIPTION AND OPERATION TABLE OF CONTENTSPA G E AIRCRAFT ENGINES 1-9 1-9 TEXT PAGE ANGLE-OF-ATTACK VANES ANTI-ICING SYSTEMS 1-38 ENGINE RAM PRESSURE PROBE ANTI-ICING SYSTEM 1-38 WING ANTI-ICING SYSTEM 1-38 EMPENNAGE DE-ICING SYSTEM 1-39 ENGINE ANTI-ICING SYSTEM 1-40 WINDSHIELD HEATING SYSTEM 1-41 HYDRAULIC SYSTEMS 1-41

TURBOFAN

COMPRESSOR SURGE BLEED SYSTEM 1-10 ENGINE FUEL SYSTEM 1-10 F U E L H E AT E R O P E R AT I O N 1 - 11 OIL SYSTEM 1 - 11 IGNITION SYSTEM 1-12 CONTINUOUS IGNITION SYSTEM 1-12 S TA RT I N G SYSTEM 1-12 ENGINE INSTRUMENTS 1-13 ENGINE THRUST REVERSER SYSTEM 1-14 ENGINE O P E R AT I O N 1-14 AUXILIARY POWER UNIT (APU) 1-16 FUEL S U P P LY SYSTEM 1-18

FLIGHT CONTROL SYSTEMS 1-43 AILERON SYSTEM 1-43 RUDDER SYSTEM 1-43 E L E VATO R SYSTEM 1-44 HORIZONTAL STABILIZER TRIM SYSTEM 1-45 WING FLAP SYSTEM 1-46 WING SPOILER SYSTEM 1-47 LANDING GEAR SYSTEM 1-49

NORMAL FUEL MANAGEMENT 1-22 SINGLE POINT REFUELING AND DEFUELING SYSTEM AERIAL REFUEL SYSTEM 1-24 1-24 1-26

NOSE GEAR STEERING SYSTEM 1-51 RUDDER PEDAL STEERING SYSTEM 1-51 BRAKE SYSTEM 1 -52 1-52 1-53

ELECTRICAL

SYSTEM

ANTI-SKID FLIGHT

SYSTEM ..

ENGINE BLEED AIR SYSTEMS 1-29 AIR CONDITIONING SYSTEMS 1-31 P R E S S U R I Z AT I O N S Y S T E M 1 - 3 3 CARGO COMPARTMENT FLOOR HEAT SYSTEM 1-36

RECORDER

COCKPIT VOICE RECORDER 1-54 C O M M U N I C AT I O N S Y S T E M S - 1 - 5 4 INTERPHONE SYSTEM (AN/AIC-18) 1-54 PUBLIC ADDRESS SYSTEM (AN/A1C-13) 1-56 UHF RADIO AN/ARC-164CV) 1-56 UHF SATELLITE TERMINAL SYSTEM (USTS) ANTENNA SUBSYSTEM 1-62 VHF AM/FM RADIO AN/ARC-186(V) 1-63 HF RADIO AN/ARC-190(V) AUTOMATIC COMMUNICATIONS SYSTEM (ACS) 1-65 M U LT I P L E R A D I O T R A N S M I T 1 - 7 8 CADC DATA INPUT IFF AND YAW D A M P E R P O W E R PA N E L 1 - 7 8 AN/APN-244, INTERROGATOR TRANSPONDER SET 1-78 Change 1 1-1

WINDSHIELD RAIN REMOVAL SYSTEM 1-36 ELECTRONIC COOLING SYSTEM 1-36 ANTI-ICING AND DE-ICING SYSTEMS 1-37

w

ICE DETECTION SYSTEM 1-37 TOTAL TEMPERATURE PROBES DE-ICING SYSTEM 1-37

TO 1C-141C-1 TEXT PAGE TEXT PAGE

I TRAFFICS T E MAND COLLISION AVOIDANCE 0 S Y ALERT (TCAS) 1-80.1 SECURE VOICE SYSTEM (KY-58ATSEC) VINSON 1-80.14 SECURE VOICE SYSTEM (KY-75/TSEC) PA R K - H I L L 1-82 ADVANCED NARROWBAND DIGITAL VOICE TERMINAL (ANDVT) 1-83 L-BAND SATELLITE COMMUNICATIONS S Y S T E M ( L - B A N D S AT C O M ) 1 - 9 0 N AV I G AT I O N SYSTEMS 1-91

ATTITUDE HEADING REFERENCE SYSTEM (AHRS) 1-154 FLIGHT MANAGEMENT SYSTEM (FMS) 1-155 FMS COMPONENTS 1-155 POWER-UP CONDITION 1-160 INITIAL POWER-UP 1-178 DATA LOADER SYSTEM (DLS) MANAGEMENT 1-181 MAP D AT U M 1-182 SENSOR MANAGEMENT 1-184 COMMUNICATION MANAGEMENT 1-192 RADIO NAVIGATION MANAGEMENT 1-194 FLIGHT PLAN MANAGEMENT 1-198 DIRECT-TO 1-213 PROGRESS PA G E S 1-217 MISSION FLIGHT PARAMETERS 1-221 VERTICAL NAVIGATION (VNAV) 1-245 PERFORMANCE MANAGEMENT 1-252 TAKEOFF AND LANDING DATA 1-267 FMS CAUTION, WARNING AND ADVISORY (CWA) MESSAGES 1-295 INERTIAL NAVIGATION SYSTEM (INS) 1-303 NORMAL OPERATION OF THE FLIGHT MANAGEMENT SYSTEM 1-306 RADAR SET (AN/APS-133) 1-316 DEFENSIVE SYSTEMS (AN/AAR-47 MWS, AN/ALE-47 CMDS) 1-323 STATION KEEPING EQUIPMENT (SKE) 1-326 NORMAL PROCEDURES 1-332 PREFUGHT PROCEDURES 1-332 IN-FLIGHT PROCEDURES 1-339 EMERGENCY LOCATOR TRANSMITTER (ELT) SYSTEM 1-342 UNDERWATER ACOUSTIC BEACON SYSTEM LIGHTING SYSTEM 1-343 1-343

s^J

VOR/ILS/MB NAVIGATION SYSTEMS (AN/ARN -147(V)) 1-91 GLIDE SLOPE SYSTEM 1-93 TACAN SYSTEMS (AN/ARN-118(V)) 1-93 HAND-HELD GLOBAL POSITIONING SYSTEM (HHGPS) 1-94 ADF SYSTEMS (ADF-73) 1-94 BEARING DISTANCE HEADING INDICATOR (BDHI) SYSTEM (ID 798/ARN) 1-95 STANDARD CENTRAL AIR DATA COMPUTER (SCADC) SYSTEM 1-95 MULTI-FUNCTION STANDBY INSTRUMENT (MFSI) SYSTEM 1-96 CONTROL DISPLAY SYSTEM (CDS) 1-98 CDS H E AT 1-98 CDS COOLING SYSTEM 1-98 REFERENCE SET PANEL (RSP) 1-99 D I S P L AY UNIT(DU) 1-100 PRIMARY FLIGHT DISPLAY (PFD) 1-100 SECONDARY FLIGHT DISPLAY (SFD) 1-108 CCNTROLDJSPWYSt^TEMCPERATION 1-113 COMBINED ALTITUDE RADAR ALTIMETER (CARA) SYSTEM 1-133 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) 1-134 AUTOPILOT 1-135 ALL WEATHER LANDING SYSTEM (AWLS) 1-141 AUTOTHROTTLE SYSTEM (A/T) 1-142 S TA L L WA R N I N G S Y S T E M 1 - 1 4 4 YAW D A M P I N G S Y S T E M 1 - 1 4 5 AFCS MODE/STATUS ANNUNCIATIONS 1-146 AFCS CAUTIONS, WARNINGS, AND ADVISORIES (CWAS) 1-148 AUTOMATIC FUGHT CONTROL SYSTEM (AFCS) O P E R AT I O N 1-148

EXTERIOR LIGHTS 1-343 INTERIOR LIGHTING - FUGHT STATION 1-343 CARGO AND SERVICE COMPARTMENT LIGHTING 1-346 CARGO LOADING EQUIPMENT 1-348 CARGO DOOR AND RAMP SYSTEM 1-348 GROUND OPERATION OF THE CARGO DOOR AND RAMP SYSTEM 1-350

\ ^ f

1-2 Change 1

TO 1C-141C-1 TEXT PA G E

c

TEXT

PA G E

IN-FLIGHT OPERATION OF THE CARGO DOOR AND RAMP SYSTEM 1-352 MANUAL OPERATION OF THE CARGO DOOR AND RAMP SYSTEM 1-353 AIRDROP SYSTEM (ADS) 1-355 TROOP-CARRYING EQUIPMENT 1-355 CASUALTY-CARRYING EQUIPMENT 1-355 PA R AT R O O P E Q U I P M E N T 1 - 3 5 5 OXYGEN SYSTEM 1-357

PROTECTION SYSTEM (AERP) 1-377 CRASH AXE 1-377 EMERGENCY ESCAPE BREATHING DEVICE (EEBD) 1-377 EMERGENCY PASSENGER OXYGEN SYSTEM (EPOS) 1-377 ESCAPE LADDERS 1-377 ESCAPE ROPES 1-377 FIRE EXTINGUISHERS 1-377 FIREFIGHTERS SMOKE MASKS 1-378 FIRST AID KITS 1-378 LIFE RAFT PROVISIONS 1-378 LIFE VEST STOWAGE PROVISIONS 1-378 OXYGEN MASK PROVISIONS 1-378 TROOP OXYGEN MASKS 1-378 MISCELLANEOUS EQUIPMENT 1-378 B L A C K O U T C U RTA I N S 1 - 3 7 8 CHECKLIST HOLDERS 1-379 COMFORT PA L L E T S 1-379 CREW BUNK 1-379 CREW ENTRANCE DOOR 1-379 GALLEY EQUIPMENT 1-379 INSTRUMENTS 1-379 N AV I G AT O R ' S A LT I M E T E R 1 - 3 7 9 FLIGHT ENGINEER'S ALTIMETER 1-379 NAVIGATOR'S TRUE AIRSPEED I N D I C ATO R 1-379 ACCELEROMETER 1-379 CLOCKS 1-379 M A G N E T I C C O M PA S S 1 - 3 7 9 TOTALAIRTEMPERATUREINDICATOR 1-379 L AVATO RY FA C I L I T I E S 1 - 3 8 0 LETDOWN CHART HOLDER 1-380 PERSONNEL PROTECTIVE ARMOR 1-380 PERSONNEL WARNING SIGNS 1-380 P I TO T- S TAT I C S Y S T E M 1 - 3 8 0 PROTECTIVE COVERS 1-380 S E AT S 1-381 SIGNAL LIGHT STOWAGE 1-381 UHF FREQUENCY CARD HOLDERS 1-381 W E AT H E R C U RTA I N 1-381 ITEM AERIAL REFUEL SLIPWAY DOOR CONTROL HANDLE AERIAL REFUELING INDICATOR LIGHTS F I G PA G E 1-173 1-418 1-174 1-419

CREW OXYGEN SYSTEM 1-357 OXYGEN PREFLIGHT CHECK 1-358 P O R TA B L E O X Y G E N B O T T L E 1 - 3 5 9 TROOP OXYGEN SYSTEM 1-359 THERAPEUTIC OXYGEN SYSTEM 1-362 WARNING SYSTEMS 1-362

A LT I T U D E A L E R T W A R N I N G 1 - 3 6 2 APU FIRE DETECTION AND WARNING SYSTEM 1-362 APU FIRE EXTINGUISHING SYSTEM 1-362 BAILOUT ALARM/WARNING SYSTEM 1-363 DOOR WARNING SYSTEM 1-363 ENGINE FIRE AND PYLON FIRE/OVERHEAT DETECTION AND WARNING SYSTEM .... 1-363 ENGINE FIRE EXTINGUISHER SYSTEM 1-363 I TERRAIN AWARENESS AND WARNING SYSTEM4 ( TAW S ) 1-36 MASTER CAUTION SYSTEM 1-375 MAXIMUM SPEED WARNING SYSTEM 1-376 M I S S I L E WA R N I N G S Y S T E M S 1 - 3 7 6 SMOKE DETECTOR SYSTEM 1-376 S TA L L WA R N I N G S Y S T E M 1 - 3 7 6 TA K E - O F F WA R N I N G S Y S T E M 1 - 3 7 6 EMERGENCY EQUIPMENT 1-377 AIRCREW EYE AND RESPIRATORY ITEM FIG PA G E

AC POWER DISTRIBUTION 1-179 1-426 ACPOWER SYSTEM 1-178 1-424 A D S PA N E L S \ ^ 1-256 1-579

Change 1 1-3

TO 1C-141C-1

ITEM

FIG

PA G E

ITEM CARPINIT3/6

FIG 1-71 1-72 1-73 1-74

PA G E 1-236 1-238 1-239 1-242 1-242 1-548 1-245 1-245 1-442 1433 1-256 1-248 1-507 1-558 1-192 1-192 1-193 1-180 |

AERIAL REFUELING LIGHTS C O N T R O L PA N E L

1-175

1-420

CARPINIT4/6 CARPINIT5/6 CARPINIT6/6

AERIAL REFUELING SYSTEM 1-172 1-416 AIR CONDITIONING MASTER S W I T C H P O S I T I O N C H A RT 1 - 1 8 5 1 - 4 7 8 AIR TRANSPORTABLE GALLEY/ L AVATO RY 1-264 1-690

CARPPROGRESS 1-75 CDS MENU HIERARCHY 1-227 CHUTELIST1/2 CHUTELIST2/2 CIRCUIT BREAKER PANELS (TYPICAL) CLIMB1/2 1-77 1-78

AIRCRAFT ELECTRICAL SYSTEM .. 1-177 1-422 A N / A P S - 1 3 3 R A D A R PA N E L S 1 - 2 3 8 1 - 5 5 9 A N A L O G S TAT U S 1-123 1-293 A N T E N N A L O C AT I O N S 1 - 2 0 8 1 - 5 1 4 ANTI-ICING SYSTEMS CONTROL PA N E L 1-188 A R R I VA L RW Y S A R R I VA L S TA R S A R R I VA L TRANS 1 - 11 4 1 - 11 5 1 - 11 6 1-481 1-288 1-288 1-289 1-550 1-549

CIRCUIT BREAKER INDEX 1-182 1-181 1-81

A P U C O N T R O L PA N E L S 1 - 1 6 8 1 - 4 11

CLIMB ALTITUDE TARGET VERTICAL PROFILE 1-79 COCKPIT VOICE RECORDER/DIGITAL F L I G H T D ATA R E C O R D E R 1 - 2 0 2 COMBINED ALTITUDE RADAR ALTIMETER(CARA)SYSTEM ... 1-237 COMMTUNEINDEX 1-38 COMM TUNE MENU HIERARCHY ... 1-37 COMMTUNEVHF C O N F I R M AT I O N CONTROL P E D E S TA L 1-39 1-24A 1-156 1-192

ATTITUDE HEADING REFERENCE SYSTEM(AHRS) 1-229 AUTOPILOT CONTROLS AND I N D I C ATO R S 1-228

AUXILIARY POWER UNIT 1-167 1-410 BDHI SYSTEM INDICATORS AND SELECTOR SWITCHES 1-236 1-557 CABIN PRESSURE ALTITUDE CHART 1-187 CABIN PRESSURE CONTROL SYSTEM 1-186 CARGO COMPARTMENT LIGHTING CONTROLS 1-251 CARGO DOOR AND RAMP CONTROL PA N E L S 1-253 CARGO DOOR CONTROL VALVE PA N E L 1-255 1-480 1-479

C O N T R O L D I S P L AY S Y S T E M 1 - 2 2 2 C O N T R O LW H E E L

1-5351-394

COPILOTS INSTRUMENTPANEL ... 1-155 C O P I L O T S S I D E PA N E L 1 - 1 5 1 COPILOTS STATION (TYPICAL) .... 1-149 COUNTERMEASURES DISPENSER L O C AT I O N S 1-243 CREWMOVEMENTAND C O M PA R T M E N T D I A G R A M 1 - 1 4 7 CRUISE C U S TO M D ATA CUSTOM D ATA L I S T CVR AND DFDR TEST SWITCH L O C AT I O N S 1-82 1-102 1-103 1-204

1-490 1-3931-389 1-387 1-564 1-384 1-261 1-279 1-280 1-509 1-508 1-132|ubi eBuBa-10-ino uoiiBUjUJBiuoo eqoJd Buu!AA/(s)l!un Muej. unoJio poqs 6uu!M/iiun >|uei papunojQ/uedQ (s)jjun >|ubi eBuea-JO-ViO uormu!UJB)uoo eqoJd BuujAA/(s)uun >|uei iinojjo POMS BuuiJvVliun M"ej pepunojQ/uedo (s)ijun >uei e6uea-J0-W0 uoiiBUjUJBiuoo eqoJd BuuiAA/(s)l!un mubj. unaijo vioms BuuiAAAlun >|uei papunojQ/uadQ ajniiBd lueujejnseew |BUja;u| PJ|BAU| BJBQ UO!lBjqi|B0 AJOPBd ejnijBd WOad33 ejnijBd suoitBOjunmiuoQ S8fr-sa

e e z ete

e z zz v z nei zi v v

Buiqseid 3 6uu!AA/(s)m WBre/w lend I. -on leuueiio peAejdsia |0 AoBjnooy ui uorpnpea BujijsBid 3. (Z sousiunN urejAj uuo. (1 (TVNa31Nl) IOdMNV1

1090

s o w >xinvd3000

Aoejnooy UlBjeM lend peAeidsia uo pedtui ibuujum Bu!i|SB|d3. (3 wBieM lend peAeidsia uo pejg on (! N0I1V0IQNI IOd NO!03dd3

NOUVOOT

nnvd

NOiidiaos3a nnvd

S3Q03 nnvd aumivd AUvaNooas iod xnvi landl-OHrl-Ol Ol

T01C-141C-1is used for ground-checking the boost pumps, crossfeed valves, separation valves, and the aerial refuel isolation valves. It is also used to monitor fuel pressure during ground and in-ight fueling operations.

Fuel Jettison Stop Pump Lights.Four STOP PUMP lights, one for each outboard auxiliary tank boost pumps are located on the fuel management panel (gure 1-169). The lights are provided to warn against inad vertent fuel mismanagement when jettisoning fuel. Each light is wired through the "ON" position of the related BOOST PUMP switch and the JETTISON position of the related, left or right, JETTISON valve switch. The STOP PUMP lights can only illuminate when these switches are positioned to "ON" and JETTISON, respectively. A switch within the related fuel quantity indicator controls both of the associated STOP PUMP lights. The switch causes the lights to illumi nate when the FQI indicates 5,500 pounds or less.

FUEL SUPPLY SYSTEM INDICATOR LIGHTS. Main Tank Sump Low Warning Lights.Four SUMP LOW lights, one for each main tank, are pro vided on the fuel management panel (gure 1-169). The lights associated with the outboard main tanks illuminate when the surge box fuel level drops below approximately 125 gallons. The lights associated with the inboard main tanks illuminate when the surge box fuel level drops below approximately 60 gallons.

FUEL USAGE SEQUENCE.The sequence for normal fuel usage is:

Boost Pump Low Pressure Lights.Boost pump PRESS. LOW lights are provided on the fuel panel (gure 1-169). One PRESS. LOW light is provided for the two pumps in each main tank and one light is provided for each pump in the auxiliary and extended range tanks. The lights are controlled by pressure sensing switches and illuminate when the output pressure of the corresponding boost pump(s) drops below the normal operating pressure.

1. For take-off, use tank-to-engine feed from auxiliary tanks. Burn approximately 1,050 pounds per tank. 2. Use fuel equally from extended range tanks until empty. 3. Use fuel equally from auxiliary tanks until auxiliary tanks No. 2 and No. 3 are empty. 4. Use fuel equally from auxiliary tanks No. 1 and No. 4 and main tanks No. 2 and No. 3 until auxiliary tanks No. 1 and No. 4 are empty. 5. Use fuel equally from all main tanks.

WARNINGMomentary illumination of any fuel boost pump pressure low light is permissible, but the corresponding fuel pump should be turned off when the pressure light illuminates steadily.*#The CARGO COMPT CONTROL switch (gure 1-183) is a four-position ("COOL", "HOLD", "AUTO", "HOT") toggle switch that functions in the same way as the FLT STA CONTROL switch except that the CARGO COMPT CONTROL switch commands the right air conditioning sys tem and is enabled any time the AIR COND MASTER switch is in "RIGHT', "BOTH", or "APU".

Cabin Temperature Control Switches.FLIGHT STATION TEMPERATURE SELECTOR. A rotary, rheostat-type ("COOL" to "HOT') FLT STA tempera ture selector selects the desired automatic temperature for the ight station. With the FLT STA CONTROL switch at "AUTO", the FLT STA. selector provides inputs to the ight station temperature control box. The temperature con trol box controls the ight station temperature control valve.

CARGO COMPARTMENT RECIRCULATION FAN.A recirculation fan is installed overhead in the forward cargo compartment to increase air ow in the cargo compartment. The fan runs anytime the AIR COND MASTER switch is in "APU", "BOTH", "LEFT', or "RIGHT*. The recirculation fan is shut off when an emergency depressurtzation switch is in the emergency depressurize position.

Cargo Compartment Temperature Selector.A rotary, rheostat-iype ("COOL" to "HOT") CARGO COMPT temperature selector selects the desired automatic temperature for the cargo compartment. With the CARGO COMPT CONTROL switch at "AUTO", the CARGO COMPT selector provides inputs to the cargo compartment temperature control box. The temperature control box con trols the cargo compartment temperature control valve.

AIR CONDITIONING SYSTEMS CONTROLS.Controls for the air conditioning systems are on the environ mental control panel (gure 1-183).

Air Conditioning Master Switch. (See gure 1-185.)The AIR COND MASTER switch is a seven-position ("APU", "ENG START", "BOTH", "LEFT". "RIGHT", "OFF*. "RAM") rotary-type switch that selects the type of air conditioning operation. The switch also controls the ight 1-32

Flight Station Airow Switch.A rotary-type, four-position ("MIN", "NORM", "INCR", "MAX") FLT STA AIR FLOW switch controls the diverter

cc-t..OLV.. - qoii^s TOULNOD VIS lid S ..HlOa.. " M!*S HH1SVW ONOD HIV > .J^HdO,, - saqaiiMg JdOIilHS SAS ' TVWHON,. - ipi!*S N0UV10SI DNIM Z ..NadO.. " saqaiiMS ddOlHS HIV 03319 I 'SIN31 SAS ONINOIUONOO HIV dO NOIlVdBdO TVVUUON -piBoqjaAO iso| Suiaq si jre paaiq auios ieqi X(uo sueam 0 tpvVi SAoqe paiBu -iiuniij suieuisj ieqi iqSii no HQlD3f3 UV OlSd (S+) SZ oi amssaid jre uieansuMop siiuiq iapno JoreinSaj aqj ui aAnjA janaj y amssaid uiqeo Supspta 01 aApeiai oiSd (si) 1 OJ uiaisXs aqi Suuaiua amssaid jib paaiq auiSua saonpai 'eare pazi -jnssaid aqi apisui psieaoi MoreinSai amssaid duind iaf aqj

aiONsauBA Sui|ooo jaSueqaxs icaq Xreuiud aqi ssoiae Moyjre paseaiaui ue SutpjAOid pue Supejado aie sioiaafa aqi uaq/w aieuiumn; (81*1 wSy) siqS;i no aOlDHIH OA\L

jaqimj Sutuado uiojj jaddod satoa Avoymo aqj 3upuaAaid snip jib uiqea qiiA\ uopaas uiSejqdetp ajnssajd aouaiajai am spoon pue amssaid parejqirea e saqasai apmpre uiqea uaqM suado reqi bajba laddod pareiado-piojauB ue si [OJiuoa liuii] uiqea auj, uopms iqSqj aqi uiojj uappu -J3A0 Xirenueui ssajun jaaj OOO'EI Xiareunxoidde 01 apmpre uiqea siruni 3a[ba Xiajes Avoymo aqi 10 uopaas pcaq aqi ui |OJ)uoa iiuiii uiqsa y -amssaid aierngai 01 uiqes aqi uiojj jib SJ313U1 ieqi 3a[ba isddod e suoptsod uiSejqdeip sqi jo apis jsqio aqi uo amssaid uiqea pue uiSejqdeip aqi jo apis -auo uo amssaid sauaiajai uaaMiaq aouaiajjip sqj, -uiSeiqd -Bip e Xq paiejedas suopaas aauaiajai oam seq sajba XiajBS A\oyino amssaid umbo aqx '3a[ba iojiuod renueui b qSnoiqi panddns si (amssaid uiqea) aamos amssaid jib q3iq aqj. u -niU3A [OJiuoa ajnssaid uiqea aqi Xq panddns si (ajnssaid aaua jajaj) aarnos amssaid jib a\o| auj, aainos ajnssaid jre q8tq b pus aamos amssaid jre a\0] e aiinbat pue sissq amssaid jre renuaidjjip e uo aieiado ssatca Xiajes Moywo amssaid uiqea aqj, -Xpadbid aremSai 01 |iej suoruod 3A[ba Avoyino aqi ji janai amssaid reuoprppB 3ai3 01 uado saA{BA Xiajes Atoyino amssaid uiqea aqi jo suoruod oa|ba Xiajes auj, -amssaid uiqea ssaaxa aASiiai saAreA Xiares Atoyino amssaid uiqsa aqx '81 -I amSy ui utaoqs siiuiq aqi uiqiiM ainpaqas paquasatd b ui paureiureui si amssaid uiqeQ

-smn no uojLoara3AIBA XiajBS Moyino HH 3m J PJbauoj bbjb ijaap -jaddn luautUBduioa oSjea ye aqi uo paieaoi losuas e uiojj sindui s3A;aaaj (81*1 Jn8ij) joieaipui dW3X IdWOD 3H1 *jo)eo|pu| ejmejaduiaj, lueurtjedujoo oBjbo liun Suiuopipuoa jib iqSu pue ija] aqi ui paiBao) sjosuds uiojj sinduraATasai sioieaipui auj, -papiAOid ajB sjoieaipui ainiBisduiai HDX3 1V3H AHVWIHd o*X -sjoieo;pu| ejniejaduiei jeBueqoxg jeeH Aieuiud

saAjBA jjoinqs piouaps uorrezunssaidsp XausSisuia omi pue 'uniuaA puB uej lOJiuoa amssaid uiqea e UoiemSai amssaid duind iaf e 'saAjeA Xiajes A\oyino amssaid uraea 0*1 'sjoiBaipui 'sjojiuod XauaSiauia pue 'renueui 'apeuiouw sureiuoa uiaisXs aqj, -uopszunssaidap XauaSjauia saiqsua pus 'apninre uiqea pausap aqi siaaias 'ajaqdsouire aqi oi Jie uiqea jo adBasa jo aiej aqi spjiuoa uiaisXs uopezunssaid aqj, ('981'I PUB t8I-I sam8ii aas) "smaisXs reiuauiuoiiAus aqi jo vred e suuoj uiaisXs uopBzunssaid aqj

-Sunanp lapno 3A[eA jjoinqs uiaisXs aqi ut paiBDoj saqojd amssaid uiojj sindui saAisaaj JoiBaipui aqj, laiuiod ^ ire pue jaiuiod i ue seq ieqi joieaipui adXi-|eip e si joieaipui sSH^d D3H 3M1 -joieojpui ejnssejd JIV P^IS peie|n6ey

W31SAS NOIlVZIdnSSBdd..TvmoN,, i3!*s narao XIWIl 1TV NlflVD 6..TVPMON., - saqaiiMS SS3Hd3a HHNH "8 OinV - ipi^S 10H1N0D XdWOD OOHVD 'L lmsai Xbui luamuedmoa oSjea aqi io SupeaqiaAO jo uopnea qiiM pasn aq isnm qaiiA\s MOTJ HIV VIS XTH 3M i uopisod NIW M1 'Suneiado smaisXs Suiuoprpuoa jib qioq qiiA\

'|aued joiBia -unuue aqi uo are siq3i| leaqiaAO *|3ued reiuauiuojiAua aqi uo are smaisXs Suiuopipuoa ire aqi joj siqSq pue sioieaipui

SdOlVOIONI SN3JLSAS ONINOIHONOO HIV

| Nonnv) I.j^raoN,. - M3J!*s Moid aiv vis ru 9

-luatmiBduioa oSjbo aqi oi piiqi-auo pus uopeis iqSiy aqi oi moyire aqi jo spJiqi-OMj suids uon -isod H3NI sqi luauiueduioa o3jbo aqi oi spiiqi-OMi pue uopeis iq3|U aqi oi Avoyjre aqi jo piiqi-auo si)|ds uopisod ..WXON.. 3JL uopeis iqSiy aqi oi Moyjre |re sapiAoid uop -!sd XVW.. 3m 'lusuiueduioa oSrea aqi oi (A\oyjjc jadseS idaaxa) AvoyjiB maisXs ljaj |[B susAip uopisod .jjiw,. 3H1 Suipnp uopnquisjp uiaisXs Suiuopipuoa jre ijai aqi ui sajca

T01C-141C-1The cabin pressure control fan and venturi is actuated by a safety switch while the aircraft is on the ground. The fan pulls cabin air through the venturi to produce a vacuum to hold the cabin pressure outow safety valves in the fullopen position and prevent any cabin pressurization. PRESS". In "EMER DEPR" (pilots') or "EMER DEPRESS" (engineer's), either switch completes an electrical circuit to two emergency depressurization solenoids. The rst sole noid, when energized, is positioned to vent regulated bleed air to override the cabin limit control on the outow safety valves, allowing complete cabin depressurization. The sec ond solenoid is open to vent the pneumatic relay in the out ow safety valve to the cabin pressure control venturi. This action bypasses both the manual and automatic cabin pressure controllers and opens the outow valves to their maximum extent

PRESSURIZATION SYSTEM CONTROLS.The pressurization system contains a CABIN PRESSURE MANUAL CONTROL, an automatic cabin pressure control, a cabin altitude limit override switch, two emergency depressurization switches, and two emergency pressurization switches.

Cabin Pressure Manual Control.The CABIN PRESSURE MANUAL CONTROL is a three-position ("DECREASE PRESS". "AUTO", "IN CREASE PRESS") control (gure 1-183). The control is pneumatically placed between the automatic cabin pressure control and the cabin pressure outow safety valves and can manually override the automatic cabin pressure control. In the "AUTO" position, the automatic cabin pressure control commands the cabin pressure outow safety valves. In the "INCREASE PRESS" or "DECREASE PRESS" positions, the CABIN PRESSURE MANUAL CONTROL biases the outow safety valve control system to change cabin pressure accordingly.

WARNING

When either of the emergency depressurization switches has been used to depressurize the aircraft, place the cabin altitude limit override switch to the "CABIN ALT LIMIT ORIDE" position before the emergency depressuriza tion switches are returned to the "NORMAL" position. If this is not accomplished the cabin limit control will be reestablished and the cab in altitude will descend rapidly to 13,000 feet, resulting in possible damage to the eardrums of crew members and passengers.

Automatic Cabin Pressure Control.The automatic CABIN PRESSURE CONTROL contains an indicator, a CABIN ALT selector knob, and a RATE knob (gure 1-183). The RATE knob is variable between "DEC" and "INC" positions. With the CABIN PRESSURE MANU AL CONTROL in "AUTO", the CABIN ALT selector knob is used to select the desired altitude on the indicator and the RATE knob is used to select the desired rate of change of cabin altitude.

The "EMER DEPR/DEPRESS" position of these switches also completes electrical circuits that close the right and left air conditioning ow control and shutoff valves and the oor heat modulating valve, thereby shutting off all ow of conditioned air into the cabin, and shuts off the cargo compartment recirculation fan. Use of the Emergency De pressurization switches will result in an initial cabin altitude of 8,000 feet equalizing with an aircraft altitude of 41,000 feet in approximately 90 seconds.

^J

Cabin Attitude Limit Override Switch.The cabin altitude limit override switch is a guarded twoposition ("NORMAL", "CABIN ALT LIMIT ORIDE") switch. In "NORMAL" the cabin limit control operates to limit cabin altitude to 13,000 (1,500) feet. In "CABIN ALT LIMIT ORIDE", the cabin limit control is bypassed and the cabin altitude is controlled manually to any aircraft altitude.

Emergency Pressurization Switches.The LH and RH EMERGENCY PRESSURIZATION switches are located on the emergency circuit breaker panel (gure 1-181). The two-position lever-lock switches are labe led "EMERG" and "NORMAL" and provide emergency electrical power to maintain aircraft pressurization. In the "EMERG" position, electrical power for system valves is switched from the main DC bus No. 2 to the emergency DC bus for the RH EMERGENCY PRESSURIZATION switch, and from the isolated DC bus to the emergency DC bus for the LH EMERGENCY PRESSURIZATION switch. At the same time, the left and right primary heat exchanger temperature indicators, and the LEFT OPEN pressure relief valve indicator, will receive power from the emergency DC bus. The system shutoff switches on the ight engineer's panel are inoperative at this time and will not open or close the shutoff valves.

^J)

Emergency Depressurization Switches.There are two guarded, two-position emergency depressu rization switches installed in the aircraft. One switch is lo cated on the pilots' aft overhead control panel (gure 1-157) and the other is located on the engineer's environmental control panel (gure 1-183). The pilots' switch positions are labeled "NORMAL" and "EMER DEPR". The engineer's switch positions are labeled "NORMAL" and "EMER DE-

1-34

TO 1C-141C-1 PRESSURIZATION SYSTEM INDICATORS. The pressurization system contains two cabin altimeter and differential pressure indicators, a cabin rate of climb indica tor, and a cabin pressurization low light. Cabin Altimeter and Differential Pressure Indica tors. Two cabin altimeter and differential pressure indicators (g ures 1-155 and 1-183) provide indications of cabin altitude and differential pressure. The short pointer indicates cabin altitude while the long pointer indicates the difference in PSI between cabin pressure and the atmosphere. Cabin Rate-of-Climb Indicator. A cabin rate-of-climb indicator (gure 1-183) indicates the rate of cabin altitude change (climb or descent). Low Pressurization Lights. There are two low pressurization lights that illuminate when the cabin altitude goes above 10,000 (1,000) feet. The CABIN PRESS. LOW light is located on the pilots' annun ciator panel (gure 1-261). The CABIN PRESS light is lo cated on the engineer's environmental control panel (gure 1-183). NORMAL OPERATION OF PRESSURIZATION SYS TEM. Before Take-off. 1. All doors and hatches - CLOSED AND LOCKED 2. CABIN PRESSURE MANUAL CONTROL "AUTO" 3. Emergency Depressurization Switches - "NOR MAL" 4. CABIN ALT Selector Knob Set cabin altitude 500 feet above eld pressure altitude. 5. AIR COND MASTER Switch - "BOTH" 6. CABIN ALT LIMIT ORIDE Switch - "NORMAL" 7. RATE Knob - As required After Take-Off, Climb, and Cruise. 1. CABIN ALT Selector Knob - Desired cabin altitude (normally 500 feet above planned cruise altitude). 2. RATE Knob - As Required Descent 1. CABIN ALT Selector Knob - Set cabin altitude 500 feet above eld pressure altitude. 2. RATE Knob - Desired rate of descent. MANUAL PRESSURIZATION PROCEDURE. 1. Move the manual pressure control knob out of the "AUTO" position. The rate of cabin pressure change corresponds to the degree of rotation of the manual control. The "INCREASE PRESS" position lowers the cabin altitude. The "DECREASE PRESS" position will raise the cabin altitude. 2. Adjust the manual control and closely monitor the cabin rate-of-climb indicator to maintain the desired cabin pressure change.

CARGO COMPARTMENT FLOOR HEAT SYSTEM.The cargo compartment oor heat system forms a part of the environmental systems. The cargo compartment oor heat system consists of bleed air ducting, a oor heat shutoff valve, a oor heat modulating valve, a bleed air ejector, and forward and aft oor heat ducting. When the oor heat shutoff valve and modulating valve are open, hot airow through the bleed air ejector into the ducting is established. The ejected bleed air and ambient cargo compartment air mix in the ducting and is distributed to outlets running lateral ly across the underside of the cargo compartment oor pan els. A primary sensor and an anticipator and high limit sensor in the ducting provide inputs to a cargo compartment oor temperature control that, in turn, provides signals to modulate the position of the oor heat modulating valve. The system is protected against overheating by a continuous loop temper ature sensor. CARGO COMPARTMENT FLOOR HEAT SYSTEM CONTROLS. The system is controlled by a FLOOR HEAT switch and a FLOOR OVHT SYS switch on the environmental panel (gure 1-183). Floor Heat Switch. The two-position ("ON", "OFF') FLOOR HEAT switch con trols ow of heated bleed air to the bleed air ejector. In "ON", the switch completes a circuit to open the shutoff valve and energize the solenoid in the modulating valve. In "OFF", when the AIR COND MASTER switch is in "APU" or "ENG START', it overrides the FLOOR HEAT switch and opens the shutoff valve but holds the heat modu lating valve closed.

vjt^

1-35

T01C-141C-1 When the AIR COND MASTER switch is placed to "APU" and the FLOOR HEAT switch is "ON", the shutoff valve and the modulating valve are both open and APU heated air is available for under oor heating. Floor Overheat System Switch. The three-position (momentary 'TEST', center unplacarded NORMAL, momentary "RESET') FLOOR OVHT SYS switch provides a test capability for the continuous loop temperature sensor and a reset capability after an overheat condition has disabled the cargo compartment oor heat system. In 'TEST', circuits are completed to close the oor heat shutoff valve, close the oor heat modulating valve, lock in the overheat relay, check continuity through the cargo compartment oor temperature control, and illuminate the oor overheat lights. In "RESET*, the switch circuits release the locked-in overheat relay and enable the shutoff valve and the oor heat modulating valve to return to their selected positions. Cargo Compartment Floor Heat System Overheat Light. The oor overheat light is placarded OVERHEAT. The light illuminates when an overheat condition is sensed by the continuous loop temperature sensor. Windshield Rain Removal System Overheat Lights. A PLT OVHT light, a CO-PLT OVHT light (gure 1-188), and a RAIN REMOVAL OVHT light (gure 1-261) illumi nate to warn of system overheating. An overheat sensing element is embedded in the vinyl layer in each of the two windshields. The sensing element circuit closes to illuminate the appropriate overheat light whenever the temperature of the vinyl layer reaches approximately 71 C. The overheat light extinguishes whenever the temperature of the vinyl layer drops below approximately 64 C. These overheat sens ing elements monitor the windshield ice and fog protection system operation as well as the windshield rain removal system operation. WINDSHIELD RAIN REMOVAL SYSTEM OPERA TION. To operate the rain removal system, accomplish the follow ing: 1. BLEED AIR SHUTOFF Switches - "OPEN" 2. SYS SHUTOFF Switches - "OPEN"

i ^ 0

ftUTION IThe windshield rain removal system should be operated only momentarily on a dry wind shield. Failure to observe this can result in overheat damage. 3. RAIN REMOVAL Switch - "BOTH" 4. RAIN REMOVAL Switch - "OFF' Turn the rain removal system off as soon as the windshield is clear.

WINDSHIELD RAIN REMOVAL SYS TEM.The windshield rain removal system forms a part of the environmental systems. Rain is removed from the pilot's and copilot's windshields by high-velocity, high-temperature bleed air directed at the windshield bases through slot-type nozzles. The high velocity deects and breaks up large rain drops. The high temperature evaporates residual droplets that are not deected. The bleed air is taken from downstream of the air conditioning system primary heat exchangers, at approximately 230 C. WINDSHIELD RAIN REMOVAL SYSTEM CONTROLS AND INDICATORS. Windshield Rain Removal System Selector Switch. A four-position ("OFF", "PILOT', "BOTH", "COPILOT') rotary-type RAIN REMOVAL selector switch (gure 1-188) controls the system. With the switch in "PILOT', "BOTH", or "COPILOT' positions, the appropriate regulator valves and shutoff valves open. The windshield rain removal circuits are designed so that power cannot be supplied to the corre sponding windshield ice and fog protection system when the windshield rain removal system is operating. 1-36

ELECTRONIC COOLING SYSTEM.The electric cooling system operates automatically. The sys tem uses two large fans that work in conjunction with an electronic cooling ow control valve, and two small fans. The two large fans cool the electronic equipment in the for ward fuselage underdeck area while the two small fans cool the ight engineer's circuit breaker panels and electrical equipment in the forward fuselage underdeck area. The sys tem operates in a ground and a ight mode. The electronic cooling ow control valve remains in the modulating position during all operations. ELECTRONIC COOLING SYSTEM MANUAL HAN DLE. A handle is provided in the left underdeck area to manually position the electronic ow control valve. The handle is normally secured in the mid position. This position provides a valve setting which allows the optimum airow through the electronic cooling system. When pushed full in. the valve moves to full open. When pulled full out, the valve assumes a modulated position towards closed (minimum airow).

TO1C-141C-1 ELECTRONIC COOLING SYSTEM COOLING FAN FAILURE LIGHT.The COOLING FAN FAILURE light illuminates AVIONICS when the large fans fail, and illuminates ELECTRICAL when the small fans fail (see gure 1-176). On the ground, the appropriate light illuminates if any fans fail. In-ight, the appropriate light illuminates momentarily during switch-over if large fan No. I or small fan No. 1 fails. If both large fans or both small fans fail in-ight, the appropriate light illuminates steady. If large fan No. 1 or small fan No. 1 fails in-ight, the appropriate light illuminates as soon as the aircraft is on the ground.

Ice Detection Controls. ICE DETECTION TEST SWITCH.A two-position ("NORM", "TEST') ICE DET switch (gure 1-188) tests the ice detection system. In "TEST', the switch simulates an icing condition to illuminate the warning light. In "NORM", the switch returns the system to normal opera tion.

ICE DETECTION CONTROL SWITCH.A three-position ("OFF'. "AUTO", "MAN1') ICE DET CON TROL switch enables selection of operating mode. In "OFF*, the system is inoperative. In "AUTO", the ice detection sys tem is armed and if icing conditions are detected, a warning light illuminates, and the engine anti-icing system and the engine ram pressure probes anti-icing systems start. In "MAN", the system is armed and if icing conditions are detected, the warning light illuminates. The wing anti-icing system and the empennage de-icing system must be manually started regardless of ICE DET CONTROL switch position.

ELECTRONIC COOLING SYSTEM OPERATION. Ground Mode Of Operation.To accomplish maximum cooling, touchdown relays com plete circuits to all four fans. The No. 2 electronic cooling fan is normally inoperative on the ground; however, should the No. 1 electronic cooling fan fail, the No. 2 fan will operate. Both small fans operate continuously on the ground.

Ice Detection System Icing Warning Light.An ICING warning light illuminates whenever the system is operating and the probes detect icing conditions.

Flight Mode Of Operation.During ight, large fan No. 1 and small fan No. 1 run continu ously to provide cooling. The circuits for large fan No. 2 and small fan No. 2 are opened by touchdown relays. If large fan No. 1 or small fan No. 1 fails in-ight, load current sensing relays automatically switch circuits to run large fan No. 2 or small fan No. 2.

TOTAL TEMPERATURE PROBES DE-ICING SYS TEM.Two total temperature probes are installed on the forward fuselage skin. Total temperature probe No. 1 provides an input to CADC No. 1 and to a total temperature indicator on the ight engineer's panel. Total temperature probe No. 2 provides an input to CADC No. 2 and to a total temperature indicator on the copilot's instrument panel. Both total temper ature probes have electrical heating elements for de-icing.

ANTI-ICING AND DE-ICING SYS TEMS.The aircraft has anti-icing systems that prevent ice formations and de-icing systems that remove ice formations. The anti-ic ing system uses engine bleed air. The de-icing system and the windshield heat system use electrically heated elements. Controls and indicators for all anti-icing and de-icing systems are located on the pilots' overhead panel. (See gure 1-188.)

Temperature Probe De-ice Switch.A two-position ("ON", "OFF') TEMP PROBE DEICE switch manually controls electrical de-icing of the total tem perature probes.

PITOT-STATIC TUBES ANTI-ICING SYSTEMS.Anti-icing systems are provided for the pilot's and copilot's pitot-static tubes. Operation of both systems is the same except that the pilot's system controls the engine ram air pressure probe anti-icing system. Each pitot tube has mast and head heating elements.

\