T.O, 1B-52G-1 B-526 FLIGHT MANUAL USAF SERIES AIRCRAFT publication. Destroy superseded pages. ————— rd ‘3 LATEST CHANGED PAGES SUPERSEDE TEES AN THE SAME PAGES OF PREVIOUS DATE 2a = nonce ¢ Insert changed pages into basic THIS PUBLICATION IS INCOMPLETE WITHOUT T.0,'s 18-520-12, 1B-52G-1-1, 18-52-15, 18-526 41.61, VIC AND 1-16-116. SUPPLEMENTARY PUBLICATIONS ARE PROVIDED TO SUPPLY OF- ERATIONAL COVERAGE IN NONSTANDARD CONFIGURATIONS, SEE T.0, 0-1-1.2 FOR NUMERI- CAL INDEX OF BOMBER TECHNICAL PUBLICATIONS. Commanders ae reponsible for bringing this publication tothe atontion of all Ai Force personne cleared for operation of subject irra TBs publeaon replace Safety Supplement 310, Sec Techie Oder Index T.0, 0.44.2 {ot cent sats of Fgh Mahal, Sfety and Operational Suplemcns a Fgh Crew ck Dit mn Ths obs paid Gt feo nec cperaonl purer: oly, Durbin bined U.S Goverment Agenci Otbt ‘quests for this document must be referred to Oklahoma City ALCIMMEDT, Tinker AFB, OK 73148, PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE 1 JANUARY 1975 CHANGE 26 — 15 MARCH 1982 am rence ras 1-00 avertTO. 18-526-1 “Tectia arrsarenxmallycaribved promt le eiaing, Dates) swe onthe ie ape ower rit come) a or dentition oly. Theve ae not isu ‘Ton dates Poseeing ie sometimes caves Gein to ony appar fo Mave een deayo UST_OF EFFECTIVE AG Jan 75 Change 1 May 77 orange 14 20 ocr 78 Change 21 1 Jen 80 apr 75 Change 8 25 Jul 77 Change 15 30 Woy 78 Change 22 15 Jul 80 Sep 75 Change 9 26 Asg 77 Change 16 15 Jan 79 Change 23 30 Jan 81 Now 75 Change 10.10 Dee 77 Change 17 15 Feb 79 Change 24 10 Jul 81 Jun 76 Change 11 10 Feb 78 Change 18 15 Apr 79 Change 25 20 Nov 81 Sep 76 Change 12 1 May 78 Change 19 10 Jun 79 Change 26 15 Mar 82 Dec 76 Change 13 10 Jal 78 Change 20 10 Aug 79 TOTAL NUMBER OF PAGES IN THIS PUBLICATION 15 1124 CONSISTING OF THE FOLLOWING: Crane Page ‘Change Pane Change Page No. we Net, Ne Ne 26 1st 6 ase ° 1-135 26 13s 6 1-37 5 1136 = 1-137 a4 137 = 2 as ° 1138 - 1-139 2% M39 2-89 26 1-140 stank Miyleat 2 Blank 0 1-40 a8 1-30 4 aa t onan 26 a1 - 1-92 20 wuz - 144 rn 2 183 18 1-924 added iu Fa 46 2 1-928 Blank Added ‘w 22 “a7 ° 1-93 ¥ 21 149) 2 194 = 1-95 “ 0 150 2 196 11488 Blank Added ry 250 Mist 26 137 1149 vit 0 152 6 198 1-150 1a ° 153 2 139) 1-150 ada rey 20 154 18 1-100 11508 Blank Added 13-15 ue 155 2 A102 = 11st - 171544 1 us 156 4 1-103 171545 Blank re 0 158 = 18 1-106 t15u¢ = 1-150 18 6 1-60 15 x17 Deleted 1 2 1-61 25 1-109 20 1-155) at 9 62 9 yuo ° 1156 ru 1-83 6 ain 20 171564 112 = 1-15 165 2 wuz ° 11568 Blank Added Leg = 1-17 66 = 1 ° ite 2 1157 1-18 Bank 1-68 2 sy 26 ise 1-19 = 1-20 petetes 1-68 as 1118 ° 1159 ran 170 B rus 2 1-160 Blank 22 un ° 1120 20 1-161 = 1-162 123 LR wo Me1zi - azz 26 Deleted 124 en ° 3123 - 1-126 ° 1-162k = 11628 125 ery 18 “ia 18 Deleved 126 “78 ‘ 1-128 - 1-130 2 1-163, 1-27 - 1-28 petetea Ln ° vist 0 1164 129 1-80 8 1132 2 116s, 130 reat 2 1-133 = 1-134 8 1-166 Blank 3 1-82 = 1-83 15 113ta, 2 mz 132 = 1-33 inte = 1-85 3 1-1348 Bene added 18 a CURRENT FLIGHT CREW CHECKLISTS Jan 75 Change 21 = 15 Mar Jen 75 Change 20 - 15 Mar '526-1CL-3 San 75 Change 23. = 15 Mar 526-1cL-4 Jen 75 Change 19 - 15 Mar S26-16L-5 Jan 75 Change 20. = 15 Mar 526-101-6 Jen 75 Change 4 ~ 10 Aug Upon resi of the scond and suber changes fo this ena oder, personel exporile foe mainining this pubeation In crent status wi ‘enain tha all previgu changes have ban eve ad incroored. Actin shaul be taken rao if he publications neonelee. "ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED BY USAF ACTIVITIES IN ACCORDANCE WITH T.0. 0052, USAF A change 267.0, 18-52G-1 -—————— LIST OF EFFECTIVE PAGES leone) oo Pie Page Change Pane Change Page om ne, Wo No No. No. Ne. Ne No 23 25 4 332 - 3.33 a 3-130A Added 18 24 ie 2 3534 2 43-1308 Blank Added 18 25 0 2 3-35 Blank ° 13 ° 2 2 26 3-36 - 3439 ° si 2 27 26 2 3-40 - 3-43, 2 1B ° 28 7 7 344 8 3136 18 ay 6 1” sas Oo #4135 26 210 25 ° 346 8 3136 20 aL 26 9 a7 2 3-137 Fy pet 2 2 348 6 5138 - 34139 as 23 9 2-102 ~ 2-104 ° 349 2 3140 20 a 26 2105 23 350 7 sat as zs, a 2-106 - 2-107 7 351 % sua 15 216 20 2-108 ~ 2-109 2 352 ° s1403 1B zr 2 2-110 23 333 3 1a rr 218 26 © PLN ~ 24112 26 3-54 - 3558 ° 3-163 a 2-19 - 2-21 20 patty 24 359 6 3146 Brant 0 222 26 2-114 = 2-115 25 3-60 4 wa 8 2-23 - 2-24 23 2116 B x6 20 2-49 3 2-24a ~ 2-260 2 247 25 562 ° at 2 25 Fy 2118 - 2-119 2 363 6 45-6 ° 26 20 22120 = 2121, 0 264 - 3-67 ° pe] 2 a7 26 paz ~ 2-123, 20 yee 6 a3 6 228 = 2-29 20 42124 26 3-69 0 “9 0 230 23 2125 4 3-70 uu 10 6 231 20 2126 23 sm ° ou ° 232 = 2-33 23 2-197 ~ 2-128 2 eR 10 parerery 2 9234 26 2129 18 373 - 474 7 pererets ° 2-35 20 2130 - 24131 2 a5 ° iis B 2-36 - 2-37 2 ain 8 +16 200 4a a 2-38 Rank 6 2133 9 +77 9 18 18 29 mw 2134 8 378 20 pet ry 240 12 213s 10 “9 ° 20 2 2h 25 2-136 20 +80 16 4-204 Added 2 par 6 2137 rare 26 4-208 Blank Added 22 243 — 2-44 ° 2138 Blank 2 82 3 ean ia? 12 245 5 2138 = 2-147 2 3-83 0 23 6 246 8 2-148 Blank ° yaa 2B pers 5 247 24 a 23 +85, ° 25 2 28 7 x2 33 2 3°86 plank ° 4-26 - 4-27 1 cary 26 a 0 387 - 3-90 24 428 — 4-30 20 250 ° # 1 3-908 na 4 pete is 251 23 36 = 3-68, 23 3-908 Blank Added 4 a2 20 232 ° 3-68 Blank Added 391 - 3-94) 2 S324 Ade B 253 6 oT 4 3-904 ~ 3-S4B Added 26 4328 8 254 - 2-55 ° +8 2 3-95 2 84-320 - 4-320 26 256 5 5-84 Added 2 3-96 - 3-97 0 M-32R - 4-52F 257 0 3-8 Blank Added 24 3-98 m4 Deleted 26 258 5 +9 2 3-984 ~ 3-988 Added 26 44-326 26 2-59 ~ 2-61 0 310 2 3-99 - 3-105 2 goa2H 20 262 = 2-63 21 311-312 ° 3-106 0 4-325 Added 15 264 6 a3 7 3107 5 632K 18 2-65 2 3-14 - 3-15, ° 5-108 = s-111 0 aaa 26 256 2% 315 at sgn = e114 6 432 Added 5 267 Blank 7 317 18 34s - 3-116 sm 18 68 2 aa 10 Deleted 12-84-37 - 4-329 2% 2-69 6 $19 = 3-20 6 3-117 Blank n A-32R Blank Added 15 210 2 sai - 3-26 ° 3-118 = $119 18 perarery 25 an 2 325 ry 3-120 2 434A - 4-346 Added 25 2 12 #326 6 Saiz ~ 3-122 a 4-340 Blawk Added” 25 2-73 - 2-14 deleted 12 4264 2B 3-123 ? 435 ~ 636 25 25 1 5-268 Plank Added 6 3-126 - 3-125 6 437 rn 276 2 327 ts 3-126 20 a38 20 277 - 2-78 2 328 - 3-29 ° 35-1268 2 4-384 u 219 2 330 19 s126R- 3-127 26 4-385 Blank u 2-80 26 3308 Added 4 3-128 20 4-380 = 4-380 2-81 - 2-84 Deleted 12 3-308 Bland Added 4 3-129 is Deleted u 2-85 2 x31 ° 3-130 2B 4-39 = beto 2 =o Change 26 BTO, 18-526-1 LIST OF EFFECTIVE PAGES (continued) Pane Page Change Page ange is No Wo Ne No 4-408 Added 41684 ~ 4168012 58 7 B19 - 8-208 4-408 Blane Added 169 ~ 4-171 a 5-19 2 208 aay san 5-20 - 5-26 08-206 42 oars w 5-27 Blank 6 © &-200 Blank Added 43 ware 5-28 5 Bz aad 4-175 ~ 4-176 5-29 - 5-30 4 8-22 as way 5-308 Ade “ 8-23 646 ~ 4-07 4178 = 4-1784 5-308 Blank Added 14 5-24 4-48 Blank 41788 Blank Added 5-31 Ey 5-26 49 a-17s ~ 47182 5-32 8-264 450 iss Gl = 6-4 8-268 a5 ~ 4-52 ot88 65 8-27 453 haga — s-1a68 6-6 8-23 5 Added 6-7 831 rary gates 6-8 - 6-10 8-32 4-548 Blank Added o-186 455 — 56 4-187 - 63 457 antes ase. 4188 ~ ss 459 4-190 4-60 sici91 6 aisz = 6-20 62 193 = 626 63 peer 64 195 45, 4-196 re “197 37 sini98 68 4199 469 4-200 4-70 4202 on S208 = 4 8-508 Blank Added on 4-208 B51 on 4210 52 om sent 18-53 475 e212 8-54 «16 4-213 - 4-216 53 477-479 S2164 — &-2168 8-56 30 Deleted 857 4-804 Blank Added qn 4-218 8-61 4-808 Added A213 5-62 43 4-220 803 oe san 3-65 4-83 6-222 wank 366 8h f223 - 4-226 8-67 was Deleted 8-70 86 o-200k — 4-2208 8-71 ~ 6-73 rary Deleced B74 = 8-88 a9 ans -ama ~ 5-880 4-90 4226 Deleted 94 207 5-39 = 8-92 495 28 8-924 ~ 8-828 4-98 4229 Deleted, 499 230 93 = 8-97 Deleted = ais 2 146 5-3 - 55 S147 ~ G48 56 wus ST a7 4150 ~ 4-182 53 8-8 - 8-9 asa 59 B10 - BL 4154 ~ 4-157 5-10 ~ S11 Baz Deleted sass S12 aaa a-135 159 — 4-163, 513 BL) Blank 3-136 Bian aaa sas S157 ~ 8-138 parry 5s 139 41648 Blank Added S16 140 S165 — 4-168, sr 141 a Blank - 843 ~ 8-46 ~ 850 © Change 261.0. 18-52G-1 LIST OF EFFECTIVE PAGES (continued) Page hangs Pane Change Pa Cnange Pane ngs No Ne. Ne wo No. Ne Ne. No saz ° 8-222 2 eau 1 8-223 ~ 8-226 B16 ° Deleted 10 B48 6 8-225 ~ 8-226 2 ast ° 5-227 10 3153 22 8-228 2 356 2 5-226A - 8-288 3-158 1 Deleted 2 8-159 20 8-2280 — 8-228 8-160 - 6-161 4 Deleted 20 8-162 26 5-229 24 3163 5 8-230 - 8-291 0 8166 26 8-232 6 165, 2 8-235 - 8-235, 20 8166 “ 5-236 3 5-167 23 2-237 - 2-238 0 8-168 18 5-239 ° 5-169 n 5-240 6 8-170 26 B-241 6 ei71 19 e242 - 8-243 0 ei 24 8-248 Blank ° e173 23 91 no aa7d 18 9-2 2 8175-8176 23 9-3 - 9-5 22 B-176A Added 23 7-6 ° B-1768 Blank Added 23, 9-7 1“ 8-177 - 8-179, 2 58 18 *8-180 26 9-9 2 B-18l a 5-10 a a8 23 9-11 - 9-12 22 182A Added a ora - 918 0 e828 26 99 24 e183 2 9-20 6 retry 2B o-21 = 9-22 2 alas Fy 9-23 — 9-26 3 8186 - 8-188 FS Index 1 a 6-189 — 8-190 26 Index 2 25 8-191 2 Index 3 20 6 Index 4 u 10 index 5 26 26 Index 6 ~ Index 8 24 21 index 9 6 10 Index 10 rf 2 Index 1 2 26 Index 12 25 26 Index 13 9 26 Tadex 14 25 8-200 ~ 8-202 2 Tadex 15 24 3-202 26 Index 16 25 38-2028 Blank 2 Index 17 6 a-zo20 ~ 82020 Index 18 8 Deleted 26 Index 19 2% 8-203 4 Index 20, 2 8-208 2 Index 21 5 8-205 23 Index 22 Blane ° 8-206 2 8-207 m4 2-208 2 5-209 2 5-210 26 e211 v 8-212 2 8-213 - 8-216 Deleted 10 8217 2 8-218 - 8-219 2 10 2 Change 26 —_D/(E blank)Pas 2 - ¢ © - 1 | ‘ : - | } ; i. ; os 7 tele it atch go x o oe. Pt ME, ey - “ £24" 26 ‘ oe tbeunitng: OAT WAS HAL toeesr a7T.0, 18-526-1 STATUS OF SAFETY AND OPERATIONAL SUPPLEMENTS This supplement status page is based on information available to the manual editor as of the date of this publication, The information may not be current as it must be updated by any subsequent supplement status pages and by reference to T.O. O-1-1-2, SUPPLEMENTS IN THIS CHANGE NUMBER DATE SHORT TIE SECTION AFFECTED 8-297 15 Jan 80 Crosswind Crab Rescinded Button 8-299 17 Sep 80 Downward Seat Rescinded Linkage Inter- ference (Interim) 88-807 11 Aug 81 RCD Closure (Interim) var 8-309 3 Feb 82 Roscind Crosswind Rescinded Crab Button OUTSTANDING SUPPLEMENTS: NUMBER DATE SHORT THLE SECTION AFFECTED s-308 11 Sep 81 Angle of Attack Chart Change 26 Flyleaf 1/(Flyleaf 2 blonk)Loreen or SVEMEIGSUE 2RAHO TAIT QA CIGtAe Ht PANS ek sr rita mie heal dee pate ar ate Mas egies Hh thee Me a ; Dime Pb oe aT me ae em BO AID oT yt PHAR oP : I aora ares ‘ wae * "6 aS a. - meee : SPR ee des eo taeaor : , Po fore Smolen a tat1.0. 18-526-1 Table of Contents PAGE SECTION! — description SECTION II normal procedures SECTION IIl_ emergency procedures 3+ SECTION IV auxiliary equipment SECTION V__ operating limitations === SECTION VI flight characteristics == SECTION VII systems operation 7-1 SECTION VIII crew duties SECTION IX all weather operation APPENDIX 1 performance data __ T.0. 1B-52G-1-1 alphabetical index —___ index 1 LIST OF ILLUSTRATIONS — Titles included in alphabetical index1.0, 18:526-1 scoPl Before operating the B-52G read the following pages carefully! ‘This manual provides you with a general knowledge of the aircraft, its character- istics, and specific normal and emergency operating procedures. Your flying experience is recognized; therefore, basic flight principles are avoided, SUPPLEMENTARY MANUALS. This manual must be used with one or more of the following supplementary manuals to obtain all the information necessary for safe and efficient operation of the B-52G aircratt, ‘These manuals have been separated from this manual for your conven~ ence in handling information which may be classified, applicable only to certain aircraft con- figurations, or used only by certain crew members, 1B-52G-1-1 . 1B-52G-1-5, ©, 1B-52G-1-6-1 7.0. 7.0, 7.0. 7.0. 7.0. T.O. 7.0. T.0. 1.0. T.0. Change 22 1B~52G-1-6-2 1B-92D-1-2 1B-52D-25-1 1B-52D-25-2 1B-52D-25-3 15-52G-30-2 1B-52D-34-2-1 1B-52D-34-2-2 1-ic-1 1-1C-1-15 Flight Manual - Appendix 1, Performance Data ~ B-52G Gunner's Manual = Inflight Operation, ASG-15 Fire Control System - B-52G Radar Navigator's/Navigator's Manual ~ Inflight Operation, 'AN/ASQ-38 Weapons Control System - Offensive, B-52G and H Radar Navigator's/Navigator's Manual ~ Inflight Mal~ function Isolation and Correction Procedures ~ AN/ASQ-38 ‘Weapons Control System ~ Offensive, B-52G and H Electronic Warfare Officer's Manual ~ Inflight Operation ~ B-52D, G, and H (SECRET) (Title Unclassified) Nuclear Bomb Delivery Technical Manual ~ Basic Information (SECRET RESTRICTED DATA) (Title Un~ classified) Nuclear Bomb Delivery Technical Manual ~ Bomb ‘Operating Procedures (SECRET RESTRICTED DATA) (Title Unclassified) Nuclear Bomb Delivery Technical Manual ~ Ballisties (CONFIDENTIAL-FORMERLY RESTRICTED DATA) (Title Unclassified) Aircrew Weapon Delivery Technical Manual B-52/AGM-60A ‘Aircrew Weapons Delivery Manual, (Nonnuclear) (Description and Procedures) ~ B-52D, G, and H Aircrew Weapons Delivery Manual, (Nonnuclear) (Ballistics) - B-52D, G, and H Flight Manual - Basic Flight Crew Air Refueling Procedures Flight Manual B-52G/H ~ Flight Crew Air Refueling Proce- dures with KC~135, Supplement XV7.0. 18-526-1 SOUND JUDGMENT. Instructions in this manual are for a crew inexperienced in the opera~ tion of this aircraft. This manual provides the best possible operating instructions under most circumstances, but it is a poor substitute for sound judgment. Multiple emergencies, adverse weather, terrain, etc may require modification of the procedures. PERMISSIBLE OPERATIONS. ‘The Flight Manual takes a "positive approach’ and normally states only what you ean do. Unusual operations or configurations are prohibited unless spe- cifically covered herein. Clearance from the using command must be obtained before any questionable operation, which is not specifically permitted in this manual, is attempted. Be~ fore granting the clearance the using command may request coordination or engineering assist~ anee/approval from Oklahoma City ALC. Request should be made through the Flight Manual Manager. STANDARDIZATION AND ARRANGEMENT, Standardization assures that the scope and arrangement of all Flight Manuals are identical. The manual is divided into nine fairly in~ dependent sections to simplify reading it straight through or using it as a reference manual. SAFETY AND OPERATIONAL SUPPLEMENTS Aircraft information involving flight crew safety will be promptly forwarded to you by Safety Supplements issued against this basic Flight Manual. Safety Supplements covering loss of life will get to you in 48 hours by TWX (called interim Safety Supplements) and those concerning serious damage to equipment within 10 days by mail (in a formal printed form). Operational information not involving safety but of an urgent nature will be forwarded to you by Operational Supplements issued against this basic Flight Manual. ‘These will be forwarded by TWX (interim) or by mail (formal), depending on the urgency of the information, Interim supplements are normally replaced by formal printed supplements at an early date, Formal printed supplements are identified by red letters "$8" for safety supplements and black letters "0S" for operational supplements printed around the borders of the pages. ‘The currency of safety and opera~ tional supplements affecting your aircraft and Flight Manual can be determined by refer~ Fing to the Monthly Index of Bomber Aircraft Safety Supplements (T.0, O=1-1-2). The title block of each supplement and the title page of this manual should also be checked to determine the effect they may have on existing supplements. You must remain constantly aware of the status of all supplements—current supplements must be complied with, but there is no point in restricting your operation by complying with a replaced or reseinded supplement. As a further aid, supplement summaries are included in this manval follow- ing the A pages for both safety and operational supplements; however, these summaries ‘can be only as current as this manual. Safety and Operational Supplements will be filed in accordance with Section IV of the Air Force Technical Order System, T.O, 00-5-2. CHECKLISTS. ‘The Flight Manual contains only amplified checklists. Abbreviated checklists have been issued as separate technical orders. See the back of the title page for T.O. number and date of your latest checklist. Line !tems in the Flight Manual and checklists are identical with respect to arrangement and item mumber. Whenever a Safety or Operational Supplement affects the abbreviated checklist, write in the applicable change on the affected checldist page. As soon as possible, a now checklist page incorporating the supplement will be issued. This Will keep hand-written entries of Safety and Operational Supplement information in your check- st toa minimum, HOW TO GET PERSONAL COPIES. Each flight crew member is entitled to personal copies of the Flight Manual, Safety and Operational Supplements, and Checklists. The required quan~ Lies should be ordered before you need them to assure thelr prompt receipt. Check with your supply personnel~it is their job to fulfill your Technical Order requests. Basically, you must order the required quantities on the Numerical Index and Requirement Table, Bomber Aircraft Technical Orders (T.O. 0-1-1-2). Technical Orders 00-5-1 and 00-5-2 give detailed informa- Hon for properly ordering these publications. Make sure a system is established at your base to deliver these publications to the flight crews immediately upon receipt. Change 18TO, 1526-1 iv FLIGHT MANUAL AND CHECKLIST BINDERS. Loose leaf binders are available for use with your manual. ‘These are obtained through local purchase procedures and are listed in the Federal Supply Schedule (FSC Group 75, Office Supplies, Part I). Binders are also available for carrying your abbreviated checklist. ‘These binders contain plastic envelopes into which individual checklist pages are inserted. ‘They are available in three capacities and are obtained through normal Air Force supply under the following stock list numbers: 510-766-4269, and ~4270 for 15, 25, and 40 envelope binders respectively. Check with your supply personnel for assistance in securing these items, Normally, a checklist will be contained in one binder but if not feasible, additional binders may be used as required, WARNINGS, CAUTIONS AND NOTES. ‘he following definitions apply to "Warnings," "Cautions, "" and "Notes" found throughout the manual. Operating procedures, techniques, etc, which could result in personal injury or loss of life if not carefully followed. fr cAUTION 3 ‘Operating procedures, techniques, ete, which could result in damage to equipment if not carefully followed. Not An operating procedure, technique, etc, which is considered essen- tial to emphasize, SHALL, WILL, SHOULD, AND MAY. The following definitions apply to the words "shall," will, "should, " and "may. "* SHALL or WILL ‘The instructions or procedures prefaced by "shall" or “will” are mandatory. SHOULD Normally used to indicate a preferred but non-mandatory ‘method of accomplishment. MAY An acceptable or suggested means of accomplishment. CHANGE SYMBOLS. Changes to existing material and addition of new material are indicated by one of three types of symbols determined by the nature of the material affected. ‘Text ma~ terial utilizes a vertical line in the margin adjacent to the affected area. Photographs and line drawings use a miniature pointing hand to highlight the affected area, New illustrations (Gigures) utilize a vertical line in the outer margin of the page. Diagrams and schematics utilize a grey tone (screening) to highlight the affected area, Change symbols are not used for blank space resulting from deletions, indexes and tabular data where changes cannot be identified, relocation of material, or correction of minor inaccuracies unless such correction changes the meaning. YOUR RESPONSIBILITY — TO LET US KNOW. Every effort is made to keep the Flight Manual current. Review conferences with operating personnel and a constant review of acel- dent and flight test reports assure inclusion of the latest data in the manual. However, we cannot correct an error unless we know of its existence. In this regard, it is essential that you do your part. Comments, corrections, and questions regarding this manual, supple- mentary manuals, checklists, or any phasé of the Flight Manual program are welcomed, ‘These should be forwarded to your local standardization/evaluation unit and routed as directed by AFR 60-9 to the Flight Manual Manager, Oklahoma City ALC/MMSRKE, Tinker AFB, Oklahoma 73145. Change 221.0, 18-52G-1 Aircraft Coding ‘The information contained in this manual covers all B-52G aircraft, Code symbols are used to distinguish in- formation related to one aircraft or group of aircraft from that which ig applicable tothe other aircraft, When Code symbols appear by a paragraph or illustration, the information applies ony to the aireralt represented by the code symbols. "Where no code symbols appear on a paragraph or flustration, the information 1s applicable to all aireratt AIRCRAFT UNIT CODINGEIEHD. Unit coding permits reference to individual aircraft or to a continuous series of aircraft. Symbol } means "thru" or “on,” Example: TUHAD CED Aircraft ArS7-o460 thru AFS7-€478 [MEM Aircraft AP97-0476 and on @ AIRCRAFT GROUP CODING. GEZEB. This coding applies to a selected group of aircraft which have a common modification in that group which is no longer Wenlified by TCTO mimber. Group apylioe 138 ‘modification of the nonnuclear weapon bombing system. Refer to T.O. 1B-52D-34-2-1 for information on this configuration, Aircraft inthis group are identified below by Ml foliowing the aireraft serial number. Sy AF Serial No swe = CEB os = EE sass TH sn = OE ssz sso CED 650100 e170 (AD 207 CEH 5231 WO 5.5470 sor TE) sei CD 5.203 ES 8.235 OD 57-5971 TED sss OAD ser seme CD 23 Mss = ss OM a 58.205 EE 297 OOD 575173 TAD ss) OD se 56-206 CHD se-238 (ERD 33-2575 OD sis 5-606 CB e175 so CHD 5.239 CH 53-2576 Mss Assn EB sa 50-208 CD 20 CED 2307 COD 575475 sess BEB sear sean TD sz CEM s.2s1 OD 517 CD 75508 O28 si 58-210 CHD e212 OB ysnm CB sss0H OW si sat CAD i203 CHD s-6979 TAB ssi 2D e180 sB-212 CHD e211 CB 57500 57-6512 2 si 213 EB e245 CHD 57-1001 C20 v0 OD si se CBD 25 srseeomm CHD sr-sis CED 5.133 se-215 CHB 27 COED 57-503 CHD s7-6515 OED sss B26 CHD s-213 OD 550 CD s6si6 OO sess sea = CE 5¢-249 ED ses W222 CD 86 218 CED ss250 COD 57-686 76518 CHB sis seuie CHD ss.251 HD 5-67 7.6519 CD 108 ser = CED 35.232 5088 765008 EBD 52.159 ei CHD 58-253 CD 57-6429 23 sisM CD win 522M CE 5.251 8-291 57-6490 S159 CED 1 50203 58-255 2892 TOD 57-5291 CD 150 20 se 88-204 1323 i 8-2593 s52 BD | OD 225 CES 3257 288 MOD 97.5193 see Ce i S006 58-258 MED 23.2555 (HD 9-:108 TD sick OD si: sea CD 53-2555 38-2596 B28 Ba seem 58-2585 8.2586 9.2507 so25t0 59-2589 22008 TED 950; | OED sic 108 B28 CE 5257 CM sis OD sss se TE &280 OE ss MD ess es st OED 5.25 3543 Eve 58.199 CHD 22 EH s:-r00 TB sss MB ise ED 0 CED 3-252 OE 2001 CES 89-2602 Change 2100. 1B-526-1 Personnel Coding aunenen aoonne momen ssary to distinguish (P) Pitot (ew) EW Officer, between crewmembers, the (CP) Copilot (IP) Instructor Pilot following code letters will be (N) Navigator (IN) Instructor Navigator used: () Gunner (DI) Defense Instructor (RN) Radar Navigator (GC) Ground Crew (loth) Tenth Man ‘The amplified checklist describes in detail the steps to be completed. Each major part of multi-crewmember checklists has been assigned to a crewmember to be read by him, ‘and to be accomplished by others in the crew. When necessary to show which crew- member will accomplish certain steps, the normal crew coding is used and the code letters will appear after the response to each step. Where a dash (-) is used in crew coding, such as P-CP, P-CP-RN, or any combination of crewmembers, each crew~ ‘member will accomplish the step. Where a slash (/) is used, such as P/CP, either crewmember will accomplish the step. A verbal response will be given by the crew- member(s) performing the action, ‘There are exceptions to the verbal response as some of the checklists are to be accomplished silently. When a single crewmember is, Tesponsible for a checklist and accomplishment of all items, no crew coding will appear.1.0. 18-526-1 Retrofit Coding ‘The following code symbols along with the words "Less" and "Plus" are used to distin- guish information related to aircraft that have the described retrofit change incorporated from that which is applicable to aircraft not yet retrofitted, This list contains only ‘TCTO's currently active, Those known to be completed are not included, CODING EXAMPLE: [MY T.0, 15-52-2039, installation of AN/ALQ-122. Information applicable to aircraft until they are modified in accordance with T.0, 1B-62~2038, will be coded Less ENY. Information applicable to aireraft modified in accordance with T.O, 1B-52-2039 will be coded EX. ey | 15-52-2039 Installation of AN/ALQ-122 (ECP 1525 Phase 1) ey | 1-52-2178 Installation of Air Force Satellite Communication System (AFSATCOM) (ECP 1596) Ga | 1-52-2190 Installation of Control-Indicator Programmer (CIP) C-10180/ALQ-155 (ECP 1666, Part 1) Lax] 1B-52-2192 Installation of AN/ALQ-155 Power Management Systems in ECM Positions 1 thru 8, and 13 and 14 (ECP 1666, Part I) Bs | 15-52-2200 Rudder Limiting, Positive Detection and Automatie Shutdown (ECP 1707) fa | 15-52-2161 Installation of Attitude Comparator Warning System Be [| 15-52-2107 Installation of ARU-30( ) Attitude Indteator Be | 15-52-2229 Installation of AN/ALQ-159(V) Tail Warning System (ECP 1652) 1B-52-2193 Installation of AN/ARC~190(V) HF Radio Change 25 vil1.0, 18-526-1 Th B= 5 am G Stratofortress1.0. 1B-526-1 Description section | aan aeeee table of contents PAGE THE AIRCRAFT 1 MOVEMENT OF FLIGHT PERSONNEL 1-8 ENGINES 18 COL surety sysTeMs 1-33 FUEL SUPPLY SYSTEM 1-39 ELECTRICAL POWER SUPPLY SYSTEMS tg HYDRAULIC POWER SUPPLY SYSTEMS 1-83 ‘AIR BLEED SYSTEM 193, FLIGHT CONTROL SYSTEMS 1-95 SPOILER AND AIRBRAKE SysTeM tg WING FLAP SYSTEM 1-105 LANDING GEAR SYSTEM 1-109 STEERING AND CROSSWIND CRAB SYSTEMS a WHEEL BRAKE SYSTEM 1123 DINGREHUTE SVSTENA ree eee) 51 INSTRUMENTS 1 EMERGENCY EQUIPMENT 1187 Doors = 11 PILOT'S SLIDING WINDOWS 1148 UPWARD EJECTION SeATS ag INTEGRATED HARNESS SYSTEM 1-158 AUXILIARY EQUIPMENT 1163TO, 1B526-1 re sft Jo] [aencmmenemncrne TT _ | [crencomeersowsmonmms TIE ee So [EXTERNAL STORES (CONVENTIONAL MUNITIONS RACKS) HLDENSITY BOMBING SYSTEM POWERED RUDOER/ELEVATOR SYSTEM ‘STABILITY AUGMENTATION SYSTEM (SAS) ELECTRO.OPTICAL VIEWING SYSTEM (EVS) (AN/ASO-181) [EXTENSION OF AFT FUSELAGE AND PHASE VI EOM [SATELLITE COMMUNICATION SYSTEM (AFSATCOM) Seeeeeeeeeeeeseeesseeeenen Main Differences Table Figure 1-1. 1-2 change 20THE AIRCRAFT ‘The Boeing B-52G "Stratofortress" aircraft is of the land-based heavy bombardment class designed for Jong range flight at high speed and altitude. The tac~ tical mission is the destruction of surface objectives [by bombs and missiles. ‘The aircraft accommodates a basic crew of six men: a pilot, copilot, radar navigator, navigator, EWofficer, and guaner. The instructor crew (in addition to the crevmembers named above) includes an instructor pilot, instructor navigator, and defense instructor. Provisions have been insialled to carry and launch a maximum of 20 AGM-89A SRAM Ghort Range Attack Missile) rocket~ powered air-to-ground missiles in combination with a multiple carriage clip-in bomb load, Lesser num- bers of AGM-69A missiles may be carried when con [figured with other internal bomb loads. SPECIAL FEATURI ‘The alreraft 1s characterized by swept wings, and empennage, four underslung nacelles housing eight turbojet engines, a quadricycle main landing gear, and a tip gear near each outboard engine nacelle. Engine bleed air provides the air supply for air con~ ditioning and anti-icing. Cartridge starters are in- stalled to provide for engine starts without assistance from an auxiliary air cart or auxiliary electrical power cart, Primary electrical power is 205-volt ac and is provided by four engine-driven generators. Hydraulic pressure is supplied by six engine-driven hhydraulic pumps and two electric motor-driven hy~ draulic pumps. Primary pitch and yaw control is ‘maintained by hydraulically actuated rudder and ele~ vators. Lateral control is maintained by operation of hydraulically actuated spotlers. By varying the ‘method of control, these same spoilers serve as air- brakes. The entire horizontal stabilizer is moved by a hydraulic mechanism to provide pitch trim. A steering and crosswind erab system provides steoring of the forward main landing gear and also properly positions both forward and rear main landing gear Wor crosswind landings. A hydraulically driven, revolver-type launcher installation in the aft borab bay provides umbilical and ejector rack connections for eight AGM-69A missiles, ‘Twelve additional missiles are carried externally on two pylons, one [pylon under each wing. The AGM-69A missiles may be launched automatically or manually by the navi- gator using computer stored largot data or inflight TO, 1B526-1 selected targets. AGM-69A equipment interfaces with the AN/ASQ-38BNS, AN/APN-150 radar altim~ eter, and the aireraft electrical, bleed air, and body hydraulic systems. Primary AGM-69A system con- trol, monitor, and launch is accomplished from the nayigator's station. Bomb status and control and jettison control are provided at the radar navigator's ‘station, An AGM-89A selective jettison capability is available to the radar navigator and navigator. Either jettison control may be used for a normal computer controlled or emergency mode safe jetti~ son of AGM-69A missiles. The pilot is provided an ejector unlock control (cooperative with EW officer), SAF prearm (cooperative with RN), a launcher hy- draulic system selection, and a jettison control. ‘The EW officer is provided a cooperative ejector lock-unlock switch, For additional information re~ garding operation with AGM-69A missiles installed, refer to T,O, 1B-52G-30-2. An electro-optical viewing system (EVS) is installed to provide pilots and navigators with a visual presentation of the area ahead of the aircraft during both day and night mis~ sions. On aircraft EW], an Air Force Satellite Communications System (AFSATCOM) terminal is installed and is a half-duplex UHF terminal pro- viding communications in both line-of-sight (LOS and satellite modes, ‘The gunner has the additional duties of operating this system in conjunetion with the pilot. ‘The aireraft is painted with a white under- coating and three-color camouflage paint added to the sides and upper surfaces of the airframe, DIMENSIONS Wing Span 185 feet Fuselage Length 160 feet 11 inches Height To top of fin 40 feet 8 inches Fin folded 21 feet 6 inches Tread Centerline outboard main tires 11 feet 4 inches. Centerline tip gear to tip gear 148 feet 5 inches For aircraft turning radius and minimum ground clearance, see figure 2-3. GROSS WEIGHT ‘The aireratt is in the 400,000-pound gross weight class. For specific weight and loading information, see "Weight Limitations, "" Section V. Change 181-31.0, 18-526-1 OTOP ELE Figure 1-2 (Sheet 1 of 4). 1-4 Change 181.0, 1B-526-1 (CREW COMPARTMENT [AFT EQUIPMENT COMPARTMENT [DRAG CHUTE COMPARTMENT FIRE CONTROL EQUIPMENT COMPARTMENT AFT ECM ANTENNA COMPARTMENT ‘AFT WHEEL WELL ‘oe BAY DOPPLER ANTENNA COMPARTMENT FORWARD WHEEL WELL EQUIPMENT DECK FORWARD ECM RADOME COMPARTMENT [NOSE RADOME COMPARTMENT ‘COPILOT'S EJECTION HATCH PILOT'S EJECTION HATCH EW OFFICER'S EJECTION HATCH GUNNER'S EJECTION HATCH ‘CHAFF DISPENSERS VORTEX GENERATORS ‘AGM S9A SAFEING PINS AND STREAMER STOWAGE ‘AGM89A GROUND SAFETY PIN INSTALLATION ‘AND REMOVAL TOOLS STOWAGE ‘AFT EQUIPMENT COMPARTMENT HATCH [STRIKE CAMERA [AFT TRANSFORMER RECTIFIER UNITS (3) STARTER CARTRIDGE STOWAGE (DELETED) FORWARD TRANSFORMER RECTIFIER UNITS (2) ‘TRANSFSORMER RECTIFIER UNIT (1) EXTERNAL POWER RECEPTACLES AFTBATTERY FORWARD TRANSFORMER RECTIFIER UNITS (2), FORWARD BATTERY MAIN ENTRY DOOR, RADAR NAVIGATOR EJECTION MATCH [NAVIGATOR EJECTION HATCH (oeLeTeD) EVE FLIR TURRET BH Bastaeastseeveerune PRESSURIZED ‘COMPARTMENT mmm CREW MOVEMENT SesSasepsanesess maGeneral Arrangement Diagram (Typical) Figure 1-2 (Sheet 2 of 4). Change 181-51.0. 18-526-1 24 THRMAL CURTAIN 48, peniscoric sexraNt MOUNT SS Kte'sano 2 Bromenss sot 36: Cornars soe ‘NSMUMENT PANEL 5, Eremow ineredbsner Pane SF Guuners utcour 3a hor con S peuersD) 3. fo00. Ano para sox 33: Conan sea ‘tar 38. Ew opmicets Sear 3. Stanton unwat 3 ‘a Stonat uowr 35 bhors sexr SS. mown rwo Curran 5 arrasss St. flors sioe panes © derense sar se Gr TROT HEAT gee 46. Foon sr NG As Orvomm nome Pers" oveteno 1 {62 PLOTS” INSTRUMENT PANEL PICT rrr Figure 1-2 (Sheer 3 of 4). 1-6 change 151.0, 1B-52G-1 CREW COMPARTMENT LOWER DECK 2. MISCELLANEOUS EQUIPMENT SHELF 7A. PRESSURE BULKHEAD DOOR (64. NAVIGATORG” INSTRUMENT PANEL 7% ELECTRONIC EQUIPMENT RACK {85 STATION URINAL 75 CENTRAL URINAL (66. OXYGEN SOTTLE 78 INSTRUCTOR NAVIGATOR’S TAKEOFF. (7, NAVIGATOR'S SIDE PANEL LANDING SEAT’ 6%. HoT Cur 72. POWER SUPPLY RACK 8. FoOD stowAae BOX 7a RADAR NAVIGATOR'S SEAT 70. DRINKING WATER CONTAINER 7B RADAR NAVIGATORS SIDE PANEL 7h LADDER. $2. INSTRUCTOR NAVIGATOR'S DUTY SEAT 7 REMOTE MODULES RACK 1. NAVIGATOR’ SEAT saunnsenGeneral Arrangement Diagram (Typical) Figure 1-2 (Sheet 4 of 4). 1-71.0. 18-526-1 INTERIOR ARRANGEMENT All crew members perform their normal crew duties in the crew compartment, This compartment is di- vided into upper and lower decks. The pilots’ sia~ tions are located at the forward end of the upper deck while the EW officer and gunner are stationed in aft- facing seats at the aft end of the upper deck, The ra~ dar nayigator's and the navigator’s stations, left and right respectively, are on the lower deck forward of the main entry door. In addition to the basic six-man crew, the following crew members are provided for: an instructor pilot seated between and immediately aft of the pilots, a defense instructor seated on the right side of the upper deck ahead of the EW officer facing aft, ‘ind an instructor navigator seated at the aft end of the lower deck for takeoff and landing or on ‘a removable seat between and immediately aft of the navigators for instructing. The crew compartment extends from a pressure bulkhead forward of the pi- ots" stations to a pressure bulkhead aft of the EW of- ficer's and gunner's stations, MOVEMENT OF FLIGHT PERSONNEL Movement of the crew between the upper and lower deck is facilitated by a ladder forward of the main entry door, Movement through the equipment deck, forward wheel well, bomb bay, aft wheel well, and aft equipment compartment is possible during flight via a crawlway (figure 1-2) on the right side of the fuselage which extends from the pressure door (18, figure 1-2) in the crew compartment aft pressure bulkhead to the aft equipment compartment. Windows are provided in bulkhead doors along the crawlway to allow inspection of the equipment deck, forward ‘wheel vell, bomb bey, and aft equipment compart ment during flight. Access to the unpressurized por~ tion of the fuselage is not generally required for nar~ ‘mal flight operations and will be avoided, particu- larly at high altitudes since the crew compartment must be depressurized, At inflight emergency may require such movement, Eight Pratt & Whitney Model J-57-P-43WB Turbo ‘Wasp engines (figure 1-3) are used to power the air- craft. The engines are trimmed per "flat rated” en- gine trim procedures allowing them to maintain con- stant wet rated thrust over a wide range of tempera ture (OAT) conditions by manipulation of the throtties according to the required EPR indication. The en- gines are mounted in pairs, in four nacelles sus~ pended below the wings, and are numbered in the conventional manner from left to right 1 thra 8. The nacelles are also nunibered in this manner with en- gines 1and 2 in No, 1 nacelle, engines 3 and 4 in No. 2 nacelle, engines 5 and 6 in No. 3 nacelle, and en- gines 7 and 8 in No, 4 nacelle. ‘The engines are identical with exception of the installation of engine mounted accessories. An electrically controlled air- rive starter is installed on the lower side of each 1-8 Change é engine, All engines have cartridge start capability. ‘An engine~driven hydraulic pump is installed on the lower right side of engines 1, 8, 4, 5, 6, and 7. A 170/90 KVA (brushless) a-c generator is installed on the lower left side of engines 1, 3, 5, and 7. Gen~ erator rpm is maintained by use of a constant speed drive which is installed on engines 1, 3, 5, and 7. ‘A dual capacity engine-driven water pump is in~ stalled on the lower left side of engines 2, 4, 6, and 8. In addition to accessories and conventional jet engine controls, each engine is equipped with a water injection system which provides increased thrust during takeoff. The engine tailpipes are fitted with three internal lobes which serve as sonic vibration suppressors to reduce the damaging effect on the ‘wing trailing edge structure caused by wet operation of the aireraft engines. For engine thrust rating information, see figure 1-3. NOTE ‘The letter "P" in the engine designation has een used throughout this flight manual to in- dicate the engine manufacturer as Pratt & ‘Whitey; however, the letter "F" will be found ‘on many engines, ‘indicating the Ford Motor Coas the manufacturer. ENGINE AIR BLEED Pneumatic power is provided for engine starting, control eabin air conditioning, anti-icing of the left wing air conditioning ram airscoop, and pressuri~ zation of the hydraulic systems reservoirs. For further information on the above uses of engine bleed air, see "Air Bleed System, " this section. In addition to the above uses for high pressure compres~ sor bleed air taken directly from the main manifold of the pneumatic system, 16th stage engine bleed air is also used for pressurization of the constant speed generator drives and the integral oil tank for each drive, operation of the engine bleed valve actuators to allow bleeding of the 9th stage low compressor pressure (for prevention of hung starts and engine Stall), and anti-icing of engine nacelle cowis, inlet guide vanes, nose domes, and inlet pitot tubes for the engine pressure ratio (EPR) transducers. Bleed air obtained {rom the body manifold is regulated for pressurization of the AGM-69A environmental sys~ tem air ducts, Right body manifold bleed air is used for anti-ieing of the AGM-69A ram airscoop located in the leading edge of the right wing. ENGINE FUEL CONTROL SYSTEM ‘An engine fuel control system (figure 1-5) on each ‘engine automatically provides optimum engine per~ formance for any throttle setting. This system makes It unnecessary to make throttle adjustments to ‘compensate for variations in inlet temperature, alti- tude, or airspeed, Fuel from the tanks is routed through the fuel supply system to fuel control units which meter fuel to each engine. The throttle pro- vides basic engine power control and operates through the fuel control unit to position a throttle valve, Engine fuel from the fuel supply system is also con- trolled by an electrically operated firewall fuel shut~ off valve. Power to open this valve is supplied by the fire shutoff switch when the throttles are moved from CLOSED. This allows fuel under boost pump pres~ sure to reach a two-stage engine-driven fuel pump, ‘A bypass valve is provided to allow fuel to bypass the first pump stage in the event of failure, Output from ‘the pump is delivered to the fuel control unit, Fue! Control Unit ‘The fuel control unit is of the hydromechanical type and provides a means of obtaining optimum engine performance at any power setting. ‘This unit contains pressure, speed, and temperature sensing servos and a speed setting governor which act in conjunction, with the throttle to position the throttle valve. Fuel pressure at the throttle valve is maintained by a pressure regulator which bypasses fuel to the inter- stage area of the fuel pump, The amount of fuel me- tered to the engine by the throttle valve is determined by a combination of compressor discharge pressure, engine inlet temperature, engine rpm, water pres- sure, and throttle position, A minimum pressure and shutoff valve downstream from the throttle valve is opened by metered fuel pressure from the throttle valve, When the throttle is closed, a pilot valve is ‘opened which allows high pressure fuel to close the minimum pressure and shutoff valve, A flowmeter transmitter, flowmeter, and total fuel flow indicator are also provided, Metered fuel under pressure flows to the primary discharge nozzles and, when fuel pressure is suificient, a pressurizing valve is opened whieh allows fuel ta flow to the main dis- charge nozzles, A fuel pressurizing and dump valve which is held closed by fuel pressure is opened by return spring pressure when the throttle is moved to CLOSED position shutting off fuel pressure to the valve. The opening of this valve as fuel pressure drops allows fuel to drain from the fuel manifolds. Engine Fuel Control System Controls THROTTLES. Fight throttles (11, figure 1-13) on the aisle stand control the firewall fuel shutoff valves and throttle valves, In addition to these functions, the throttles control water injection, The throttle quadrant {s marked CLOSED--IDLE--OPEN. In CLOSED position, essential d-c power is supplied to close the firewall fuel shutoff valves, Advancing the throttles out of CLOSED position provides power to open the firewall fuel shutoff valves provided the fire shutoff switches have not been pulled (figure 1-4), At the same time, provided the engine starter switch is in START, essential dc power is supplied to the en- gine ignition circuit, With the throttles advanced ap- proximately 18° from CLOSED, the pilot valves are TO. 18-52G-1 positioned to provide fuel pressure for closing the manifold drain valves; metered fuel under pressure is then supplied to the primary manifold. Advancing the inboard nacelle engine throttles 9 and § or 4 and 6 to approximately 88% rpin (approximately 74° throt fle) completes the flaps up warning cireuit which sounds the warning horn if the aireraft is on the ground and flaps are not fully extended, When the throttles are advanced to OPEN with the water injec- tion system switch ON, TR power will be supplied to provide water injection. Retarding a throttle near the IDLE position, when the landing gear is not down and locked, completes a circuit providing TR power to the landing gear warning horn. Each throttle has 2 different height and is separated from the others by being slightly bent outboard for selectivity and ease of operation of individual engines. This facilitates ‘ground handling of the aircraft and power settings at the pilot's discretion. A mechanical stop is provided on the throttles which prevents their being retarded to CLOSED unless the upper knobs are raised ap- proximately 1/4 inch, An individual smaller throttle lever and knob is integrally connected to each large throttle to serve as a one-band multiple grip for op- eration of the eight engines simultaneously. These are located aft of the large throttles and are spaced close together for convenience of use by the pilots. THROTTLE BRAKE LEVER. A throttle brake lever (12, figure 1-13) on the aisle stand to the right of the throttles is used to adjust the amount of force neces~ ‘sary to move the throttles. When in OFF (aft) posi- tion, the throttle brake is released, Moving the throttle brake lever in the INCREASE (forward) di- rection increases throttle friction, ENGINE FIRE SHUTOFF SWITCHES. Fight engine fire shutoff switches are provided for shutoff of fuel and are located on the pilots’ instrument panel, Each switch closes a corresponding engine Grewall fuel shutoff valve when pulled out to the FIRE SHUTOFF position regardless of throttle position. For a com- Plete description of these switches, see "Emergency Equipment," this section. Engine Fuel Control System Indicators FUEL FLOWMETER. Fuel flow to the engine is shown by eight fuel flowmeters (91, figure 15) on the Ml pilots" instrument panel. ‘These indicators read in pounds per hour and operate on TR power, A circuit breaker for the fuel flow indicators, marked "Flow Ind D-C Pwr," is located on the "Fuel Miscellaneous" portion of the right load central efreuit breaker Panel. Change 12 191. NOSE DOME ° 17. SURGE BLEED VALE 2. SURGE BLEED VALVE GOVERNOR 10. BURNER CANS 3. FUEL CONTROL UNIT 2A. EPR PROBE (INLET PRESSURE) _11. EXHAUST CONE 19. ACCESSORY DRIVE CASE 3. NOSE COWL SEAT TIA. SONIC VIBRATION SUPPRESSORS 20. STARTER, {IGNITION UNITS 12 TAILPIPE 21, ENGINE-DRIYEN HYDRAULIC PUMP 5. LOW PRESSURE COMPRESSOR 12k. EPR PROBE (EXHAUST PRESSURE) 72. ENGINE-DRIVEN WATER PUMP 6. OIL TANK, ENGINE 12. 2ND AND 3RD STAGE TURBINES 23. CONSTANT SPEED DRIVE UNIT 7. HIGH PRESSURE COMPRESSOR U4. 1ST STAGE TURBINE 24, A.C GENERATOR 8. BLEED AiR DUCT 1S. ACCESSORY DRIVE 25. OWL COOLER, ENGINE 6, (Deleted (OL COOLER, GENERATOR CS DRIVE ENGINE DRIVEN ACCESSORIES ERED. CSpe ge (es. ee HYDRAULIC PUMP oo eee elke WATER PUMP. _ — — — sete | fed de THRUST IN POUNDS AT SEA LEVEL NACA STANDARD DAY ENGINES [TAKEOFF RATED THRUST | MILITARY RATED THRUST | NORMAL RATED | MATERIAL WITH WATER INJECTION (NO WATER) JST-P ASHE 3,180 11,200 TITANIUM an NACA standard day. J-57-2-43NB engines ace flat ated to develop wet” takeof thrust at sea level conditions other than Figure 1-3. aasesesz The EngineTOTAL FUEL FLOW INDICATOR, A total fuel flow indicator (39, figure 1-15) is located on the pilots’ instrument panel. This instrument uses 115-volt are power to electrically add the flow rates indicated oon the eight individual fuel flowmeters, On aircraft (> the totalizer indication is accurate within +7/-3% when all engines are operating. On Gana 7.0. 1B-52G-1 aircraft [EEMP, the totalizer indication is accurate within 13%) when all engines are operating. A circuit breaker for the fuel flow totalizer indicator, marked “Flow Ind A-C Pwr" is located on the "Fuel Mis~ cellaneous" portion of the right load central circuit breaker panel. THRoTTLés| PERCENT Da Bria it POSITION | RPM | SHUIOF vA PCRS cLosed —]— 0x CLOSED —- Ht Availabe Open inactive Advenced —f pn ness eine Palle stl svt hen tote nile. isabanced fon CLOSED with engine star sith in START. woop | tating) | _ 1 cose. Metered fil ner pressure is spl pinay antl ioLe Energized if tote is lated wien ding ick 10° approx 4 86% to 88% Initiated (de adeancig activated by e- (65 apo tang that) iting) provided te tatr injection system wich is be ON postion 11 sppeox 8% aor Energia it sip is an the proud and the fans at ot fly ex- ted Guise ee ee oven | 102s nan suugeseeoneeeeeenseesen Throttle Positions Chart Figure 1-4. Change 12TO, 18-526-1 [FROM FUEL SUPPLY SYSTEM (FIG 1-1 FIREWALL FUEL SHUTOFE VALVE me “TWO STAGE ENGINE DRIVEN FUEL PUMP FINE FILTER THROTTLE VALVE TOTAL FUEL FUEL FLoy FLOW INDICATORS METER FROM ecucator ff COARSE FUEL AND BYPASS glFILTER CONTROL CASE SERVO AND CONTROL PRESSURE THROTTLES Oey RS ENGINE FIRE SHUTOFF SWITCH NORMAL (IN) SHUTOFF FUEL CONTROL UNIT | onan | | | BURNER SPEED PRESSURE |-—4 GOVERNOR PILOT VALVE ‘SERVO SERVO (Operated by MINIMUM PRESSURE AND SHUTOFF VALVE. (Cloted when theta Ts closed) FLOWMETER Gm FURL SUPPLY C merereo FUEL GSN ave ass FUEL TEMPERATURE OR PRESSURE SENSING LINES ELECTRICAL CIRCUIT == MECHANICAL ACTUATION ett movement between CLOSED ‘nd IDLE) covernor eiakenrne, CASE PRESSURE RETURN TO ENGINE ‘PUMP INLET DISCHARGE PRESSURIZING FUEL PRESSURIZING AND. ‘DUMP VALVE (Cloves Bi when ttle is open) OVERBOARD aEngine Fuel Control System Figure 1-5.WATER INJECTION SYSTEM A-vater injection system (figure 1-6) is provided which allows water to be sprayed into both the engine compressor air inlet and the diffuser section of each engine for increased thrust during takeoff, The pri- mary effect of the water injection is to cool the air, increasing the density and the mass airflow through the engine. The increased airflow, coupled with an automatic increase in fuel flow during water injec~ tion, provides added thrust. Water injection is ac~ complished by four dual capacity engine-driven water pumps installed within the nacelles on the lower left side of engines 2, 4, 6, and 8, Each pump provides the engines of that nacelle with a rated flow of 40,000 pounds of water per hour ata pressure of 385 to 440 psi. The added thrust from water injection is elimi- nated on both engines of a nacelle if failure of a high pressure pump occurs. The water supply tank, which is located in the forward body section aft of the defense stations, provides a usable capaeity of ap- proximately 1200 US gallons. The single manifold water injection supply system is pressurized at ap- proximately 25 psi by four tank-mounted, submerged, 205-volt a-c, electric-driven boost pumps. Each of the tank-mounted electric pumps receives power from a separate electrical distribution eircult, In the event of a single tank booster pump failure, the remaining tank pump capaeity is ample to maintain ‘wet operation of all engines. A water shutoff valve {s located upstream of each engine-driven water in- Jection pump to restrict the flow of water until the ‘engine throttles are advanced to OPEN position. _Ad- vancing the throttles to OPEN position provides TR power to open the water shutoff valves. (See "Water Injection System Switch" for circuit breaker loca~ tion,) ‘Throttle movement also actuates a mechanical Linkage to allow opening of the water injection speed reset servos of each engine fuel control unit. From the water shutoff valves, water passes through the high and low water pressure regulators of the engine ‘water control system to the discharge nozzle rings ‘within the compressor inlet case and the diffuser section of each engine; approximately one-third of the water supply enters the compressor inlet while two-thirds of the supply is distributed by the diffuser case nozzle ring, Water under pressure is directed from the engine water control system to the fuel con- trol unit to reposition the control maximum speed limit (this requires a minimum pressure of 150 psi); thus an increased setting above the usuel maximum speed is permitted, The single manifold supply sys tem is designed to exhaust the water supply during takeoff, allowing 110 seconds of continuous maximum takeoff rated (wet) thrust. When water pressure is lowered, the water drain valves (spring-loaded open) at each engine-driven pump and the manifold siphon- break valve open automatically allowing the remain- 1.0, 18-526-1 ing water to drain overboard. Pressure switches il- luminate pressure low warning lights on the control Ml panel when low pressure is sensed before entering the high and low water pressure regulators of each engine, Similarly, upon pressurizing the system, the pilot determines that the engines are producing, desired wet engine thrust by an all-lights-out condi- tion, See "Water Limitations,"" Section V, and figure 1-55 for water servicing information, Woter Injection System Controls WATER INJECTION SYSTEM SWITCH. An ON--OFP water injection system switch (4, figure 1-7) is loca~ ted on the water injection control panel, Placing the switch in ON position supplies 205-volt a-c power to energize the tank-mounted water injection boost pumps. Water injection boost pump and water shut off valve circuit breakers which control TR power are marked "Water Injection Pump Control," "Pod 1," "Pod 2,"" "Pod 3," and "Pod 4."" Those designa- téd as "Pod 1" and "Pod 2" are located on the "En- gine" portion of the left load central cireuit breaker ‘panel; those designated as "Pod 3" and "Pod 4" are located on the "Engine" portion of the right load cen- tral circuit breaker panel, Both the water injection boost pumps and the water shutoff valves are con~ trolled by relays within this circuit. ON position af the water injection system switch aiso permits the pressure low warning lights on the water injection ‘control panel to be illuminated by TR power. (Seo "Water Pressure Low Lights" for circuit breaker lo- cation.) Tlumination of the pressure low amber warn-I ing lights indicates that the engines are not recetving water. Water does not reach the engines until the throtties are advanced to OPEN position at which time the amber warning lights are extinguished, From OPEN throttle position (approximately 86% rpm), water injection is continuously initiated as rpm increases with increased throttle setting. Turning the system switch to OFF position while the drain switch is in OPEN position allows the water shutoff valves to close while the engine throttles remain in OPEN position. THROTTLES. Opening water shutoff valves by ad- vvancing throttles depends on the water injection sy5~ tem switch being placed in ON position. As throttles are advanced to.a power setting of approximately 86% pm, which will initiate water injection, power control lever linkage cam actuates @ microswitch within each engine fuel contro! unit to provide TR power for opening the water shutolf valves. The wa- ter shulott valves will not open if the throtiles are not advanced beyond approximately 86% rpm or if the pres~ l ‘sure low amber warning lights are not illuminated due to the water injection system switch being left in OFF position. (See "Water Injection System Indica~0. 1B526-1 2 WATER TAN 1200 GALLONS PRessue SWITCH FTVPICAL exNoIe BE> WATER NECTION SHUTOFF VALVE CONTROL CIRCUIT BREAKERS. PONER FOR; POD 1 AND 2 FROM LEFT FWDD-C POWER BOX; POD 3 AND 4 FROM RIGHT FWD D-C POWER BOX. Figure 1-6. 114 a surny (ZZ LOW PRESSURE GHEE HIGH PRESSURE —— ecrricat circurr MECHANICAL ACTUATION ON WATER INJECTION System swine TANK PUMP DRAIN VALVE srarortuss IvALvt CIRCUIT ENERGIZED) 25%, 80% BPM cow! Water Injection System (Typical)tors" for eircuit breaker location.) Throttle move- ‘ment also actuates a mechanical linkage which will allow pressurization of the water injection speed re- set servo of each engine fuel control unit. When either of the throttles which control the engines of a nacelle is advanced to OPEN position with the water injection system switch placed in ON position, elec trical contact will be established for opening the water shutoff valve which controls the water supply to both engines. Operation of the water shutoff valve motor is assured by having control of the circuit with either throttle, however, water will not be sup~ plied to either engine if the right engine is not oper~ ated at an rpm which will allow the engine-driven ‘water pump to pressurize both engine water mani folds within that nacelle, Beyond the OPEN throttle position, continuous operation with added thrust is Obtained as the throttles are advanced to the maxi- mum throttle stop position. Regardless of throttle position, the water shutoff valves will close when the water injection system switch is placed in OFF posi- tion. With the water injection system switch in ON position, closing the water shutoff valves may be a¢~ complished by retarding the throttles approximately 5° below the value at which the throttles are set for opening the valves. WATER INJECTION DRAIN VALVE SWITCH. An OPEN--CLOSE drain valve switch (2, figure 1-7) is Ioeated on the water injection control panel. When in the OPEN position, TR power is supplied to open the motor-operated manifold drain valve, The drain valve circuit breaker marked "Tank Drain Valve” is located on the "Engine" portion of the left load cen- tral circuit breaker panel. In CLOSE position, the drain valve remains closed, Either during flight or while on the ground, the water drainage rate is in- creased substantially by turning the system switch ON to provide pressure from the electric boost pumps, Ordinarily a decrease in the period of maxi~ mum wet rated thrust is not desirable, but the time duration of 110 seconds of water injection may be de- creased by placing the water injection drain valve switch in OPEN position while water injection is be- ing initiated, Sixteen minutes is required for pres- sure draining a full tank of water with the water in- jection system switch in ON position. Water should not be pressure drained during flight. Additional time required to gravity drain residual water from the tank and lines is approximately 3 minutes. Water Injection System Indicators WATER PRESSURE LOW LIGHTS. Eight amber wa- ter pressure low indicating lights (1, figure 1-7) lo- cated on the water injection control panel are con- trolled by pressure switches located immediately downstream of the engine-mounted water injection pumps. Illumination of the amber warning lights is due to low pressure and indicates that the engines are not receiving water. Low water pressure will cause the Lights to illuminate when the water injection sys~ 1.0. 18-526-1 pe” INJECTION EEow 2 ¢ eee a 1. WATER PRESSURE Low LIGHTS 2 DRAIN VALVE suiTcH Tank pump PRESSURE INDICATORS 2 avsremswiren Water aa Injection Panel Figure 1-7. tem switch is in ON position or has been in ON posi- tion subsequent to opening the water injection drain valve. Placing the water injection system switch to OFF position will not turn the lights out unless the water injection drain valve switch is placed in OPEN position. TR power is supplied to the water pressure low lights through a circuit breaker marked "Water Inj Press Ind" on the “Engine” portion of the left load central circuit breaker panel. TANK PUMP PRESSURE INDICATORS. Four indi- vidual twa-position window-type tank pump pressure indicators with ON and OFF window tabs @, figure 1-7) are located on the water injection control panel. ‘The indicators, which normally remain in the OFF position, are separately controlled by four pressure1.0. 18-526-1 switches located immediately downstream from the tank-mounted electric boost pumps. The indicator tabs are energized to the ON position by TR power ‘when the boost pumps are in operation and the water injection system switch is in ON position, The con- trol circuit breaker for the water pressure indicators is marked "Water Inj Press Ind" and is located on the ‘Engine" portion of the left load central circuit breaker panel, The tabs will remain in the ON posi- tion, Indicating the electric boost pumps are in op- eration, during the time required to exhaust the wa- ter supply. As the water supply 1s exhausted, the tabs will move to OFF position due to pressure switch control, ‘The four submerged boost pumps ‘may be checked individually by observing that all four indicator tabs move from OFF to ON when the water injection system switch is placed in ON position. NOTE ‘The water injection system indicators do not show the total quantity of water available for Injection, ENGINE IGNITION AND STARTING SYSTEM A turbine~driven starter is provided on each engine. ‘The starter turbine may utilize either low pressure bleed air obtained from a ground source or from an operating engine through the air bleed system or may utilize high pressure gas generated by burning a solid propellant cartridge. Starter operation is basically the same for pneumatic or cartridge op- eration with the major difference being the temper: ture and pressure of the two gases. ‘The bleed air enters the starter turbine at a temperature of 500” F or less, while the cartridge-produced gas enters at a temperature in excess of 2100° F. Each starter unit consists of a turbine, gear train, overruning cluteh with a speed sensing device, and an over- speed disengagement mechanism with shear pin, In addition, the cartridge starter has a breech chamber with breech cap and locking handle, a two-stage pressure relief valve, an aerodynamic brake, and the necessary electrical components for cartridge ignition and starter control, ‘The cartridge cannot be ignited unless the breech is properly installed and the lock handle is in the proper position. ‘The two~ stage pressure relief valve maintains proper operat~ ing pressure and, in case of malfunction, relieves. pressure fo safe limits. As engine rpm exceeds starter rpm, the overrunning (sprag-type) clutch re~ jeases to prevent the starter turbine from being riven to an overspeed condition, Should the over~ running clutch not release, the overspeed disengage~ ‘ment mechanism will isolate the starter turbine from the starter gear train, An aerodynamic brake is at~ tached to the starter turbine to prevent turbine over- speed. When starting with compressed air, a cen- trifugal switch monitors rpm at the starter mounting pad and, as a specified rpm is reached, breaks the cireuit lo the starter control valve solenoid, allow- ing the valve to close and shut off the starter alr supply. Each starter is geared lo the high pressure compressor of the engine on whieh it is installed, 1.16 Change & Since the primary purpose of the cartridge-pneu- matic starter 1s to provide for operation without need for auxiliary alr and electrical power supply, provision (22, figure 1-2) has been made to carry fight spare cartridges in the aircraft, Since all eight engines have eurtridge-pneumalic starters, provisions are made in the electrical supply sysiem for cartridge starting all engines simultaneously to accomplish a "quick-start."” These provisions also include the capability to start all engines from & single battery in the event of failure of one. The switching of the start functions to the good battery is automatic and cannot be controlled by the pilot. Engine start and start bus control circuit breakers are on the left and right load control circuit breaker panels. Engine ignition is accomplished by spark ignitors located in the combustion chambers of each engine, Ignition is under control of eight starter swite start selector switch, and the throttles. These con- trols may be used to obtain starts on the ground in any combination of engines from single to all, either peuniatic or cartridge. In flight, these controls are used for all combinations of air starts. Power for ignition is essential d-c power supplied through eight circuit breakers marked "Ignition" on the "En- gine" portions of the left and right loud central cir cuit breaker panels. Outboard engine circuit break- ers are on the left load central circuit breaker panel ‘and aupply power from the left essential d-e start ‘bus. Inboard engine circuit breakers are on the right load central and supply power from the right essential d-c start bus. Under battery only opera~ tion, these start buses will be automatically connee- ted to the good battery if one were to fail. Engine Ignition and Starting System Controls START SELECTOR SWITCH, A start selector switch (2, figure 1-8) having CARTRIDGE--FLIGHT-~ PNEUMATIC positions is located on the copilot's side panel, ‘The switch is locked in center FLIGHT position and must be pulled out before moving to either CARTRIDGE or PNEUMATIC position. The position of this switch determines whether ignition only oF both starter and ignition are provided when the starter switch is operated. In momentary CARTRIDGE position, the cireuits are completed for firing of starter cartridges on engines selected by the individual engine starter switches. If a starter switch is in START posilion, positioning of this selector switch lo CARTRIDGE position will, fire the cartridge for that selected engine. In FLIGHT position, only power for engine ignition will be provided to the engine(s) for which the starter switch is in START. The starters will be inoperable, In PNEUMATIC position, power is supplied to open the starter air valve on the engine having the starter switch in START. Ignition power is also directed to that engine.1.0, 18-526-1 ' 1, staRTER smTroHEs 2) srant SELECTOR smTcH 1 «Engine Ignition and Starter Controls Figure 1-8. STARTER SWITCH. Eight START--OFF starter 1-4 for other functions, Advancing a throttle out of Switches (1, figure 1-8) are provided on the copilot's CLOSED position will supply essential d-c power for side panel, These witches select the engine(a) for ignition to thal engine ifthe starter switch is in ‘which a starting finction is desired, The desired START. Returning the throttle to closed cuts off funetions are determined by use of tbe start selec~ ignition power. tor switen in accordance withthe starting mode desired: pneumatic, cartridge, or inflight. For Engine Ignition ond Starting System Indicators 1 meumaiie starting, when the starter switch is in START, the starter air valve is opened and ignition STARTER-SWITCH-NOT-OFF CAUTION LIGHT. power is directed to that engine, For cartridge An amber starter-switeh-not-off caution light lo Starting, power is available to fire the cartridge for cated above the engine start control panel or on the that engine. For inflight starting, only ignition is ac control panel (11, figure 1-22) is marked "Starter directed to that engine. Not Off." ‘The light ilhuminates by right essential pover when a starter sviteh is left in START po- THROTTLES. ight throttles (11, figure 1-18) on sition, the aisle stand control engine ignition. See figure Al data on pages 118 thru 1-20 (Deleted) Chonge 1-17 /(1-418 blank)Latest oF ao tive an eere 4 wOMME TOTSN At TATE alone? astsi2@ brie coiting! curd eess osc 6p iMod) prin Aondtae™ a so Bet Be eas Pee $rae sah amg 3B AP Tou vlan kw aged ng, OS ‘ mesma as ans st rte aiite ‘eel cote Whale 3 |, Anipat ful ot vray nen aiotewe wear sere So win hean'd OF a OU tl yum utaR TAT ween 4? aes 208 iy Boast 0 9. f Seney soy state eh itn PB Seen $8hat 9c yea i eroraribial weiryd.gu Hot? baw aaiiaol onie’ a shoe, pe sr. Sonat SPADE WOLTL nO VEO TOR HITE HAT Ny Wii toe waste ih PRAT, Soi $yht msi a Mor edt tae “ an wa sow ‘988 99 30. samt Lesiae Mn 9: ante bacanm at (fT ovat tossed datem bet SIT petite Mat vd Pdeth Beene AITO faved SiN thew Ee 8 alata Be ceatotoen Ps vet (decid @1.9\ 41 1 sien?| EYEBROW INSTRUMENT PANEL TO. 185261 ‘SLIDING WINDOW HANDLE PILOT'S READINESS SWITCH ASSEMBLY & AISLE STAND CHART HOLDER 2. PILOTS INSTRUMENT PANEL OVERHEAD PANEL 7A. ALTIMETER CORRECTION CARD AND HOLDER 8 COPILOTS SIDE PANEL CONTROL COLUMN DISCONNECT LEVER Note WINDOW NUMBERS) AND 6R NOT ANTLICED 1 Pilots’ Station (Typical) Figure 19. Change 141-211.0, 1B-52G-1 4. INTERPHONE POWER swrToH 5A. AIR OUTLET KNOB. 2. PILOT'S LIGHTING PANEL 6 PILOT'S INTERPHONE PANEL ‘2, SERVOS CUTOUT SWITCH PANEL 7: (Deleted) 2B. AGM-GDA CONSENT PANEL 8 IFF CONTROL PANEL 2, WATER INJECTION PANEL 8. IFF ANTENNA SWITCH PANEL ‘4 HYDRAULIC CONTROL PANEL 10, PILOT'S OXYGEN REGULATOR FLARE EJECTOR PANEL 11. PILOTS CIRCUIT BREAKER PANEL SE 00 SO Figure 1-10 (Sheet 1 of 2) 1-22 Change 5TO, 1B-526-1 « Pilot’s Side Panel (Typical) Figure 1-10 (Sheet 2 of 2), Chonge 31-29,1.0. 1B52G-1 1. ACCONTROL PANEL 2. MANIFOLD TEMPERATURE GAGE 2A. GAM:72 FIRE WARNING PANEL (INOPERATIVE) ‘3. ENGINE IGNITION AND STARTER CONTROLS PANEL FUEL SYSTEM CHECKOUT PANEL, MANIFOLD VALVE sme COPILOT'S CIRCUIT BREAKER PANEL COPILOT'S OXYGEN REGULATOR, Figure 1-11 (Sheet 1 of 2). 1.24 change 201.0. 18-5261 8K CABIN TEMPERATURE SELECTOR suIToH 10 DCCONTROL PANEL. EMERGENCY Dc POWER swiTcH LIAISON RADIO CONTROL PANEL, COPILOT'S LIGHTING PANEL (COPILOT'S INTERPHONE PANEL peak «= Copilot’s Side Panel Figure 1-11 (Shoot 2 of 2). Change 22 1-25TO. 1B-52G-1 ‘OVERHEAD LIGHTING PANEL ‘GAM72 [LAUNCH GEAR) JETTISON surTCH AUXILIARY UHF COMMAND RADIO CONTROL PANEL Less LUHF LINE-OF-SIGHT (LOS) RADIO CONTROL PANE! LUHF-COMMAND RADIO CONTROL PANEL TACAN RADIO.CONTROL PANEL. \VOR CONTROL PANEL. [AIR REFUELING PANEL ROCKET POD JETTIGON SWITCH INOPERATIVE} (OELETED) [BOMB BAY & AGMLGGA JETTISON CONTROL SWITCH Bexeoe sugececuneseesnessnanes Overhead Panel (Typical) ‘AN data on pages 1-27 and 1-28 (Deleted) Figure 1-12 1-26 change 201.0. 1B-52G-1 PILOT'S SIDE 1. STEERING RATIO SELECTOR LEVER 2. AIRGRAKE LEVER 3. AUTOPILOT TURN AND PITCH CONTROLLER 44 AUTOPILOT SWITCH PANEL, ‘5 CROSSWIND CRAB CONTROL KNOB 6, LANDING LIGHTS PANEL 7, DELETED 3. LATERAL TRIM CUTOUT SWITCH 9, STABILIZER TRIM CUTOUT S¥ITCH 10, STABILIZER TRIM WHEEL AND INDICATOR COPILOT'S SIDE | THROTTLES. ‘THROTTLE BRAKE LEVER . PARKING BRAKE LEVER AIR-CONDITIONING PANEL DRAG CHUTE LEVER WARNING HORN SHUTOFF BUTTON (BEHIND) 7 MING FLAP LEVER \. NAVIGATION SYSTEM SELECT PANEL ‘TERRAIN DISPLAY CONTROL PANEL. EMERGENCY ALARM MONITOR LIGHT EMERGENCY ALARM SWITCH RUDDER TRIM KNOB AND INDICATOR CCROSSWIND CRAB CONTROL CENTERING BUTTON sAisle Stand 1 Change 121.29 Figure 1-13. jgure I-14 deleted)TO. 18-52G-1 EYEBROW INSTRUMENT PANEL 1. ANTLICE CONTROL PANEL (FIGURE 4-7) 2. EVSCONTROL PANEL (FIGURE 468) 3. ciocK 4. FLIGHT COMMAND INDICATOR 6 TIMETO.GO LIGHT 7. IFFMODE4 LIGHT MARKER BEACON LIGHT TEST SWITCH 8, INDICATED AIRSPEED INDICATOR. 10. HORIZONTAL SITUATION INDICATOR (FIGURE431) 1. MARKER BEACON LIGHT 42. ATTITUDE — DIRECTOR INDICATOR (FIGURE 147) 13, AUTOPILOT DISENGAGED LIGHT 14. EVSMONITOR (FIGURE 467) 7, RADAR ALTIMETER (FIGURE 4.15) 18, STANDBY ATTITUDE INDICATOR 18. RADAR ALTIMETER CAUTION LIGHT (FIGURE 4-15) 20. CLEARANCE PLANE INDICATOR 21. TPPROTECTION GEAR WARNING LIGHT Figure 1-15 (Sheet 1 of 2) 1-30 change 201.0, 18-526-1 ENGINE PRESSURE RATIO.GAGES WING FLAP POSITION INDICATOR [LANDING GEAR POSITION INDICATORS PANEL (FIGURE 140), LOW OIL PRESSURE WARNING LIGHTS AIR REFUELING LIGHTS ACCELEROMETER [MAGNETIC STANDBY COMPASS CORRECTION CARD MAGNETIC STANDBY COMPASS EXHAUST GAS TEMPERATURE GAGE FUEL FLOWMETERS (CABIN ALTIMETER ENGINE FIRE SHTUOFF SWITCHES OIL PRESSURE GAGES TACHOMETERS MASTER CAUTION LIGHT FUEL SCAVENGE SYSTEM PANEL [FIGURE 1:9) FUEL SYSTEM MANAGEMENT PANELS (FIGURE 1-19), TOTAL FUEL FLOW INDICATOR LANDING GEAR LEVER CCROSSWIND CRAB POSITION INDICATOR TOTAL FUEL QUANTITY INDICATOR BLSBELRELRRLSRIRREBS MAIN TANKS LON WARNING LIGHT SAS CONTROL PANEL (FIGURE 427A) STORES JETTISONED LIGHT BOMB RELEASED LIGHT RATCHES WARNING LIGHT TOTAL OXYGEN QUANTITY GAGE Bowe DOORS OPEN LIGHT Sous DOORS NOT LATCHED LIGHT AANTIERID SUITCH ‘OUTSIDE AiR TEMPERATURE GAGE fous DOORS smiToH LATERAL TRIM INDICATOR AAUTOPILGY TURN CONTROL SELEGTOR SMITCH FLIGHT DIRECTOR COMPUTER GYRO SELECTOR SWITCH [WINDSHIELD WiPER SWITCH ENGINE FIRE DETECTOR SYSTEM TEST SMITCH HEADING INDICATOR (GYRO! ‘TRUE AIRSPEED INDICATOR ! LANDING GEAR CONTROLS PANEL (FIGURE 140) MACH INDICATOR SMITCH. GYRO POWER SwrTCH RRLSSRLRRLRRSSSLSSES = Pilots’ Instrument Panel(Typical)! Figure 1-15 (Sh 12 of 2) change 18 1-311.0, 18526-1 ENGINE INSTRUMENTS Engine instruments that are not described as part of fan engine system are described below. Tachometers Speed of the high pressure compressor rotor in per~ I cent rpm is indicated by eight tachometers (35, ( USABLE FUEL (EACH) figure 1-15) on the pilots’ instrument panel. Engine~ driven tachometer generators supply power to ‘operate the indicators which are independent of the aireraft electrical system, Each instrument has two pointers. The larger pointer indication is read on a dial calibrated from 0% to 100% rpm. The small pointer indication is read on a dial calibrated from 0% to 10% rpm. 1-16 deleted) FULLY SERVICED (EACH) p ) POUNDS GALLONS POUNDS GALLONS wo. 18 4MAIN 2 sa 4998 as 4905 wo,28 34AIN 2 428 a0 saat su wo soo 1 6.10 7140 601 nas FoRWARO BoD 1 ie 2,48 13345 208 AFT B00¥ 1 ss1m sai ss 248 ouTBoaRo mins 2 1488 18 1540 hie CENTER WING 1 0,982 3,228 21,060 3,240 EXTERNAL, 2 4,550 700 4,583 705 Pi o TANKS POUNDS GALLONS WO.1,2,38 4MAIN 12204 Zale | Fullyserced cute include bt oped and Grint fl. was io Boo 1514 na wats, wi EoD, FORWARD The tans wil tve the qates shor det BODY & AFT BODY ass 8 Conditions ICAO stn ay itl deny of 85 pounds pe ello, HANNS, ALL BODY, OUTBOARD MING & CENTER ING 007 «60 ALL TANKS aaa 00 wot See data supplied in Section V OPERATING LIMITATIONS te determine fuel load uonme onan = Fuel Quantity Data Figure 1-17. 192 Change 12Exhoust Gas Temperoture Gages ‘Exhaust gas temperature of each engine is indicated by eight gages (80, figure 1-15) on the pilots" instrument panel. | These gages are calibrated in degrees centigrade and indicate the temperature of, the exhaust gases of each engine. Engine thermo- ‘couples supply power to operate the gazes which are independent of the aireraft electrical pawer system, Engine Pressure Ratio (EPR) Gages H An engine pressure ratio (EPR) gaze (figure 1-15) for each engine is located on the pilots" instrument panel. These gazes indicate the ratio of engine inlet, to exhaust pressures which is used as a measure of engine thrust, The engine inlet and exhaust indica~ tions are compared by a computer-transmitter which electrically transmits an indication to the engine pressure ratio gage. The computer-trans~ mitter operates on 118-voll single-phase a~e power obtained from the aircraft electrical system, Pres~ sure ratio gage circuit breakers marked "Press Ratio Ind,"" "Pod 1," "Pod 2,"" "Pod 3,"" and "Pod 41" are located on the " Engine" portion of the right load central circuit breaker panel. NOTE To more readily identify a malfunetfoning en~ gine, a yellow vertical stripe is painted be~ tween the left-hand and right-hand bank of engine instruments (engines 4 and 5), Oil Pressure Gages Engine ofl pressure is indicated by eight oil pressure [cages (24, figure 1-15) located on the eyebrow in- strument panel. These gaxes operate on 28-volt a-c power supplied through pressure transmitters in each engine oil system, A single circuit breaker for the eight oil pressure gages marked "Oil Press Ind" is located on the "Engine" portion of the right load central circuit breaker panel. NOTE @ If the oil pressure circuit breaker has popped, oil pressure indicators are inoperative. @ 041 pressure will have a tendency to follow the throttle due to the type of oil pressure relief valve installed, "This condition is nor- mal provided the oll pressure stabilizes be- tween the minimum and maximum limits, Low Oil P ights ssure Warning Engine low oil pressure is indicated by eight amber Toit pressure warning lights (25, figure 1-15) located ‘over each oil pressure gage on the eyebrow instru ment panel, A pressure switch is installed on each engine that will extinguish the light when an increas~ {ng ofl pressure reaches 37 (+2) psi and will illumi~ nate the light when a decreasing oil pressure reaches to 37 (£2) psi. ‘These lights will complement the oil TO, 18-526-1 pressure indicating system to provide a crosscheck fo establish if a malfunction is occurring in the oil pressure indicating system or in the engine. All lights have a press-to-test feature and have pro~ visions for manually dimming or shading. The low oil pressure warning lights operate on TR power and are controlled by a circuit breaker marked "Oil Press Warning” on the "Engine" portion of the right load central circuit breaker panel, OIL SUPPLY SYSTEMS Each engine is provided with an integral oil system ‘which includes an oil tank with a minimum usable ca~ pacity of 6, 8 gallons and a total capacity of 8,75 gal- Jons. From the tank, oil is supplied to gear-type en- gine-driven oil pressure pumps which supply the en- gine bearings and accessory drives in the various en- gine compartments, Scavenge pumps remove oil from the engine compartments, route it through an oil cooler, and return it to the tank for reuse. Cool- ing air is provided by ram air in flight; while on the ground, engine bleed air is provided by actuation of the landing gear squat switch relays. Actuation of the squat switch permits high pressure compressor bleed air to enter an ejector in the aft portion of the oil cooler ducting, thus inducing a flow of air through the cooler, Oil temperature is governed by a ther- mostatic control valve which is an integral part of the oil cooler. When the oil supply is exhausted, ap- proximately 1 to 11/2 gallons of of! remain trapped in the lines and oil cooler, No manual controls are provided for the engine off system, For oll servicing. information, see figure 1-55. FUEL SUPPLY SYSTEM ‘The fuel supply system (figure 1-18) is designed s0 that the engines receive fuel from the nearest of four main tanks or by pressure override from a main manifold. The main manifold can be pressurized by any auxiliary tank or tanks. The main tanks are in- tegral wing tanks ("wet wing"); each tank has four boost pumps and normally supplies two engines, No, 1 main tank furnishes fuel for engines 1 and 2, No. 2 ‘main for engines 3 and 4, No, 3 main for engines 5 and 6, and No. 4 main for engines 7 and 8. The aux- iliary tanks include two outboard wing tanks which are integral wing tanks, an integral center wing tank, three body tanks, and two nonjettisonable external tanks. Normally the main manifold is used for di- recting auxiliary tank fuel to the engines, The main manifold is separated from the refuel manifold by the main refuel valve, During a refueling operation, the ‘main manifold is used to direct fuel to the desired tanks. (See "Air Refueling System" and "Single Point Ground Refueling System," Section TV.) The main manifold may also be used to transfer fuel from aux- iliary tanks to main tanks, A crossfeed manifold is provided which makes it possible to interconnect the fuel feed systems of each nacelle, Auxiliary fuel should be fed directly to the engines. While auxiliary fuel is being used, main tank boost pump switches are ‘ON. The boost pumps in the auxiliary tanks are of change 121.931.0, 1B-52G-1 90 1 F99ys) Bint eunbyy Nouine 1531 O1 ssa¥ = IMS S2KIVA J23NNODERIN Nyno crosNyW NIV ax, ania s20¥9 allnyne vant ‘ani ny'OL Pts - 4) I SIAIVA 123HNODIGINE [ie] ican new SAYA ine nie iu wer 3unoia) anv 2040 SVL ON swab non ow Ol TIN@A @a¥ORING IHD NYE AGS 1a¥ (owum Hova wold) 4AHOI7 NINA INV NIM Change 1341.0, 1B-52G-1 sann aoNaAvas — saNn aauissow (== [SSNTL INV. NIV Eo SINT LNODDaH: ‘FUNSSHUR Wi 1.35 Change 181.0, 18-52G-1 higher capacity than the boost pumps in the main tanks thus allowing a pressure override condition to exist, When an auxiliary tank runs dry, the main tank boost pumps take over {uel supply to the engines with no interruption in fuel flow. The fuel system panel (figure 1-19) is used to control fuel flow for engine feed and air refueling operations. ‘This panel indicates the flow of fuel obtained by selecting dif- ferent positions of the controls. The majority of the fuel system controls are numbered to simplify their identification (igure 7-1). The control numbers that appear on the fuel system panel correspond to the control identification numbers that appear in this manual, The main manifold is scavenged by utiliz~ ing a float swith, a solenoid-operated valve, and a seavenge pump which directs scavenged fuel from the main manifold to No, 3 main tank, For correct fuel specification grade, see figure 1-55. FUEL TANK VENTING Body fuel tanks are vented through three manifolds to a surge tank aft of the aft body tank, The surge tank opens to the atmosphere through a port located aft of the rear wheel well on the underside of the fuselage and also routes fuel discharged through the vents to the aft body tank, Body tank cavities are vented through a manifold which opens to the atmosphere through a port located aft of the rear wheel well on the underside of the fuselage. Internal tanks in each Wing are vented with a single vent line for each tank. ‘The three lines in each wing drain to a wing surge tank located in each wingtip. The surge tanks route fuel discharged through the vents to No. 1 and 4 main tanks, Each external tank is vented through a single line which opens to the atmosphere through a port located on the aft outboard side of the tank strut, ‘Tne venk system is designed for JP-4 fuel only. See “Rate of Climb Limitations with Bmengency Fuel (Aviation Gasoline),"" Section V, for operating 1 strictions when using aviation gasoline, FUEL SUPPLY SYSTEM CONTROLS ‘Main Tank Boost Pump Switches Four main tank boost pump switches (3, figure 119) cn the fuel system panel have ON--OFF positions and are guarded in the ON position. The switches are numbered from 1 to 4 and each switeh electrically controls the four boost pumps in the corresponding main tank, Placing a switch in ON position directs 205-volt three-phase a-c power to the four boost pumps in the respective main tank, OFF position of 2 main tank boost pump switch deenergizes all the oost pumps in the respective main tank. Main tank boost pumps are numbered for ease of identification (igure 7-4). TR control power is supplied to the ‘main tank boost pump switches through circuit All data on pages 1-87 and 1-98 (Deleted) 1636 change 18 breakers marked “,"" "7," "10," and "11" on the "Left Wing Tanks" portion of the left load central cireuit breaker panel; "12," "13," "16,"" and "17" ‘on the "Right Wing Tanks" portion of the left load central circuit breaker panel; "4,5," "8," and "91" on the "Left Wing Tanks" portion of the right Joad central circuit breaker panel; and "14," "15," "18,"" and "19" on the "Right Wing Tanks” portion of the right load central circuit breaker panel. The cireuit breakers are bracketed to indicate the ap~ Dlieable tank. Engine Crossfeed Manifold Valve Switches Four engine crossfeed manifold valve switches (2, figure 1-19) on the fuel system panel have unmarked OPEN--CLOSED positions. ‘These rotary switches are numbered 9, 10, 11, and 12 and control opera~ tion of the engine crossfeed manifold valves of corresponding numbers allowing interconnection of the fuel feed systems of each nacelle. When the while stripe on a switch is aligned with the flow line of the panel, the switeh is OPEN and left essential d-c power for valves 9 and 12 or right essential d-c power for valves 10 and 11 is supplied to open the corresponding valves, CLOSED position supplies power to close the vaive. D-C power is supplied to the engine cross-feed manifold valve switehes through cirvuit breakers marked “Crossfeed Valves 9" and ‘"Crossfeed Valves 12” on the "Fuel Feed Control" portion of the left load circuit breaker panel and "Crossteed Valve 10" and "Crossfeed Valve 11" on the "Fuel Feed Control" portion of the right load central cireuit breaker panel. Auxiliary Tank Engine Feed Control Valve Switches Four auxiliary tank engine feed control valve switches (16, figure 1-19) on the fuel system panel have un~ marked OPEN--CLOSED positions. ‘These rotary switches are numbered 13, 14, 15, and 16 and con~ trol operation of valves of corresponding numbers to direct auxiliary tank fuel to the engines. When the white stripe on a switeh is aligned with the flow line con the panel, the switch is OPEN and left essential d-e power for valves 14 and 15 and right essential d-c power for valves 13 and 16 is supplied to open the corresponding valves, CLOSED position closes the respective valve. D-C power is supplied to the auxiliary tank engine feed control valve switches through circuit breakers marked "Direct Feed Valves 14" and "Direct Feed Valves 15" on the "Fuel Feed Control" portion of the left load circuit breaker panel and "Direct Feed Valves 13" and "Direct Feed Valves 16" on the "uel Feed Control” portion of the right load Zentral circuit breaker panel.‘Main Manifold Interconnect Valves Switch ‘A main manifold Interconnect valves switch (15, figure 1-19) on the fuel system panel has unmarked OPEN--CLOSED positions. This rotary switch is numbered 29 and controls the operation of main manifold interconnect valves 29 and 29A, When the white stripe on the switch is aligned with the flow Une on the panel, the switch is OPEN and left TR power is supplied to open valve 29 and right TR power is supplied to open valve 29A. Opening thes valves interconnects the right and left sides of the main manifold, CLOSED position closes the two valves, TR power is supplied to the main manifold intereonnect valves switch through cireuit breakers marked "Crossfeed Valves 20" on the "Fuel Feed Control" portion of the left load central cireuit breaker panel and "Crossfeed Valve 29A" on the "Fuel Feed Control" portion of the right load central cireuit breaker panel. Auxiliary Tank Fuel Flow Control Switches Eight auxiliary tank fuel flow control switches (16, {igure 1-19) on the fuel system panel have unmarked REFUEL--OFF--ENGINE FEED positions. ‘These rotary switches are numbered 17, 18, 28, 24, 25, 26, 27, and 28 and control the flow of fuel to and from the auxiliary tanks. A white arrowhead is painted on top of each switch and the direction the arrow is pointing determines the position of the switch. For ENGINE FEED position, the arrow is pointed away from the tank; for REFUEL position, the arrow is, pointed toward the tank; and for OFF position, the arrow is perpendicular to the flow line between tank and main manifold, ENGINE FEED position directs 205-volt three-phase a-e power to the boost pumps in the respective tank, ENGINE FEED position of an external tank switch (17 or 24) will also ilTumi- nate the wing tank warning light on that side, RE- FUEL position causes TR power to energize the fuel evel control valves in the respective tank provided the master refuel switch is ON, See "Refuel Sy: tem," Section IV. OFF position deenergizes the boost pumps and the fuel level control valves in the respective tank, Auxiliary tank boost pumps are numbered for ease of identification (figure 7~4). ‘TR control power is supplied for ENGINE FEED position through circuit breakers on the left load central circuit breaker panel marked "Outbd 2” on the "Left Wing Tanks" portion; "Outhd 20" on the “Right Wing Tanks" portion; and "Fwd 24,"" "Ctr Wing 25," "Mid 29," "Aft 30," and "Aft 32” on the "Body Tanks" portion and cireuit breakers on the right load central circuit breaker panel marked "Ext 1" and "Outbd 3" on the "Left Wing Tanks!" portion; "Outbd 21" and "Ext 22" on the "Right Wing 1.0. 185261 Tanks" portion; and "Fwd 23," "Ctr Wing 26," "Mid 27," "Mid 28," and "Aft 31" on the "Body Tanks! portion. The switches for the left external, left outboard, right outboard and right external tanks (switches 17, 18, 23, and 24 respectively) are equipped with fuel flow control switch locks (20, fig~ ure 1-19). Each lock is'a pivoting bar with a detent that mates with an extension on the corresponding switch. The lock must be pivoted away from the switch before the switch can be moved from OFF position. Quentity Gages Press-to-Test Button A quantity gages press-to-test button (8, figure 1-19) on the fuel system panel is used to test circuit con- tinuity. Depressing the button will cause counter~ clockwise rotation of all fyel quantity gage ‘This rotation will continue as long as the test button is depressed. While all fuel quantity gage pointers are rotating, action of the total fuel quantity gage pointer will be erratic, When the switch is released, all fuel quantity gage pointers will return to their original position if the circuit is intact and the gage is functioning correctly. LY SYSTEM INDICATORS FUEL SUI Fuel Quantity Goges ‘The quantity of available fuel in each tank is indicated fn pounds by 12 fuel quantity gages (6, figure 1-10) on the fuel system panel, Fuel probes in each tank sense quantity indications, The fuel probe signals are relayed to amplifiers whieh operate the gages. Due to the type of fuel quantity probes used, changes fn fuel density have little if any effect upon quantity indications. A full (oy weight) indication of the fuel ‘quantity cage breaks circuits causing the corres ponding fuel level control valve to close if the mas~ ter refuel switch is ON. A 4000-pound or less read- ing of a main tank fuel quantity gage completes cir~ cuits which supply TR power to a "Main Tank Low" ‘warning light. ‘The main tanks, external tank, and outboard wing tank fuel quantity gages in each wing have internal safe level switches. These safe level switches work in conjunction with the wing tank warn~ ing lights to indieate fuel configurations for which airspeed limitations may be required to avotd flutter. Gee Section V.) (See figure 5-1 for gage markings. ‘The fuel quantity gages are supplied 118-volt single Wing, " "Mid Body, Quanlity Indicators" portion of the copilot's circuit breaker panel. change 261.391.0. 1B-526-1 eos 4. TOTAL FUEL QUANTITY GAGE a 2 ENGINE CROSSFEED MANIFOLD VALVE SWITCHES (NO. 9 8 THRU 12) 0 |. MAIN TANK BOOST PUMP SWITCHES (NO. 1 THRU 4) ". 44. PUMP PRESSURE CHECKOUT LIGHT 2 5 FUEL QUANTITY GAGES 2 QUANTITY GAGES PRESE-TO-TEST BUTTON 4 7. PUMP PRESSURE CHECKOUT PRESS-TO.RELIEVE BUTTON, 16 PUMP PRESSURE CHECKOUT swITCH ‘REFUEL LEVEL CHECKOUT SwITCH DEFUEL VALVE SwiTcH SSCAVENGE SYSTEM SWITCH FUELINMAIN-MANIFOLD LIGHT FUELIN-CABIN-MANIFOLO LIGHT WING TANK WARNING LIGHTS [MAIN MANIFOLD INTERCONNECT VALVES SWITCH (NO. 2) Figure 1-19 (Sheet I of 2). 140 Change 181.0, 18-52G-1 SYSTEM CHECKOUT PANEL SCAVENGE SYSTEM PANEL Cr esr MANAGEMENT PANELS 16 AUXILIARY TANK FUEL FLOW CONTROL SWITCHES (NO. 17, 10, 2 THRU 28) 17, MAIN TANK FUEL LEVEL CONTROL VALVES SWITCHES (NO, 19 ‘THRU 22) 18 FUEL FLOW INDICATOR LIGHTS 4. AUXILIARY TANK ENGINE FEED CONTROL VALVE SAITCHES (Wo. 13 THRU 16) 20, FUEL FLOW CONTROL swiTCH LOCKS. Fuel System Panels Figure 1-19 (Sheet 2 of 2) Change 181-411.0. 18-526-1 Total Fuel Quantity Gage A total fuel quantity gage (1, figure 1-19) is located adjacent to the fuel system panel. ‘The total fuel quantity gage receives its indication by electronic addition of indications of the individual fuel gages, ‘The total fuel quantity gage is supplied 18-volt single-phase ac power through a circuit breaker marked "Total" on the "Fuel Quantity Indicators" portion of the copilot's circuit breaker panel, A best flare speed indicator dial is installed outside of total fuel quantity gage to allow determination of gross weight and best flare speed directly from the quantity indication. See "Miscellaneous Equipment, " Section IV, for additional information on the best Mare speed indicator. NOTE (@ 2 malfunction causes an individual fuel quantity gage pointer to rotate continuously, the total fuel quantity gage pointer will oseil- late over a range equal to the full scale quan- tity of the malfunetioning individual gage. ‘The pointer of the individual gage may be stopped at zero by pulling the cireuit breaker for the gage just before the pointer reaches zero. If the fuel quantity gage for any tank is stopped at any point, this quantity will be the amount reflected for that tank in the read~ ing of the total fuel quantity gage. The total fuel quantity gage will be in error by the amount that the individual quantity gage is in error. @ If an individual fuel quantity gage pointer falls below the zero mark, the total fuel quantity gage may rotate continuously clockwise. De- pressing the fuel quantity gage test button will cause counterclockwise rotation of all the gage pointers. ‘The individual gage pointer may be sset at zero by pulling the applicable circuit breaker just before the pointer reaches zero and rotation of the total fuel quantity gage pointer will stop. @ There is an allowable tolerance of 3400 pounds between the total fuel quantity gage and the sum of all individual gage fuel quan- tity gage readings. 142 Change 26 Wing Tank Warning Lights ‘Two amber wing tank warning lights (14, figure 1-19) on the fuel system panel are provided to warn the crew that fuel is being used from the outboard wing tanks out of sequence. The main, external, and out~ board wing tank fuel quantity gages for each wing have internal safe level switches. If the fuel quantity indication of either main tank in a wing is above the green band marking on the dial and the fuel quantity indication of the outboard wing tank for the same ‘wing is below safe level, the light will come on and remain on until the fuel quantity indications of both main tanks have reached the green band marking area on the dials. The light will also be illuminated ‘whenever the respective external tank fuel flow con- trol switch is in ENGINE FEED or when the quantity indication for that tank is below the safe level, The ‘wing tank warning lights receive right TR power through a circuit breaker marked "Outbd & Ext Tank Level Warn"' on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. Fual Flow Indicator Lights ‘Twelve amber fuel flow indicator lights (18, fig~ ure 1-19) are located on the fuel system panel ad~ jacent to the fuel quantity gages. ‘Those indicator Lights adjacent to auxiliary tank gages perform a dual function; 1) indicating no fuel flow from the ‘corresponding tank during fuel feed operations and 2) indicating no fuel flow into the tank during refuel operations. Those indicator lights adjacent to tthe main tank gages perform only a single function, that of indicating no fuel flow into the tank during re~ fuel operations. See "Refuel System," Section IV, for description of refuel function of the lights. With an auxiliary tank fuel flow control switch in ENGINE FEED position, the boost pumps in the corresponding auxiliary tank supply fuel to the main manifold, As oon as the auxiliary tank runs dry, a flow switch in the line causes the respective fuel flow indicator ight to flash, indicating no fuel flow from the tank. ‘The fuel flow indicator lights receive right TR power igure 1-19A deleted)through a circuit breaker marked "Fuel Manag Ind" on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. NOTE @ A fuel flow indicator light may flash intermit~ tently when fuel in an auxiliary tank is at a low level and the aircraft is being maneuvered. @ A {uel flow indicator light may not illuminate when an auxiliary tank fuel flow control switch 4s in the ENGINE FEED position and the aux- iliary tank is empty. See "Fuel System Man- agement, " Section VIL Main Tank Low Warning Light ‘A red main tank low warning light (43, figure 1-15) is located adjacent to the fuel system panel. A 4000-pound or less indication of any main tank fuel quantity gage causes the main tank low warning light to come on, indicating that the fuel quantity in one ‘or more main fuel tanks is below the 4, 000-pound evel, Right TR power is supplied to the light through. a circuit breaker marked "Main Tank Low Level Warn" on the "Fuel Miscellaneous" portion of the right load central cireuit breaker panel. FUEL CHECKOUT SYSTEM Fuel pressure gages and warning lights are not pro- vided for each tank, To save weight, a fuel check- out system is provided in the fuel system, This sys~ tem allows ground pressure checking of each boost pump and each valve in the fuel system. To use the fuel checkout system, fuel under pressure is routed to a pressure switch by positioning various valves, This switch is located in a fuel line between the crossfeed manifold and the No. 2 main tank. ‘The pressure switches will close and supply power to illuminate a pressure checkout light, indicating proper system operation, The fuel checkout sys~ tem controls and indicators are located on a sep~ arate fuel system checkout panel (8B, figure 1-11) on the copilot's side panel, Pump Pressure Checkout Switch and Light ‘A pump pressure checkout switch (8, figure 1-19) is, used for ground checking of fuel pressure, The switch has MAINS--OFF--AUX positions. MAINS position supplies left TR power to the low pressure Side of a pressure switch. When fuel pressure reaches 10 psi, the green pump pressure checkout light (6, figure 1-19) on the fuel-system panel glows. "In AUX position, left TR power is supplied to the high pressure side of the pressure switch. When fuel pressure reaches 24 psi, the same pump pressure checkout light glows. OFF position com- pletely denergizes the pump pressure checkout eir- cuits. TR power is supplied to the pump pressure checkout switch and light through a cireuit breaker marked "Grd Chk Out Pump Press” on the "Fuel System" portion of the left load central cireuit breaker panel, 1.0, 18:526-1 Pump Pressure Checkout Press-to-Relieve Button A pump pressure checkout press-to-relieve button (7, figure 1-19) on the fuel system panel is utilized to relieve the fuel pressure built up by use of the pump pressure checkout switch. Pushing this but ton causes left TR power to energize and open a solenoid-operated valve to allow fuel pressure to bleed off into No, 2 main tank. TR power is sup~ plied to the pump pressure checkout press-to-relieve button through a circuit breaker marked "Grd Chk ‘Out Refuel Valves" on the "Fuel System" portion of the left load central circuit breaker panel. FUEL SCAVENGE SYSTEM ‘A separate scavenge system is provided for the main fuel manifold and the refuel (cabin) manifold. Each system has an a-c powered pump. float switch. and solenoid-operated valve. all under control of a single scavenge switch, The main manifold fuel is directed to the No. 3 main tank and the refuel (cabin) manifold fuel is directed to the No, 2 main tank, ‘The scavenge system controls and indicators are lo~ cated on the fuel scavenge system panel (figure 1-19) on the copilot's instrument panel above the fuel panels. Scavenge System Switch ‘A seavenge system switch (11, figure 1-19) has CABIN--OFF--MAIN positions. MAIN position di- rects right TR power to a float switch in the sea enge line between the main manifold and No. 3 main tank, I there is fuel in the manifold, the float switch makes a contact which causes the TR power to illuminate the fuelin-manifold light, open a solenoid shutoff valve. and energize a relay which directs 118-volt single-phase a-c power to the main manifold seavenge pump, The fuel in the manifold is pumped into No. 3 main tank, As soon as the manifold is scavenged, the float switch breaks con~ tact causing the seavenge pump to stop, the solenoid shutoff valve to close, and the fuel~in-manifold light to go out. CABIN position actuates the scavenge operation in the refuel manifold. See "Air Refueling System," Section IV. OFF position completely de~ energizes the scavenge circuits in the main and re~ fuel manifolds, TR power is supplied for MAIN position through a cireult breaker marked "“Mani~ fold-Fuel Seavenge Control~Main" on the "Fuel Mis~ cellaneous” portion of the right load central circuit breaker panel, Fuel-in-Manifold Lights ‘Two amber fuel-in-manifold lights (12 and 13, figure 1-19) indicate when fuel is in either the main or re~ fuel manifolds. The lights are marked "Cabin" and "Main," When the scavenge system switch is placed in MAIN position. the "Main" fuel~in-manifold light will go out as soon as the manifold is scavenged or the scavenge system switch is turned OFF. The "Cabin" fuel-in-manifold light will glow if fuel 1s in the refuel manifold and the master refuel switeh is OFF, On aircraft (UH)> CHD. the light will go out as soon as the manifold is scavenged or the master change 1g 143