Miscellaneous Procedures & Other Stuff
Miscellaneous Procedures & Other Stuff
Miscellaneous Procedures & Other Stuff
PROCEDURES
&
OTHER STUFF
(i.e. GOUGE)
Shifting Engine RPM
The shifting of engine RPM should be directed by the pilot. If an engine is to be
shifted from LOW to NORMAL (or from NORMAL to LOW), the following
procedure is required:
1. Beta light(s) – ON
2. TIT – Below 200 deg.
Caution:
If the TIT is above 200 deg., hold the checklist & perform the motor-over
procedure before continuing the checklist.
Note: Operation of an eng w/ an inop TIT gauge can be continued. However, an eng w/ an inop TIT
gauge should not be shut down intentionally if a subsequent air start of that engine is planned.
Consideration should be given to substitution of gauges from operating engines to permit intentional
shutdowns & subsequent airstarts for loiter operations.
3. Loiter should not be done when visible moisture is present & ambient temperature is below +10 deg.
because of possible ice buildup in the shutdown engine.
4. Loiter should not be done when the OAT is below 0 deg. C. If mission req’s dictate loiter ops under
these cond, the following apply. In addition, following restart, prop blade angle movement should be
minimized for a 10-minute warmup period to ensure an adequate prop fluid temperature.
Prop fluid temp should be maintained above –26 deg. C by alt between engines 1 & 4 or restarting
engines as necessary. This will decrease the possibility of propeller leaks or abnormal propeller
pump #1 indications during restart.
Function Actuation
Fuel s/o valve E&M
Fx system E
Fx valve M
Fuel tank s/o valve M
Bleed air s/o valve E
Oil tank s/o valve E
Gen. cooling air M
EDC dump & firewall s/o valve E
E – Electrical
M – Mechanical
POWER SECTION ACCESSORIES
“FESSMOS”
Starter
Tach Generator
Oil pump
Oil filter
Generators (engines #2, 3 & 4)
EDC (engines 2 & 3)
ESSENTIAL DC FEEDERS
“SAM” Circuit Breakers: “3-1-2”
#3 – Start Essential DC
#1 – Armament Loads
#2 – MEDC (lower)
THE “BIG 4” CIRCUIT BREAKERS
The following circuit breakers are collectively called the “Big 4” & should be
checked any time electrical malfunctions occur to insure proper bus transfer &
generator backup:
Wing de-ice
Engine anti-ice
Engine starting
Bomb bay heating
Oil cooler augmentation
Closes 5th & 10th stage bleed air
FLIGHT ESSENTIAL AC
(FEAC)
“POSSFIRE”
Bell (command)
Utility lights
Gen 4 Aux Control c/b
GOB relay
Pitchlock reset
IFF**
Inverter relay
Turn needles**
Warning:
Waiting too long to restore oil to a prop that has failed to feather may result in
fire when oil is reintroduced as a result of heat buildup in the reduction gearbox.
Flightcrews electing to restore oil should do so as soon as they determine the
engine has cooled to the point that reintroducing the initial fire source is not
likely. Such a decision requires flightcrews to weigh conflicting requirements.
1. Pull both emergency shutdown c/b’s (MON DC) for the affected engine.
2. After waiting a minimum of 10 seconds, pull the corresponding oil tank shutoff
valve c/b (MON DC).
3. Reset both emergency shutdown c/b’s (MON DC).
CO-PILOT DUTIES – GENERAL
General Duties
Note:
Canceling of the wheels warning system shall be done only at the direction of
the pilot at the controls.
When operating at civilian fields or where other aircraft are using VHF circuits,
consideration should be given to using VOR-2/VHF as a primary
communications source.
1. Back up the pilot during all phases of the approach, providing assistance as
required. Ensure that checklists are completed.
2. Ensure that applicable navigation & communications receivers are tuned to
correct frequencies during the approach.
3. Handle all comunications during terminal procedures.
4. Record the following information when received from the controlling authority:
a. Headings, altitudes assigned
b. Communications frequencies assigned
c. Clearances
d. Applicable airport information (runway, altimeter, wind, etc.)
CO-PILOT DUTIES – SPECIFIC
Specific Duties
1. During descent for the approach, call out “Approaching assigned altitude” when
1,000’ above assigned altitude.
2. Record approach/landing speeds when given on the Approach Checklist.
3. When the pilot calls for landing gear extension, repeat approach/landing speeds;
repeat DH/MDA (as applicable).
4. Call out anytime airspeed is slower than specified.
5. Call out “Approaching DH/MDA” (as applicable) when 100’ above minimums.
6. Call contact & runway location (left/right) when runway or approach lights are
in sight. Repeat approach/landing speeds.
7. Complete Landing Checklist w/ pilot/flight engineer & review at 500’ AGL.
8. Be prepared to assist the pilot as directed in the event a missed approach
procedure must be executed.
9. Call out any rate of descent in excess of 1,000 fpm when on final approach.
The pilot should be alert for any excessive difference between his & the co-
pilot’s altimeters, especially during the final phase of the approach.