AUG.

IE

FLIGHT MANUAL
c-",,, VC-",,,
USAF SERIES

AND
AIRCRAFT

PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE

AF RAFB JAN 63 - 5600 lS JUNE 1962

CHANGED 16 JULY 1962
 T.O. 1C-1l8A-1

R.eproduction for nonmilitary ute of the information or illustration. contained in thi. publication i. not ,eflt
mittcd without specific .pproval of the i •• uing .ervice (BuAer or USAF). The policy for ule of Cla.. ified
Publications i. establi.he,d for the Air Force in AFR 20S·1 and for the Navy in Navy Resulati.ons, Artide 1 i09.
IN51RT LATIST CHANGED 'AOI5. DISTROY SU'IRSIDED ,AOIS.

LIST OF EFFECTIVE PAGES

p.,•.
NOTE: The portion •• the text _ff.cted by the chanr•• I. Indleated
It, • yertlcal lin. In the outer mar,ln. of the

TOTAL NUMIIR O' 'AOIS IN THIS PUILICATION IS 550 CONIISTINO O' THI .OLLOWINO.

TiUe '" ................... 16 July 1962

A ......................... 16 July 1962
i thru iv ................. ' " Original
1-1 t1\ru 1-68 ............... Original
2-1 thru 2-36 .... .... .... ... Original
3 -1 thru 3 -49 .. .. • .. • • .. . • .. Original
3-50 manit ................. Original
4-1 thru 4-100 .. .. .. .. .. .. .. Original
5-1 thru 5-16 1.............. Original
6-1 thru 6~4 • .. .. . .. . .. • .. • • Original
7 -1 thru 7-10 .... • .. . .. . . • .. Original
8-1 thru 8-4 .. .... .. .. .. .... Original
9-1 thru 9-16 ........... ; • .. Original
A-I .................. J6 July 1,962
A-2 Blank ................. 16 July 1962
Al-l thru Al-24 ••••••.•..• J6 July1962
Al-25 thru Al-26 • • • • •. • •• . Original
Al-27 manit ........ ....... Original
Al-28 thru Al-sa. Original
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A2-1 thru A2-29 ••... 16 July 1962
A2-30 Blank ............... 16 July 1962 CURRENT FLIGHT CREW CHECKLISTS
A3-1 thru AS-31 .•• " 16 July 1962
A3-32 manit ... ;... .. ... 16 July 1962 T.O. IC-1l8A-CL-1-1
A4-1 thru A4-5 ............ 16 July 1962 2 Jan 63
A4-6 thru A4-7 ••• • . •. .•. . . Original
A4-8 thru A4-21 ..••• 16 July 1962 T.O. lC-1l8A-CL-I-2
A4-22 marik ...... .. .. ... 16 July 1962 2 Jan 63
A5-1 thru A5-6 ............ 16 July 1962 .
A5-7 thru A5-8D ••. .•. . .•. • Original T.O. IC-118A-CL-1-3
A5-9 thru A5-10D •.. • .. . . . . Original 2 Jan 63
A5-11 thru A5-15 •........• Original
A5-16 thru A5-18 •...••.••• 16 July 1962 T.. O. 1C-1l8A-CL-1-4
A5-19 thru A5-21 . . . . • • . • • • Original 2 Jan 63
A5-22 ..................... 16 July 1962
A5-23 thru A5-25.. . • • • • • Original
A5-26 .................... 16 July 1962
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A7-1 thru A7-9 •••••. 16 July 1962
A7-10 Blank ..... ; ......... 16 July 196.2
X-1 thru X-ll ............. 16 July 1962
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A Changed 16 July 1962
 T.O. IC·IISA·I Table of Contents

SECTION I 1·1
SECTION II 2·1
SECTION III 3·1
SECTION IV 4-1
SECTION V ··5·1
SECTION VI 6·1
SECTION VII 7·1
SECTION VIII 8·1
SECTION IX 9·1
APPENDIX A·l
INDEX X·l
Introduction T.O. IC·118A·1

Introduction
SCOPE. This manual contains all the information which permits the aircraft to perform special func-
necessary for safe and efficient operation of the C.118A tions. Sections V and VI are obvious. Section VII covers
and VC·118A aircraft. These instructions do not teach lengthy discussions on any technique or theory of oper·
basIc lIight principles, but are designed to provide ation which may be applicable to the particular air·
you with a general know ledge of the aircraft, its flight craft in question. The experienced pilot will probablv
characteristics, and specific normal and emergency be aware of the information in this section, but he
operating procedures. Your flyinS experience is rec· should check it for any possible new information. The
ognized, and elementary instructions have been contents of the remaining sections are fairly obvious.
avoided.
rOUR RESPONSIBILITY. These Flight Manuals are
SOUND JUDGMENT. The instructions in this manual
constantly maintained current through an extremely
are designed to provide for the need. of a crew inex·
active revision program. Frequent conferences with
perienced in the operation of this aircraft. This book
operating personnel and constant review of UR's,
provides the best possible operating instructions under
accident reports, flight test: reports, etc., assure inclu-
most circumstances, but it is a poor substitute for
sion of the latest data in these manuals. In this regard,
sound judgment. Multiple emergencies, adverse
it is essential that you do your part! If you find any·
weather, terrain, etc, may require modification of the
thing you don't like about the book, let us know right
procedures contained herein.
away. We cannot correct an error whose existence is
PERMISSIBLE OPERATIONS. The Flight Manual takes unknown to us.
a "positive approach" and normally tells you only what HOW TO GET COPIES. If you want to be sure of
you, can do. Any unusual operation or configuration getting your manuals on time, order them before you
(such as asymmetrical loading) is prohibited unless need them. &lrly ordering will assure that enough
specifically covered in the Flight Manual. Clearance copies are printed to cover your requirements. Tech·
must be obtained from Service Engineering Division, nical Order 00-5-2 explains how to order Flight Man-
Warner Robins Air Materiel Area, ATTN: WRNEO be· uals, classified supplements thereto, and Safery of
fore aoy questionable operation is attempted whieb Flight Supplements so that you automatically will get
is not specifically covered in the Fliaht Manual all original issues, changes, and revisions. Basically,
ail you have to do is order the required quantities
STANDARDiZATION. Once you have learned to uSe in the Publications Requirement Table (T.O. 0-3-1).
one Flight Manual, you will know how to use them T alia to yOtH' Senior Materiel Staff Officer - it is his
all - closely guarded standardization assures that the job to fulfill your Technical Order requests. Make
scope and arrangement of all Flight Manuals are iden· sure to establish some system that will rapidly get the
tical. books and Safety of Flight Supplements to the flight
crews once they are received on the base.
ARRANGEMENT. The manual has been divided into
10 fairly independent sections, each with its own table SAFETY OF FLIGHT SUPPLEMENTS. Safety of Flight
of contents. The objective of this subdivision is to Supplements are used to get information to you in a
n.ake it easy both to read the bOOk straight through hurry. Safety of Flight Supplements use the same num·
when it is received and thereafter to use it as a reference ber as your Flight Manual, except for the addition of
manual. The independence of these sections also makes a suffix letter. Supplements covering loss of life will
it possible for the user to rearrange the book to satisf get to you in 48 hours; those concerning serious
his personal taste and requirements. The first three sec· damage to equipment will make it In 10 days. You
tions cover the minimum information required to can determine the status of Safety of Flight Supple.
safely get the aircraft into the air and back down again. ments by referang to th~ Weekly Supplemental
Before flying any new aircraft, these three sections Index (T.O. 0·1·1A). This is the only way you can
must be read thoroughly and fully understood. Sec- determine whether a supplement has been rescinded.
tion IV covers all equipment nQt essential to flight but The title page of the Flight Manual and title block

Ii
 T.O. IC.IIIA·I Introduction

of each Safety of Flight Supplement should also be Note - An operating proce-

checked to determine the effect that these publications dure, condition, etc
may have on existing Safety of Flight Supplements. which is essential to em-
It is critically important that you remain constantly phasize.
aware of the status of all supplements - you must
comply with all existing supplements but there is no
point in restricting the operation of your aircraft by CHECKLISTS. The Flight Manual contains only
complying with a supplement that has been replaced amplified checklists. Abbreviated checklists have
or rescinded. Technical Order OQ.5-1 covers some addi- been issued as separate technical orders ..-see tbe
tional information regarding these supplements. back of the title page for T. O. number and date of
your latest checklisto Line items io the Flight Manual
WARNINGS, CAUTIONS, AND NOTES. For your and checklists are identical with respect to arrange-
information, the following definitions apply to the ment and item number. Whenever a safety of Flight
"Warnings," "Cautions," and "Notes" found through- Supplement affects the abbreviated checklist, write
Out the manual. in the applicable change on the affected checklist
pageo As soon as possible, a new chee kHst page,
- Operating procedures, incorporating the supplement will be issued. This
practices, etc which will will keep hand·written entries of Safety of Flight
result in a personal in- Suppleme nt information io your ch ec kHst to a mioimumo
jury or loss of life if not
carefully followed.

- Operating procedures, COMMENTS AND QUESTIONS. Comments and ques·

practices, etc which if tions regarding any phase of the Flight Manual pro-
not strictly observed will gram are Invited and should be forwarded through
result in damage to your command headquarters to Service fag
equipment. Division Warner Robins Air Materiel Area, ATTN:
WRNEO.

iii
T.O. 'e., lIA.,

C R A F T
IR
THE A

[-IIBA
 T.O. le·lISA·I Section I

SECTION I

description
TABLE OF CONTENTS

The Aircraft .................................................................................................................................. 1·3

Engine ........................................................................................................................................... 1·3
Propellers ..................................................................................................................................... 1·9
Oil System ..................................................................................................................................... 1.13
Fuel System .................................................................................................................................. 1.28
Electrical Power Supply System .........................................................................:....................... 1.33
Hydraulic Power Supply System ................................................................................................. 1.43
Flight Control System ....................................................................................:............................. 1.43
Wing Flaps .................................................................................................................................... 1.55
Land:ng Gear System ........................................................................:........................................... 1.56
Nosewheel Steering System ........................................................................................................ 1.57
Main Gear Wheel and Brake Assembly - Type I and Type II ......................~....."..---- .... 1.57
Brake System ............................................................................................................................... 1 -60
Instruments .................................................................................................................................. 1·62
Pitot Static System ...................................................................................................................... )-65
Emergency Equipment ......................................................................................,........................... 1.69
Auxiliary Equlpmeni .........................................................;,...................;...................................... 1.(11

LIST OF IllUSTRATIONS

Number Tille Page

1·1 The Alrcraft.............................................................................................................. I v

1·2 Main Differences Tahle ........................................................................................ 1-4
1·3 General Arrangement Diagram - C·llBA............................................................. 1·6

1-1
Section' T.O.le·lISA.1

Number Ti"e Page

1-4
General Arrangement Diagram - VC·118A .....______________________________ ..._________________ 1-9
Pressurized Areas _________ ._ ..... _.. ____ .___ .. __ .... ________________ ._______________________________________________ . 1.10
1.5
1-6
Cockpit Arrangement (Typical) ............ _.................,........,................... ___ .................. 1 .12
1·7
Cockpit - Left and Right Sides..____ .... ________________________________________________________________ . 1·14
1-9 Co ntro I Ped estal - I yplc al ___________________________ .. ______________________________________________________ . 1.20

1.9
Main Instrument Panel - Typical (C·J18A) _________________________________________________________ 1.23

1.10 Main Instrument Panel - Typical (VC·118A) .. _____________________________________________________ ,.26

1.11 Upper Instrument PaneL .. ____ ... _____ ....... _.... __ ..... ____ .......... __ ... ____ ..... __ .. __ ....... __ ...... ______ 1.27
1.12- Aft Overhead Panel .. ______ .. __________ ...... __ .... ____ .. __________ .. __ .. __ .... ________________ .... ____ .. __________ .. 1.29
j.l3 Forward Overhead Panel- Typlcal.. ...... __ .. __ ...... ________ .. __ .... ____ .. __ .. __ .. __ ...... __ .. ______ .. __ . 1·30
1.14 Forward Overhead Panel- Typlcal ________________________________________________________________________ 1·31
1.15 Fuel System - 8 Tanks .. __ .... ___ .... ____ .... __________ ." .... _............ _____ .. ___ .... ____ ..... _________ .... __ 1-32

1.16
Fuel Dump System Controls ____ ..... __ ..... ___ .... __ ... __ .... _____ .... ___ .. ____ .... ______ ... ____ .__________ .... 1.14
1.17
D·C Power Supply - Typical (C·118A)...______________________________________________________________. 1·35
1.18 D·C Power Supply _ Typical (VC·118A)_______________________________________________________________ ,·36
1.19 A·C Power Supply - Typical (C·118A).._______________________________________________________________ 1-37
1.20 A·C Power Supply - Typical (C·118A)______________________ ._______________________________________ 1·38
1.21 A'C Power Supply - Typical (VC·118A)_______________________________________________________________ 1-39
1·22 Ammeter·Voltmeter Panel ____ .. _____ ............ __ .. _____ .... ____ .. ___ .... ___ .... _.... ____ ... __ .... ____ ....... __ . 1-411
1.23 Circuit Protectors - Typical (C·118A)__________________________________________________________________ 1·44
1·24 Circuit Protectors - Typical (C·118A)_________________________________________________________________ 1"'"
1.25 Circuit Protectors - Typical (C·118A)._________________________________________________________________ 1·48
1.26 Circuit Protectors - Typical (VC·118A)______________________________________________________________ 1.50
1.27 Hydraulic System .. _.... ____ ..... __ ...... __ ..... ____ .... ____ ... ____ .... __ ...... __ ... ____ ... ____ "... ____ .. ____ .. ______ . 1.52

1.28
Emergency Hydraulic Pump Selector Valve Lever •__ .. ____ .. ____ ... __________ .. ______ .. ____________ 1.55

1.29
Hydraulic and Oxygen Instrument Panel ____________________ .. __ .... ____ .. ______ .. __________ .. __________ . 1.56

Spring Control Tab Diagram. ______ . __________ .... ____ .. ____ ...... __ .. ____________ .____________ .. ______________ . 1-57
1-30
1.31 Emerge ncy Airbrake System ___________________________________________________________________________.______ 1.58
Main Gear •___________ ._____________________ .____________._____.________ .____._ .. ______ .___________________________.. ___. 1-59
1.32
1·33 Control.Surface.Lock.ThroWe.lnterlock "..... ______ ... ____ ................ __ .. ____________ ........ ____ • 1-60
1·34 Landing Gear Safety Pins Installed. _____________________________.______________._______________________ 1-61
Main Fir. Control Pan.I __ .. __________ .. ______________ .. __ .. ______ .. __ .. ____ .______•__ .. __ .. ______ ....... __ .. ______ 1-6'
1·35·
S.rvlclng Dlagram ________ .____ .____ ... __ .. __ .. ____ .____ ....... __ ........ __ .______.____ .... ______ .. __ ....... ______.__ . 1-68
1-36

'·2
 T.O. lC-1I8A-l Section I

THE AIRCRAFT. On VC·118A aircraft AF53·3229 and AF53·3240, ac· .

commodations are provided for a crew of 9 members:
The C·118A and VC·118A aircraft, manufactured by pilot, copilot, two crew engineers, radio operator,
Douglas Aircraft Company, Inc., are long·range low· navigator, two Hight attendants, and one ACM (figure
wing monoplanes, each equipped with a fully reo 1·4).
tractable tricycle landing gear and a pressurized cabin,
and are designed for use as diversified cargo, personnel, ENGINE.
ambulance, or staff transports (figures 1·1 and 1·2).
The VC·118A aircraft are used as staff transports only. The aircraft is powered by four IS·cylinder. twin·row,
air·cooled Pratt & Whitney R·2800·52W engines. Each
AIRCRAFT DIMENSIONS. engine is equipped with a single·stage, 2·speed super·
charger, a metering injection carburetor, a direct
The principal dimensions of the aircraft are: cranking starter, and an ADI (water·akohol injection)
Span .................................................. 117 feet 6 inches system.

Length (overall) ............................ 106 feet 10 inches THROTTLES.

Height .............................................. 28 feet 8 inches The two banks of four throttles on the control pedestal
(I, figure 1.7) are equipped witha friction.type throttle
Height (with anticollision lock lever and are operated conventionally. In addition
light) ............................................... 29 feet 1 inch to conventional operation, the throttles also serve to
Stabilizer span ................................ 46 feet 6 inches control propeller reversing. The throttles have a range
through the following positions.
For turning radius and ground clearances, refer to
Section II. OPEN (Normal full throttle)

AIRCRAFT GROSS WEIGHT. CLOSE (Normal closed throttle)

The aircraft design gross weight is 107,000 pounds. REVERSE (Entrance to propeller reverse
For complete weight information, see Section V. thrust range of operation)

INTERIOR ARRANGEMENT. OPEN (Open throttle for braking pur·

poses)
The aircraft is designed for carrying various loads,
Note
i.e., 79 troops when used as a personnel transport,
60 litter patients with provisions for seven medical On some aircraft, the throttle cannot be
attendants when used as an ambulance transport, or moved to the propeller reverse position unless
cargo when used as a cargo transport. the aircraft is On the ground and the THROT·
TLES FH EE TO REVERSE indicator Hag on
VC·118A aircraft AF53·3229 and AF53·3240 interiors the control pedestal is up and visible.
feature Hight and passenger compartments, a sleeping
or conference compartment, stateroom and lounge, The throttles are mechanically restrained by the con·
coatrooms, and two lower compartments. trol·surface lock (figure 1·33) through an interlock
On AF53·3229, provisions are made to seat 14 pas· system which prevents the application of maximum
power to all four engines with the surface lock
sengets or sleep 10 passengers. On AF53·3240, pro·
engaged. With the interlock engaged, both engines on
visions are made to seat 30 passengers or sleep 9
one side, or both outboard engines, can be run up
passengers.
together, the other two throttles being limited to
Not all of the equipment configurations of various approximately 1700 rpm.
groups of aircraft numbers will be correct due to local,
Note
contract, and depot modifications. The majority of the
aircraft are being modified continuously with new On VC·118A aircraft AF53·3222 anel AF53·
equipment to keep the operation as modern as possible. 3240, with the interlock engaged, both out·
board or both inboard engines can be run
FLIGHT CREW. up together, the other two throttles being
limited to approximately 1700 rpm.
On C·118A aircraft, accommodations are provided for
a crew of 5 members: pilot, copilot, crew engineer, The propellers can be placed in reverse thrust for
radio operator, and navigator (figures 1·3 and 1·51. braking purposes on the ground by pulling the throt·
except on AF53·3223 through AF53·3228, AF53.3230 ties aft of the CLOSE position. On some aircraft, a
through AF53·3239, and AF53·3241 through AF53· solenoid-operated mechanism, energized by a switch
3305 which have no provisions for a radio operator. on the nose gear and by a switch on the right main
1-3
 Section I T.O. le·118 A·I

MAIN DIFFERENCES TABLE

Aircraft Aircraft
AF51.17 626 through AF53·32 23 through
Aircraft AF51·17 661. AF53·33 05 except
AF51·38 18 'hrough VG·1l8A Aircra!,
AF51·17 667. and AF53·32 29 and AF53·J2 29 and
AF51·38 35 AF51·17 668 AF53·32 40 AF53·32 40
Radio Operato r's Station Yes Yes No Yes
Radlo USAF Installa tion Navy Installa tion USAF Installa tion Special Installa tion
Compas s System 8 ..2 Directio nal G·2 or 8-2 8-2 Directio nal 8-2 Directio nal
Indicato r Directio nal Indicator Indicator and A- 12
Indicato r Autopil ot Compas s
Flight Instrum ents USAF Installa tion Navy Installa tion USAF Installa tion USAF Installa tion
(Modified)
Auxiliar y Radio Rack Yes No Yes Modified
APU GTP70· 9 with Dual Type D·2 or GTP70· 60 Gl'P70· 9 with Dual GTP70' 9 with Dual
Generat ors Generat ors Generat ors
Main Gear Wheel~ and Type II, Goodric h Type II, Goodrich
Brakes
Type II, Goodrich Type I, Goodyear
Expander Tube Brakes Expander Tube Brakes Expander Tube Brakes Spot Brakes
Wash Water System. 25 Gallon 25 Gallon 25 Gallon Special Installa tion,
55 Gallon
Galley Aft, Buffet Type Aft, Buffet Type Aft, Buffet Type Special .Installa tion,
(Some Aircraft) Forward
Electric Ladder None None None Rear Entranc e Door
Lavator ies and Wash 1 Crew Compartment Three
Rooms 1 Dew Comp artment Four
(Some Aircraft) (Some Aircraft)
2 Aft Cabin 2 Aft Cabin
..

Figure '·2
gear, prohibits reverse·thrust operation until the
weight of the aircraf t on either gear actuates the Note
switch. At that time. a THRO TTLES FREE TO RE· The throttle of any inopera tive engine must
VERSE indicat oi flag on the control pedestal becomes
be placed in either the full OPEN or full
visible to indicat e that the throttle s are free to be CLOSE positio n before the reverse throttle
moved aft to the reverse th~ust range. In the event of lock release bar can be actuate d (figure 3·2).
failure ot the landing gear actuating switches, the
indicat or flag can be pulled up manual ly to permit
propell er reversal on the ground .

The throttle s may be moved past the detent into the

reverse range and then further aft to apply reverse
thrust power as require d. After compl<ition of the
reversing operation, the reverse throttle lock release
bar will automa tically return to the forwar d or locked
Propel ler reversi ng during /light is pro· position when one or more throttles are advanced to
hibited . the forward thrust idling positio n. Four amber propell er
reverse indkat6r Jigh'ts, one for each propeUer, are
installe d on the propell er control panel (6, figure j·8.

On AF51·3818 throug h AF51·3835 and AF53·3223

sheet 1; and 7; figure 1·8, sheet 3). When the blades
of a propell er move to within 5 degrees of full reverse
throug h AF53·3305. a reverse throttle lock release bar. pitch. a switch on the No.2 cam is actuate d which
located on the control pedesta l above the propell er closes a 28-volt d·c circuit and illuminates the respec-
control ,panel, prevents the throttles from moving into tive indicat or light. When the throttle is moved toward
the reverse range unless the four throttles are in the
the forwarcj tbrust range and the blades of the p·ro-
CLOSE positio n and the reverse throttle lock release peilers renirn to within two degree s of f~ward thrust,
bar is pulled aft to the released positio n. (See 8. fig· tbe switch on the number two CAM will open and the
«rel·8 . sheet 1; and 6. sheet 3.) indicat or light will go out.
1-4
 T.O.IC.lljIA.1 Section 1

MIXTURE CONTROL LEVERS. CARBURETOR AIR CONTROL LEVERS.

Four mixture· cO,tltr01 levers are located 00 the aft face Four mechanical carburetor air control levers are
of the control pedestal (24, figure 1.8, sheet 1; 22) mounted on the right side of the control pedestal (20,
sheet 2; and 2), sheet 3) and are equipped with a figure I-S, sheet 1; 18, sheet 2; and 21, sheet 3). The
friction-type lock lever. The' levers have the placarded indicated positions are HOT and COLD, with inter-
positions IDLE CUTOFF, AUTO LEAN, and AUTO mediate positions available. A thumb latch lock is
RICH. In addition, some aircraft are equipped with provided on each control lever to lock the controls in
a stop just above the IDLE CUTOFF position. position.
This stop prevents inadvertent movement of the mix·
iure controls to IDLE CUTOFF when the autopilot
ENGINE SUPERCHARGER SWITCHES.
servos are bein~, manipulated.
Four electrical 2-position supercharger switches are
COWL FLAP SWITCHES. mounted on the upper instrument panel (figure 1-11).
The two positions are LOW for low blower ratio and
Four 4- position cowl /lap switches are mounted on the HIGH for high·blower ratio.
aft overhead panel (figure 1-12) and have the follow·
ing positions: POSITIONING, OFF, OPEN, and ADI (WATER.ALCOHOL INJECTI9.N) SYSTEM.
CLOSE. When in POSITIONING, the switch per-
mits the cowl flap rheostats to function; when in OFF, The' antidetonation (water-alcohol injection) system
the cowl flap door actuators are-deenergized; and when provides for an increase in engine maximum power.
in OPEN or CLOSE, the cowl /laps will move in the The injection of water serves as a detonation suppres-
respective direction until the limit of travel is reached sant, allowing engine operation with best power mix-
or until the switch is turned to OFF. The switches ture when operating in excess of the dry limits. The
are spring loaded in the OPEN ~nd CLOSE positions, tendency to detonate is normally suppressed by enrich.
hut hold in OFF and POSITIONING positions. ing the mixture beyond best power and using the
excess fuel for cooling. The volume of water injected
replaces the volume of fuel normally used as a coolant.
COWL FLAP RHEOSTATS. The fluid supply is carried in four tanks, One for
each engine (4, 13, figul'e 1·36).
Four cowl flap rheostats, mounted on the upper instru-
ment panel (figure l-ll),provide a means of choosing . Each olHboard tank has a usable capacity of 9.4 gal.
va~ious preset cowl flap positions. Each rheostat is Ions, and each inboard tank a usable capacity of 10.24
calibrated in degrees between the OPEN and CLOSE gallons. The supply is adequate for approximately 5
positions. The cowl /lap switches mllst.be set to POSle minutes operation at maximum power.
TIONING before the cowl flap remote control rheo:
stats will function. The recommended cowl flap ADI (Water.Alcohol Injection) System Switches.
positions are:
Four ADI (water-alcohol injection) system switches,
Takeoff and climb .......... Plus 3 degrees; maximum one for each engine, are located on the aft overhead
head temperature 260'C panel (figul'e 1·12) and have the positions ON and
OFF. The switches close the 28·volt d·c AD! pump
Normal cruise am.l descent .', .......... As required ~ electrical circuits, energizing the pumps when the
maximum head temperature 232'C; respective' engine oil pressure switch is closed. The
desired 200'C oil pressure switch win not permit the pump to
Approach ......................... . ..... Plus .~ degrees oper'ate when engi~e oil press'ure is~,"below 25 psi.
ADI(Water-Alcohollnjection) System Pressure
Indicators. 0

Note
Each degree of cowl flap opening from -2 Two dual ADI system'pres~ure indicators, mounted on
degrees to full OPEN on all four engines will the main instrument panel (H. figure 1~9). indicate t

decrease indicated airspeed approximately" 3 ADI pressure for" .each -engine in pounds: per square
knots. inch.
Note
Note
Gage re~diDgs fr<>m".,~!,!. \2· psi arc normal
On aircraft not equipped, with a spinner pro- when .the A,Dl is turned OFE, A rapid indio
peller assembly, the cowl flap rheostats will cated pres~l\r(drop. to ier~ when the system
be set at +4 degrees for takeoff, climb, and is tur'ned "OFF indicates that leakage exists
approach. ~ithin the system.
Section I T.O. Ie-liSA -I

I. PILOT'S STATION 13. RELIEF CREW'S QUARTERS 19. AUXILIARY POWER UNIT, GTP70-6
2. COPILOT'S STATION 14. CO. DISCHARGE INDICATOR DISCS- OR GTP70-9 (SOME AIRCRAFTI
3. DRIFT METER !IF INSTALLED) D·2 APU INSTALLATION (AFSI·
20. CO. DISCHARGE INDICATOR DISCS,
3818 THROUGH AFSI·383 S,
4. COCKPIT ANTIGLARE CURTAIN GTP70-6 OR ·9 (AFSI·17661 AND
AFSI·176 26 THROUGH AFSI·176 60, AFS3·3223 THROUGH AFS3-330S)
S. FLIGHT ENGINEER'S STATION AFSI·)76 67, AND AFSI.17668)
6. LOAD ADJUSTER AND DATA CASE 21. CO. DISCHARGE INDICATOR DISCS
IS. MAIN HYDRAULIC PRESSURE
7. NAVIGATOR'S SEAT ACCUMULATORS (2) 22. AFT CABIN WATER SUPPLY (2)
8. UTILITY POWER OUTLETS (S) 16. HYDRAULIC RESERVOIR 23. BUFFET AND FOOD STORAGE
9. AIRCRAFT IDENTIFICATION PLATE (AFSI·38 18 THROUGH AFSI·383 S,
17. ALCOHOL TANK AFSI·176 26 THROUGH AFSI.17 66I,
10. ASTRODOME COVER 18. PERSONNEL RETAINING HARNESS AFSI·176 67, AND AFSI.176 68)
11. SPARE LIGHT BULB CASE STOWAGE CONTAINER (AFSI.3818,
24. POWER RECEPTACLE FOR AFT
12. RADIO OPERATOR'S SEAT AFSI-381 9, AFSI.38 2I, AFSI.382 3
CARGO LIFT (2)
IAFSI·38 IB THROUGH AF51·3835, THROUGH AFSI·383S,
IAF51.3818 THROUGH AFS 1·3835,
AF51·17626 THROUGH AFS3·3223 THROUGH AFS3·3228,
AFS3-3231 THROUGH AFS3·32 39, AFS 1·17626 THROUGH AF51.17 66I,
AF51.17 661. AFSI·176 67, AND
AF53-3241 THROUGH AFS3.328 I , AND AF51.17667, AND AFSI·176 68)
AF5 1·1 7668)
AFS3·3283 THROUGH AFS3·330S

Figure '·3 (Sheet , of 2)

1·6
 T.O.1C-118A-l Section I

DIAGRAM -C-"'A

25. CARGO UFT

IAF51 ·3818 THROUGH
AFS1 .3835, AF51 . 17626,
THROUGH AF51-17661 ,
AFSl-17667, AND AF51-17668J

26. TAIL SUPPORT STOWAGE

27. MISCELLANEOUS EQUIPMENT

STOWAGE CONTAINER

28. AUXILIARY POWER UNIT . 0-2

ISOME AIRCRAFTl

29. FORWARD CABIN WATER SUPPLY

30. POWER RECEPTACLE FOR

FORWARD CARGO UFT

31. EMERGENCY LADDER

32. PILOT' S DRINKING FOUNTAIN

33. CHECKLIST HOLDER

34. LANDING GEAR WARNING HORN

35. LEFT BAnERY INSTAUATION

36. NOSE STEERI NG PRESSURE

ACCUMULATOR

37. EXTERNAL POWER RECEPTAClE

38. RIGHT BAnERY INSTALLATION

39. STATIC PORT VENTS

lLEFT SIDE SHOWNJ

40. PITOT HEADS

IAF51·3818 THROUGH
AFSl-383S, AND
AF53·3223 THROUGH
AF53·3305J

Figure 1-3 (Sheet 2 of 2\

1·7
 T.O. le-lISA-I

GENERAL ARRANGEMENT DIAGRAM -VC-1I1A

S
4

13

20
21
22

26 2S

Figure 1·4 (Sheet I of 2)

1-8
 T.O. ! C-11SA-! Section I

1. PITOT HEADS

2. CO-PllOT'S SEAT

3. PilOT'S SEAT

4. THIRD CREW MEMBER'S SEAT

5. COCKPIT ANTIGLARE CURTAIN

13 6. NAVIGATOR'S SEAT

7. RADIO OPERATOR'S SEAT

S. WATER SUPPLY TANKS

9 . DE-ICING ALCOHOL TANK

15 10. CABIN HEATER C02 DISCHARGE
16 INDICATOR DISCS

11. EMERGENCY EVACUATION SLIDE

STOWAGE

12. WATER SUPPLY TANK

13. LAVATORY

14. AUXILIARY POWER UNIT

15. APU CO, DISCHARGE INDICATOR

DISCS

16. TAIL HEATER CO2 DISCHARGE

INDICATOR DISCS

17. ELECTRIC LADDER

IS. RAG PANEL

19. HYDRAULIC RESERVOIR AND

ACCUMULATORS

20. LANDING GEAR WARNING HORN

21. EXTERNAL POWER SUPPlY

RECEPTACLE

22. SATIERIES

NOSE WHEEL STEERING

ACCUMULATOR

STATIC VENTS

MAIN CO 2 DISCHARGE
INDICATOR DISCS

RADOME NOSE

figure 1-4 (Sheet 2 of 2)

1-9
 Section I T.O. 1C-118A -l

PRESSURIZED ARfAS
'RADIO OPERATOR'S
STATION

NOSEWHIEI. LOWER FORWARD BAGGAGE

WIU AND CARGO COMPARTMENT
HYDRAUUC LOWER m AND
COMPARTMENT CARGO COWARTMENT

_ PIIESSUIIZED AIIEA liGHT SIll! SHOWN

c:::J NONPII55UIIZIO AIIEA

Figure 1-5
ADI (Water-AlcohQI Injection) System Quanti ty
Primer.
Indicat ors.
Two dual ADI syster: quantit y indicatO rs, mounte d on A spring- loaded primin g switch is mounte d on the
forward overhea d panel (figllres 1-13 and 1-14). The
(
the upper instrum ent panel (figure 1-11), indicat e water-
alcohol supply in US gallons . primin g switch will functio n in any positio n of the
engine selector switch, except the OFF position . The
ADI (Water- Alcoho l Injection) System Pressur e
primin g system functio ns as an aid in starting the
Warnin g Lights.
engines by injeqin g fuel into the engine blower case
Four ADI system red pressur e warnin g lights, one for throae. On a normal engine start, it is necessary to
each engine , located on the main instrum ent panel (JO, operate th~ fuel booster pumps in LOW during prim-
figure 1-9, sheets 1 and 3; and 29, sheet 2), illumin ate ing to supply adequa te fuel pressur e.
when water pressur e is below the allowab le limits
of 18 (±O.5) psi. The lights are operate d by the water Ignition Booster Switch.
pressur e switche s.
A spring- loaded booster switch, mounte d on the for-
IGNITION, ward overhea d panel (figures 1-13 atJd 1-14), provide s
Four conven tionally operate d ignitio n switche s are additio nal eteC(ric boost to the distribu tor for engine
provide d on the forward overhe ad panel (figures 1-13 starting only.
and 1-14) and have the positio ns OFF, RIGHT , LEFT,
and BOTH .
Starter and Starter Safety Switche s.
STARTING SYSTEM.
Spring- loaded stanee and staner safety switche s arc
mounte d on the forward overhea d panel (figllrt"s 1-13
Engine Selecto r Switch. and 1-14). The engine selector swiu.-h must he sct to
Each engine is individ ually selected fQr starting by the engine being started, and the engine sarcty switch
means of a selecto r switch on the forward overhea d and the starter switch must he depress ed simuha ne-
ously hefore the starter will runctio n. This is true for
panel (figtlres 1-13 and 1-14). The switch must be set
any positio n of the engine selector switch. except
to the engine being started before the starter or prim- the OFF position , whethe r or not the engines arc
ing switch will functio n for that engine. running .
1-10
 T.O. IC-118A-1 Section

:71~~~:inl::::~u::::sS~re dua/indicating w;th the

sponding propeller governor has reached its
high or low rpm limit. A corresponding
. amber light illuminates when the respective
exception of the torquemeters. Two 'direct-reading dual propeller has reached the minus three degree
manifold pressure gages on the main instrument panel blade angle (reverse pitch).
indicate the pressure in inches Hg in each engine
intake manifold. Two dual carburetor air tem"perature MASTER ENGINE SELECTOR SWITCH.
indicators, two dual oil temperature indicators, and
two dual cylinder head temperature indicators, all cali- A 3-position. m~ster ~n'gine selector switch, mounted
brated in degrees centigrade, are fDounted on the main on the propeller control panel (6, figure 1-8, sheets 1
instrument panel. Two dual oil pressure indicators on and 2; and 7,sheet 3), provides a means of selecting
either the No~' 2 or, No.3 eng'.ne to serve as the master
the main instrument panel indicate in pounds per
engine to which the remaining engines are slaved. The
square inch (oil pressure is taken from ,the pressure
MANUAL position permits manual control of the pro-
side of each engine.driven pump). Four torquemetets peller system. When the selector switch is in MAN-
are installed on the main instruffi_ent panel and indi- UAL position, the master rpm control lever is inopera-
cate in pounds per square inch of hmep (torque pres- tive and therefore. automatic synchronization is also
sUfe). The torque pressure reading is a direct. measure inoperative. .
of the power being supplied to the propeller.
PROPELLER MAST.ERRPM CONTROL LEVER.
MANIFOLD PRESSURE PURGE VALVES.
A master rpm contr.ol lever is installed on the control
Four push.type purge valves are mounted below the pedestal (4,figure 1-8) and serves to vary the rpm of
left center section of the maill'. ins~rument panel for all four etlgines Simultaneously. The lever has full
use.in purging or clearing the indicator supply lines quadrant range,from INCREASE RPM to DECREASE
of condensation. The lines should be purged prior to RP-M, with interme4iate positions of master rpm selec-
the first daily flight with the manifold pressure less tion available. In., the full INCREASE RPM position,
than ba·rometric pressure; otherwise, the' lines will fill the ',synchrQoizer system is ilio.perative, allowing each
rather than purge. The manifold pressure lines can engine to· seek its'. ri;ll~xi111:um .~pm. In automatic, if a
be purged in flight provided manifold .pr~ss"re is less selector switc\l,is ,l'sed to change the speed ofa slave
than cabin pressure at flight altitude. . ' engine mOJ;'e~,than plus";)f, minus 3 percent, the master
engine will not pull the. slave engine back into syn-
PROPELLERS. chronization. '
Each engine is equipped with a 3-bladed, full-feather-
ing, reversible· pitch, constant.speed·type propeller.
Constant engine rpm can be maintained automatically RESYNCHRONIZING BUnON.
or manually through changes in propel)er blade angles.
A 'resynchronizing button, mounted on the propeller
All four propellers are maintained in :automatic syn~
control panel (6, figure j-8, sheets, 1 and 2; and 7,
chronization by an electrical synchronizer system. The
sheet 3), s¢J;ves to synchronize the system without over-
pilot is provided with a master, synchronizing control
shooting when one or mOre engines are out 'of .synchro-
and four manual selector switch controls. The con-
nization with the master. ~ngine., Depressing the button
trols consist of four individual selector .switches, a
allows eac;h'engine to progress approximately 3 percent
master engine selector switch, ~: master rpm control
toward the· ,master engine speed each time the button
lever, a resynchronizing switch and four feathering
is depressed and (elea$ed. Wait 10 seconds for stabili~a·
buttons. The reversing switches are throttle c?ntrolled. tion. ~

PROPELLER SELECTOR SWITCHES

AND INDICATOR LIGHTS.
Four spring-loaded, 3-positiori·· selector switches are
PROPELLER FEATHERING BUTTONS.
mounted on the propeller control panel (6, figure 1-8,
sheets 1 and 2; and 7, sheet 3j.; The INC and DEC Four guarded push·pull-type :propeller feathering but-
positions provide speed variation for any engine inde- tons, one for each propeller, are mounted on the for-
pendently of the others with the,system in either man· ward overhead panel (figures j-13 and 1-14). When
ual or automatic control. The" center position is the the desired feathering button is depressed to feather
OFF position. the selected propeller, a 28-volt d-c circuit is closed to
energize the feathering pump motor. An electrical
Note
holding coil holds the feathering button in until the
A blue indicator light, adjacent to each se- propeller is full feathered. The feathering button then
lector switch, illuminates when the corre- returns to the normal position.
1-11
Section I T.O. 1 C-lISA-l

COCKPIT ARRANGEMENT

ll--'::'-..f./..L£.
8 ~~"111~~~
31

15

1!-+-~~==-22
23
AA 1-96
Figure 1-6 (Sheet J 01 2)

1-12
 T.O. I C-118A-I Section I

Note
If the feathering button does not return to
Typical . the normal position within 15 seconds after
the propeller is fully feathered, the button
should be pulled out to normal.
1. rot wanl Ov.rhaa&t Panel
2. Upper _ _ ' - I The feathering operation may be interrupted by pull-
ing the feathering button to the center position. This
3_ ~ T............ ConhoI Panel allows propeller rpm to return to ,the previous control
setting. When the feathering button is pulled full out
4.. Anam.... Voltm:.'Jr Panel
to unfeather the propeller, it must be held out manu·
ally for not over 2 seconds, then released. This pro-
~ Cell, ~III cedure must be repeated until the tachometer indicates
600 rpm or until the relay (if installed) clicks, indicat-
7_ ........ Trion Talt Wheel ing the propeller has reached its high pitch position.
I. SIatic:SOU- SeIecIor SwIIdo For emergency operation, see Section III.
9_ CaW AIr o.mc. TACHOMETERS AND ISOLATION SWITCHES.
10. Map LIght SwIIdo
Two dual-indicating tachometers on the main instru-
11_ flight _ - .... light SwIIdo ment panel (22, figure 1-9, sheet 1,. and 23, sheets 2
12. WIndshield ~ bh.- v...... HancIIes and 3), calibrated in increments of 100, indicate engine
rpm. Two isolation switches, placarded ON-DISCON-
13. HychuIic ' - I LIght NECT and ganged together, are mounted on the bulk-
14. _ ..."" Hydlaulle Pump SwIIdo head aft of the pilot'S seat (8, figure 1-7. sheet 1,. and 9,
sheet 3). They are used to isolate the propeller synchro-
15. WIo....iold Alcahol De-Id... ConhoI nizer from the tachometer. system in event of syn-
16. Oxypn ' - I chronizer malfunctioning.
17_ I"",aulle hwt,Ui_ Pa....
II. ~ _ _ AItIIucIe ConhoI -.lie OIL SYSTEM_
19_ ro-p"" I.ancIIng GIa_ ConhoI An independent oil system is provided for each engine.
20. ~ 5upeRhcugeo- Clutch ConttoI levers Oil is supplied to the engine from an oil tank (with a
and Cabin Eme.gettct O'P"""rization usable capacity of 35 gallons) through an oil tank
ConhoI Lww. shutoff valve, and is returned to the tank through a
free-flow type oil cooler. An auxiliary oil tank with
21. _ G-.Iatch ObMo.ation Window a usable capacity of 26 gallons of diluted oil (13 gal-
22. Fuel Dump levers lons of usable oil) is installed for transferring oil to
the engine oil tanks. An oil dilution system also is
23. _ ..."" Hydraulic .......p SeIecIor Va.... provided for dilution of oil when a cold weather start
Lww is anticipated. (For oil grade and specification, see
24. Coo.I ..1 Surfam Lode Lww figure 1-36.)

25. ConhoI ' ......1

26. ConhoI Column
OIL COOLER AIR EXIT DOOR SWITCHES.
27......... ,....
21. Main 1 _ panel Each oil cooler is electrically controlled, either auto-
matically or manually, by a 4-position switch on the aft
29. AshTruy overhead panel (figure 1-12), The switches are nor-
30. _ WheeI_... Wheel mally placed in 'he AUTOMATIC position, which
provides automatic compensation for oil temperarure
31. Windshield Wipe ConhoI Knob variations to maintain a constant temperarure level.
32. Main Fire ConhoI ' - I The doors may, however, be opened or closed to·
33. _ Control ,aneI
manually control the temperature level by momen-
tarily holding the respective switch in the OPEN or
34. _ Fi .. ConttoI Panel CLOSE position, repeating the operation until the
desired temperature is attained. The switches have
35. Aft 0. ........ Panel
the following range of positions.
"A1-115
figure 1-5 ISheet 2 of 2}
1-13
Section I T.O. le·118A·1

7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

1. COCKPIT FLOODLIGHT IWHITEI 12. OXYGEN PRESSURE GAGE

2. ANTIGLARE CURTAIN 13. PILOT'S MAP LIGHT IWHITE) RHEOSTAT
3. OXYGEN MASK STOWAGE 14. NOSEWHEEL STEERING WHEEL
4. UPPER INSTRUMENT AND SWITCH 15. AUTOPILOT ELECTRICAL RELEASE BUTTON
PANELS RED AND WHITE LIGHTS 16. MICROPHONE BUTTON
5. PORTABLE OXYGEN CYLINDER RECHARGER LINE 17. PILOT'S INSTRUMENT LIGHT IREDI RHEOSTAT
6 HEADSET AND' MICROPHONE 18. COLD-AIR ORIFICE
7. INVERTER CIRCUIT BREAKERS 19. SEARCH RADAR SCOPE
8. TACHOMETER ISOLATION SWITCHES 20. STATIC SOURCE SELECTOR SWITCI-! (
9. OXYGEN REGULATOR AND FLOWMETER 21. ANTISKID SWITCH AND INOPERATIVE LIGHT
10. INTERPHONE FILTER SWITCH Note: Seat cushions removed
11. "INTERPHONE CONTROL PANEL for clarity.

"A1-107
Fil1ure 1.7 (Sheet I of 6)

1.1"
 T.O. le-lISA-1 Section I

17 16 15 14 13 12 11 10 9 8 7

"'AI-IDS
Figure 1-7 (Sheet 2 01 6)

1-15
Section I T.O. le·118A·I

8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

AA1-105
Figure 1·7 (Sheet 3 of 6)

1.16
 T.O. IC-IISA-I Section I

10

II

23 22 21 20 19 18 17 16 15 14 13 12

"~:1. CABIN SUPERCHARGER DUCT PRESSURE 13. INTERPHONE CONTROL PANel

2. COCKPIT FLOODLIGHT IWHITE) 14. INTERPHONE JACKBOX
.: .. '<,

ee3. INTERPHONE HOLDER I S. MICROPHONE

4. t • ADF CONTROL
:.~
PANEL
-. --.l.- '-",,..
16. EMERGENCY HYDRAULIC PUMP SWITCH
S. FLIGHT MECHANIC'S HEADSET 17. WINDSHIELD AIR EXHAUST HANDLE
6. FREQUENCY METER AND SELECTOR SWITCH IS. COPILOT'S MAP LIGHT RHEOSTAT IWHITEI
. 7. " UPPER INSTRUMENT AND SWITCH PANELS 19. COPILOT'S INSTRUMENT LIGHT RHEOSTAT
• LIGHTS IRED AND WHITE) IREDI
8. FLiGHL MECHANIC'S MICROPRONE JACKBOX 20. COLD AIR ORIFICE
.d .;
9. FLIGHT MECHANIC'S MICROPHONE 21 . SEARCH RADAR SCOPE
....,'-
COPILOT'S HEADSET 22. AUTOPILOT EI.ECTRICAL RelEASE BUnON
11 : PORTABLE OXYGEN CYLINDER RECHARGER LINE 23. STATIC SOURCE SELECTOR SWITCH
12. OXYGEN REGULATOR AND flOWMETER Note: Seat cushions removed .for clarity .

I>.Al - 106
Figure 1·7 (Shee' 4 01 6)

1·17
Section I T.O. I C·1I8A·1

9 10 II 12 13 14 15 16 17 18 19 20

AA1-109
figure 1.7 (Sheet 5 of 6)

1·18
 T.O. le·lISA·l Section

2
3
4
5

22 21 20 19 18 17 16 15 14 13 12 11 10

A"'1-110
Figure I.' (Sheet 6 of 6)

1·19
Section I T.O. le·IISA ·1

CONTROl PEDESTAl-TYPical (AF51-3B1B THROUGH

AF51-38 35)

2 345 6 7

AAl-112
Figure 1.8 (Sheet I of 3)
1.20
 T.O. Ie-lISA-I Section I

• CONTROL PEDESTAL-Typical (AF51-17626 THROUGH AF51-17661

AF51-17667 AND AF51-17668)

8 _ _..,

'--_9
25---1jji";:'"

'-----12

L-_--14

23----- 15

16

W-----17

AA1-l11
Figure 1-8 (Sheet 2 of 3)

1-21
 Section I T.O. le·IISA ·I

CONTROl PEOESTAl-Ty~ical (AF53·3 223 THROUGH

AF53·33 05)

3 '----' 0

;;:"'-,.._ _ 12

_---13
_---14

----15

---- -17

19

AA1-104
Figure 1.8 (Sheet 3 of 3)
1.22
 T.O. lC·118A·l Section I

MAIN INSTRUMENT PANEl- Typical (e-IIIA)

(AF51-3818 THROUGH
AF51-3835)

I . . . . . JUGNEIlC INDICATOI 22. TACHOMEIBI INDICATOI

:z. ClOUIIII INilc:ATOI 121 23. CYUNDEI HEAD _ _ INDICAIOII
3. A-12 _ASS HEADING SQICI'OI 24. FIlEt. PRESSUIE INDICATOI
4.'1OIIQUEMIIII 25. ANTlSKlD SWITCH AND INOf&AJIYII ~

w_
5. OIL I lESS III INDICATOI 26. RADIO ALn_ IIIiIIIS
.. _INDICATOI 27. RADIO ALIIMfIII
7. _ASS CIElitnON CAIID 121 21. RADIO AL~ UMIJ SWITCH
_ ....w. UGIfT 12 IIDl '19. Dl5TANa _ i l l I G ~.
t. ._ = 1NDICA1'OI W fl'l()YISIONS ON.YI
30. ADI SYSTIM WAItIItIG uoins _
10. a.atONAL IMllCATOI I2l-
31. AD! SYSTIM .ass.. IIIIICA10It
II. ATIIIUOII INIlICATOI 121 32. GEAR AND RAP _ _ _I n
I:z. ClOCK 121 33. 0UTSlDE All _ _ . . . , . , .
II. _ ••nUII GAGE
34. LANDING GEAR W _ UllIn _
14. ~_ All _JURE INDICATOI
35. FUEL ROW_
15. OIL _rua INDICATOI 36. FUEL PRESSUIE W_ LIGHf _
I.., .. _ WARNIHG UGHT
37. WARNING LIGHf _1It1G SWITCH
17." ... ClOIIKT1ON CAIID 121 38. TRUE INDICATED Ali - - IIlA;CAID
11._121 39. COMPASS CONIIIOIIa PAHIL . .
1f. _ _ _ INDICATOR 121 40. RADAR SCOPE
20. YIIIICAL VILOCIIY INDICATOR 121 41. FUEL AND OIL PIIEssiiiii W~
21., ~ 1IMI ClOCK UGlfTS ISOLATION SWIICHIS

Figure J·9 (Sheet J of 3)

1·23
Section I T.O. IC-118A-I

MAIN INSTRUMENT PANEl- Typical (C-1I8A)

(AF51-17627 THROUGH
AF51-17661, AF51-17667,
AND AF51-17668)

1. RADIO MAGNETIC INDICATO~ (RMII 23. TACHOMETER INDICATOR

2, VOR/J AC SELE!=TOR SWITCH 24. CYLINDER HEAD TEMPERATURE INDICATOR
3. COURSE INDICATOR (21 25. FUEL PRESSURE INDICATOR
4. RADIOMAGNgTIC INDICATOR (RMI) 26• RADAR SCOPE 121
5. .TORQUEMETER 27. RADIO ALTIMETER WARNING LIGHT
6. OIL PRESSURE INDICATOR 12 REDI
7. COMPASS CORRECTION CARD 121 28. RADIO ALTIMETER
8. INVERTER WARNING LIGHT 12 REDI 29. ADI SYSTEM WARNING LIGHT IREDI
9. AIRSPEED INDICATOR (21 30. AIR SPEED CORRECTION CARD 121
10. A·12 HEADING SELECTOR 31. ADI PRESSURE INDICATOR
11. ATTITUDE INDICATOR - (H.S) 32. GEAR AND FLAP POSITION INDICATOR
12. CLOCK 33. OUTSIDE AIR TEMPERATURE INDICATOR
13. MANIFOLD PRESSURE GAGE 34. LANDING GEAR WARNING LIGHT IREDI
14. CARBURETOR AIR TEMPERATURE INDICATOR 35. FUEL FLOWMETER
15. OIL TEMPERATURE INDICATOR 36. FUEL PRESSURE WARNING LIGHT (REDI
16. OIL PRESSURE WARNING LIGHT IREDI 37. MAX PERMISSIBLE INDICATED AIRSPEED PLACARD
17. G2 COMPASS SLAVING SWITCH
38. HEATER FIRE WARNING LIGHT INDICATORS
18. DIRECTIONAL INDICATOR
39. lACAN RANGE INDICATOR (10310)
19. ALTIMETER
20. TURN·AND·SLlP INDICATOR 40. FUEL AND OIL PRESSURE WARNING LIGHTS
ISOLATION SWITCHES
21. VERTICAL VELOCITY INDICATOR
22. ELAPSED TIME CLOCK 41. VOR/ADF SELECTOR SWITCH

0 ' -_ _..../0''--,..../0,"-_..../0 0,-_./0'-,...../,0'-_ _'/.0

38 40

Figure 1-9 (Sheet 2 01 3)

1-24
 T.O. , C·lISA·' Section I

. MAIN INSTRUMENT PANEl- Typical (C-1I1A) AFS3·3223 THROUGH AFS3·3228

AFS3·3230 THROUGH AFS3·3239
AND AFS3·3241 THROUGH AFS3·330S

1. ADF RADIO MAGNETIC INDICATOR 121 23. TACHOMETER INDICATOR

2. COURSE INDICATOR 121 24. CYLINDER HEAD TEMPERATURE INDICATOR
3. VOR RADIO MAGNETIC INDICATOR 121 2S. FUEL PRESSURE INDICATOR
4. A·12 COMPASS HEADING SELECTOR 26. ELAPSED TIME CLOCK
5. TOROUEMETER 27. RADAR SCOPE
6. OIL PRESSURE INDICATOR 28. RADIO ALTIMETER 121
7. RANGE INDICATOR 29. MARKER BEACON SELECTOR SWITCH
8. RADIO CALL PLACARD 121 3D. ADI SYSTEM WARNING LIGHTS IREDI
9. COMPASS CORRECTION CARD 121 31. ADI SYSTEM PRESSURE INDICATOR
10. INVERTER WARNING LIGHT 12 REDI 32. GEAR AND FLAP POSITION INDICATOR
11. AIRSPEED INDICATOR 121
33. LANDING GEAR WARNING LIGHT IREDI
12. DIRECTIONAL INDICATOR 121
13. ATTITUDE INDICATOR - H·S 121 34. OUTSIDE AIR TEMPERATURE INDICATOR
14. CLOCK 121 35. FUEL FLOWMETER
15. MANIFOLD PRESSURE GAGE 36. fUEL PRESSURE WARNING LIGHT (REOI
16. CARlURETOR AIR TEMPERATURE INDICATOR 37. WARNING LIGHT DIMMING SWITCH
17. OIL TEMPERATURE INDICATOR 3B. AIRSPEED CORRECTION CARD
18. OIL PRESSURE WARNING UGHT IREDI 39, COMPASS CONTROLLER PANEL
19. ALTIMETER 121 40. TRUE INDICATED AIRSPEED PLACARD
20. TURN·AND·SUP INDICATOR 121 41. ANTISKIO SWITCH AND INOPERATIVE LIGHT
21. VERTICAL VELOCITY INDICATOR (2) 42 . FUEL AND Oil PRESSURE WARNING LIGHTS
22. AUTOPILOT FUNCTION SELECTOR ISOLATION SWITCHES

o)'-__-Fo,"~--~O)'-----/'O

42

Figure 1·9 (Sheet 3 of 3)

1·25
Section I T.O. lC-118A-l

MAIN INSTRUM[NT PANH - Typical (VC-"'A)

I ElAPSED TIME CLOCK 2' TURN-ANO-SLIP INDICATOR 121

2 GYRO MONITOR INDICATOR 25 DISTANCE MEASURING fOUIPMENT INDICATOR lOME)
3 AIRSPEED INDICATOR 121 26 VOR-I AND VOR-2 lOR TACANI RADIO
4 IfS AI'P1IOACH HORIZON INDICATOR MAGNETIC INDICATOR IRMII 121
5 MARKER BEACON LIGHT 121 27 ADI SYSTEM WARNING LIGHTS IREDI
6 ALnMETER 121 28 TACHOMETER INDICATOR 121
7 ATTITUDE INDICATOR H-5 121 29 CYUNDER HEAD TEMPERATURE INDICATOR (21
8 TOIQUEMETER 141 30 OIL TEMPERATURE INDICATOR 121
9 OIL PRESSURE INDICATOR 121 31 fUR PRESSURE WARNING LIGHT IREDI
10 OIL PRESSURE WARNING LIGHT 32 RADIO ALTIMETER 121
11 COURSE INDICATOR 33 AIRSPfED CORRECTION CARD 121
12 RADIO CALL PLACARD 121 34 MARKER BEACON SWITCH IHI-LOI
COMPASS CORRECTION CARD 121 35 5-2 COMPASS CONTROL PANR
13
14 INVERTER WARNING LIGHT IREDI 121 36 ADI SYSTEM PRE5SURE INDICATOR
15 ADF RADIO MAGNETIC INDICATOR 121 37 LANDING GEAR AND FLAP POSITION INDICATOR
16 IFS COURSE LINE INDICATOR 38 LANDING GEAR WARNING LIGHT IREDI
17 VERTICAL VELOCITY INDICATOR 121 39 OUTSIDE AIR TEMPERATURE INDICATOR IOATI
18 EIGHT DAY CLOCK 121
40 CARBURETOR AIR TEMPERATURE INDICATOR
19 MANIFOlD PRESSURE GAGE 121 41 WARNING LIGHT DIMMING SWITCH
20 FUR FLOWMETER 121 42 TRUE INDICATED AIRSPEED PLACARD
·21 FUEL PRESSURE INDICATOR 121 43 RADAR SCOPE
A-12 COMPASS REPEATER INDICATOR 44 fUEL AND OIL PRESSURE WARNING LIGHTS
22 ISOLATION SWITCHES
23 GLIDE SLOPE ENGAGED INDICATOR 121

Figure 1-10
1-26
 T.O. I C-1I8A-1 Section I

UPPER INSTRUMENT PANEL

AFS3-3223
THROUGH AFS3-330S

AFSI-17626 THROUGH
AF51-17661, AF51-17667,
AND AF51-17668

-,.",,,-- ,,_ 'l<' - ..",,,.,-

''''''' f. . . '"
,. • •• \.. ,,~ I'. I' ,~ \,
r,' ,:
,."....
.' , \

,
.'. f

I
;.
J".,,~'""
I •
'''" ,... ,.... "'" OIl....... n .......

Figule 1·11
1·27
Section I T.O. IC·IISA·I

AUTOMATIC (Automatic operation) be posi tioned to an engine nacelle oil tank before the
pump will function. To avoid excessive foaming, oil
OFF (Oil cooler air exit tanks must not be filled above the 20-gallon or 150-
door actuator inoperative) pound level by use of the oil transfer system.

OIL QUANTITY, INDICATORS.

OPEN CLOSE (Manual operation)
Four electrically actuated engine oil quantity indi-
Not6 catOrS, one for each engine, are mounted on the upper
instrument panel (figure 1-11). An indicator for the
It req\lires approximately 20 secollds for the
auxiliary oil tank is also mounted on the upper instru-
doors to, travel through their full range from
OPEN to CLOSE during lIight. ment panel.

OIL DILUTION SWITCHES.

OIL PRESSURE INDICATORS.
Four spring. loaded oil dilution switches are installed
on the aft overhead panel (figure 1·12). Two dual oil pressure indicators, calibrated in pounds
per square inch, are mounted on the main instrum,ent
OIL SYSTEM EMERGENCY SHUTOFF panel (5, figure 1-9, sheet 1; and 6, sheets 2 and 3).
VALVE HANDLE.
A mechanically actuated shutoff valve, controlled from OIL PRESSURE WARNING LIGHT AND
ISOLATION SWITCHES.
the cockpit by means of the fire extinguisher seleCtor
valve handle (figure 1·35); is installed at each engine One push-to-test red, oil pressure warning light is in-
section oil tank to shut off the lIow of oil. See Emer· stalled on the main instrument panel (6, figure 1-9),
gency Equipment, this section, for detailed information sheets 1 and 2; 18, sheet 3; a,m 10, figure 1-10), and
concerning emergency shutoff valve handles. illuminate whenever the oil pressure of any engine
drops below 50 (±5) psi.
Note On some aircraft, four fuel and oil pressure warning
isolation switches (41, figure 1-9, sheet 1; 38, sheet 2;
If an engine cannot be completely stopped, 42, sheet 3; a,m 44, figure 1-10) are located on the'
the respective fire extinguisher selector valve lower right section of the main instrument panel.
handle should be pushed in until checked by Each isolation switch is safetied in the ON position;
the spring clip lOCated below the valve han· when the switch is placed in the OFF position, the
die. This will ,partially open the oil system circuit from the respective engine is deenergized and
emetgencyshutoff valve and allow some oil the lights will go out, permitting the fuel and oil
to ',reach the engine. pressure warning .lights to function with one or more
engines inoperative.

AUXILIARY ,OiL TANK SELECTOR

VALVE SWITCH.
A 5·positi9n auxiliary tank selector valve switch,
located on the aft overhead panel (figure 1·12), directs
auxiliary oil to,.nf ,of the four engine nacelle oil Thefue(systein.(figure I-m furnishes fuel for the
tanks. TheOP'F. position shuts off all oil lIowfront engines; ,for oU dilution, for the auxiliary power unit,
the auxiliary tank. and fnr die combustion heaters. The system includes
eighduel'llnks (four main and four alternate), eight
,elecr(i,6lJiy driven booster pumps, four engine-driven
AUXILIARY OIL TANK PUMp SWI'I'CH; fuel pUmps, four,'fitewall shutoff valves, and the neces-
saryfuelllow, pressure and quantity indicators. The
An auxiliary oil ,tank' 'pump switch, locate<! on the,
system prQvides an independent supply of fuel (a main
aft overhea<! panel (figure 1·12), has the placar<!e<! and an alternate tank) for each engine. With the tanks
positions ON and REVERSE and is spring loaded to interconnected by a crossfeed system, numerous tank-
off. The switch should be held in the REVERSE posi- to-engine fuel lIow combinations are possible (fig-
tion for approximately I minute after transferring oil ure 7-2). Each tank is vented overboard and is suitable
to an engine nacelle oil tank in order to purge the for aromatic fuel. A fuel dump system also is provided
line and prevent stoppage resulting from congealed (figure 3-'). See figure 1-36 for fuel grade and filler
oil. The auxiliary oil tank selector valve switch must points and figure 7-3 fnr fuel quantity.

1.28
 T.O . le-1I8A-1 Section I

ArT OVERHEAD PANEl

-.. -
.. .. .. .
~ ~ ~ :"
"

<

• . -- . . . . . -I
@
...
' Ql Q <!)
..... _ _ ... _
' CIi ;:: ®
-' '-
· t.\'JO(g) ·· "
.... _ , , _ _ _ _ J
, • • • _, • • 4

AF53-3223
THROUGH AF53-3305

AF51-3818 THROUGH AF51-3835, AF51-17626

THROUGH AF51-17661, AF51-17667, AND AF51-17668

AAl - 1Z0
Figure 1-12

1-29
Sect;on I T.O. le-IISA-1

fORWARD OV[RHEAD PANR - Typical

(D-2 APU)

........
OfF

0,.

@
""'"
•

@
....... ... ..."',.
f
. . .~. , ~ ~

AF51-17661

AAl-121
Figure 1- 13 .
1·30
 T.O. IC-IISA-I Section I

o
fORWARD OVtRHEAD PANEl- Typical

Figure 1.14
FUEL SELECTOR LEVERS. ALL ENG. TO (Makes fuel from right side of air·
Four fuel selector levers are located on the forward CROSSFEED craft available to left engines
face of the control pedestal (2, figure 1·8). Each lever, when right crossfeecl lever is in
has the following positions. same position)
MAIN AND ALTERNATE FUEL SELECTOR LEVERS
RIGHT CROSSFEED LEVER
MAIN ON (Main tank supplying respec·
tive engine)
OFF (Right wing cross feed system closed)

ALT ON (Alternate tank supplying

respective engine) ENG. 3-4 (Engines No.3 and 4 being supplied
from same right wing fuel tank)
OFF
FUEL CROSSFEED SELECTOR LEVERS.
ALL ENG. TO (Makes fuel from left side of air·
Two fuel crossfeed selector levers 3re located on the CROSSFEED craft available to right engines
forward face of the control pedestal (7, figure 1·8, when left crossfeed lever is in
sheets 1 and 2,. and 8, sheet 3) and provide a means of same position)
supplying any engine with fuel from any tank. Each
lever has the following positions:
LEFT CROSSFEED LEVER FUEL BOOSTER PUMP SWITCHES.
OFF (left wing crossfeed system closed) Eight electrically driven fuel booster pumps, one for
each main and alternate fuel tank, ace controlled by
ENG. 1-2 (Engines No.1 and 2 being supplied individual 3-position switches, located on the forward
from same left wing fuel tank) overhead panel (figures 1·13 and 1·14). The switches

1·31
Section I T.O. lC·118A·l

FUEl SYSTEM-8 TANKS

,, fUEL
BOOSTER

,,
PUMP
Note: SWITCH
left side shown (TYPICAL)
right side (typical) \

,, \
\ INBOARD ENGINE

, \
""
'. "
\
\

, "
CROSS-SHIP
CROSS-fEED

fUEL
QUANTITY
fUEL
QUANTITY
,~
FUEL
SELECTOR
-'~ ~ FIRE FUEL DUMP CROSSffED
TOTALIZER INDICATOR EXTINGUISHER VALVE LEVER SELECTOR
INDICATOR (TYPICAL) LEVER SELECTOR (TYPICAL) LEVER
(TYPICAL) HANDLE
(TYPICAL)

fUEL
PRESSUNk. FUEL TO OIL
INDICATOR PRESSURE DILUTION
WARNING SOLENOID
LIGHT

r·ROM
ENGINE- INBOARD ENGINE

-
DRIVEN
FUEL
PUMP

FUEl SUPPLY

~ CROSSFEED
CARBURETOR ~ FUEL VAPOR RETURN

c==J VENT
PRIMER
SOLENOID
,.......... , FUEl DUMP LINES
VALVE
MECHANICAL
ACTUATION
ELECTklt;;AL
PRIMER ACTUATION
SWITCH TO
OUTBOARD ENGINf

/14./14.1-26
Figure 1·15

1.32
 T.O. le-1I8A·l Section I

have the positions LOW, OFF, and HIGH. The pumps right section of the main instrument panel. Eachisola-
should be operated in LOW whenever possible; the 'Hop switch is safetied in the ON position; when, the
HIGH position is provided primarily for use in· the switch is placed in the OFF position, the circuit from
event of engine-driven pump failure. It is recom- the respective engine is deenergized and the lights
mended that the engines normally be started with the will go out, permitting the fuel and oil pressure warn-
booster pumps in LOW. However, in extremely cold ing lights to function with one or more engines in-
weather, HIGH boost may be used for startin!! the operative.
engines, provided LOW boost is used first to pressurize
the system up to the carburetor. The switch from LOW VAPOR VENT RETURN SYSTEM.
to HIGH should be made as rapidly as possible. In
turning the fuel booster pumps off, turn them off one Vapor vent return lines are connected to each engine
at a time, making certain that ,each engine-driven carburetor. The vent lines from the No. 1 and 2 car-
pump is supplying sufficient· pressure after the booster buretors are routed back to the No.2 main tank, and
pump is turned off. the vent lines from No.3 and 4 carburetors are routed
back to the No. 3 main tank. The return (low will
normally be less than 2 gallons per engine per hour.
FUEL SYSTEM EMERGENCY SHUTOFF VALVE. A maximum flow of 20 to 30 gallons per engine per
hour may result because of carburetor malfunction.
A mechanically actuated fuel system emergency shutoff
valve, controlled from the cockpit by means of the FUEL DUMP SYSTEM.
respective fire extinguisher selector valve handle (fig-
ure 1-3$), is installed .at .each nacelle firewall to shut Fuel dumping facilities are provided for the emergency
off the flow of fuel through the firewall. See Fire jettisoning of fuel in flight in order to decrease air-
Extinguishing System, this section. craft gross weight. Each main and alternate t~nk is
fitted with a dump valve. A standpipe is installed in
each main tank so that when all possible fuel is
FUEL QUANTITY INDICATORS. dumped in level flight, sufficient fuel will remain in
the main tanks for approximately 30 minutes of Bight
Eight fuel quantity indicators, one for each tank, are on four engines and 40 minutes o.l,l three, engines at
installed on the upper instrument panel (figure 1-11). METO power. (See figure 3-5 for remaining fuel.)
Fuel quantity is registered by a capacitor indicating Fuel is dumped overboard from an extended chute at
system in each tank. Since capacitor systems automatic- the rear of each nacelle (figure 3-4). Both the landing
ally compensate for fuel density chan!!es, the weight gear and the landing flaps must be retracted during the
in pounds, rather than the volume of the fuel, is indi~ dumping operation. For operation of the fuel dump
.cated. A fuel quantity totalizer is' mounted on the system, refer to the Fuel Dumping paragraph and
upper instrument panel. figure 3-5 in Section III.

Fuel Dump Levers

FUEL FLOWMETIRS.
Four mechanically actuated fuel dump levers are lo-
Two dual flowmeters, indicating fuel flow in pounds cated beneath the Boor plate, aft of the control pedestal
per hour, are installed on the main instrument panel (figure 1-16). Each lever controls one chute and its
(35, figure 1-9). respective dump valves, and has the following posi-
tions.
FUEL PRESSURE INDICATORS.
CLOSE (Dump valve closed, chute fully re-
Two dual-indicating fuel pressure indicators,calibrated tracted)
in pounds per square inch, ate .installed on the main
instrument panel (24, figure 1-9, sheet 1; and 25, DRAIN (Dump valve closed, chute partially
sheets 2 and 3). extended)

OPEN (Dump valve·open, chute fully ex-

FUlL PRESSURE WARNING LIGHt AND tended)
ISOLATI.ON SWITCHES.
A red push-to-test fuel pressure warning light (36,
ELECTRICAL POWER . SUPPLY SYSTEM.
figure 1-9 and 31, figure 1-10), installed on the main
instrument panel, will illuminate when the fuel pres- The electrical system is a 24. to 28·volt, direct·current,
sure of any engine drops below 18 psi. On some air- single..wire type, in which the aircraft structure is
craft, four fuel and oil pressure warning light isola- used for the ground return. D-c power is furnished by
tion switches (11, figure 1-9, sheet 1; 38, sheet 2; 42, four engine-driven generators, one auxiliary power
sheet 3; and 44, figure 1-10) are located on the lower . plant (for ground use only), and two storage batteries.
1-33
Section I T.O. lC·llSA-l

On aircraft equipped with a GTP70·9 auxiliary power

unit, the unit may be operated during takeoff, landing,
or in flight. The lI5·volt, 400·cycJe a·c power is sup·
plied by two fl?ain inverters operated from the doc
system bus. Emergency a-c power is supplied by an
emergency inverter operated by the aircraft batteries.
A flight instrument inverter is also installed on some
aircraft to supply a-c power to the gyro flight instru- (
ments. On aircraft AF53-3223 through AF53·3305 and
all 51 series aircraft that have been modified in
accordance with TCTO 5720 Power is distributed to
various units by bus bars and/or feeder cables (figures
1-17, 1-18. 1·19, and 1-20). Circuit protection is
provided by circuit breakers and fuses (figures 1·23,
-1-24, 1·25, and 1-26). See Section IV for information
on t4e. auxiliary power unito T,he following is a list
of d.. c and a ..'c operated equipment:

D·C OPERATED EQUIPMENT

Alarm and Warning Oil Cooler Air Exit Door
System
All Electrical Pumps Position Indicators
Auxiliary Power Unit Primers
Buffet Propellers AAl-a7
Figure 1·16
Turn -and -Sli p-I od ica tors
Communication Quantity Indicators (Water,
Alcohol, Hydraulic)
A·C AND D·C OPERATED EQUIPMENT
UHF Directional- Equipment
(
VHF
UHF HF·1 and HF·2

ADF·l and ADF·2 Audio Autopilot LORAN

Cabin Pressurization IFF
Omni System

Inverters Radar System Fuel Quantity

Radio Alcimeter - Low Range
Lights ARC·58 (AF5.l·3229
Motors and AF53·3240)
Cowl Flaps Starters TACAN
Electric Deicing Systems Temperature Indicating SELF·GENERATED EQUIPMENT
Systems Cabin and airfoil heater temperature indicators
Heaters
Tachometers
Ignition Utility Power Outlet
BATTERY MASTER SWITCH.
A·C OPERATED EQUIPMENT A 2-position hattery selector switch is mOllnted on the
forward ovcrhcad panel (jigllrt.'s 1-13 and 1-14) and has
Driftmeter Radio Altimeter-

Engine Analyzer
High Range
Torquemeter
the positions OFF and BATT & GND PWR. The
BATT & GND PWR position scn'cs to connect the
battcries or an cxternal source to the main hus.
(
Fluid Pressure Indicators Utility Power Outlet Note
Fuel Flow Attitude and Directional A minimum hattery voltage of approximately
Indicators 18 volts is required to close the hattery relay.
Mixing Valve Position The relay must he closed hefore the gen-
Indicator erators can recharge the hattery,

1-34
 T.O. le-lISA-1 Section I

o-c powm SUPPlY - Typical (C-1I1A)

A· 12 AUTO PILOT
ALARM AND WAlNtNG SYSTEM
AUXILIARY Oil TRANSfER SYSTEM

NO••
GEN.
MlSCEil.ANEOUS ORCUITS

Ott COOUI DOOR

DoC VOLTMITIR D-C VOLTMnR
SlLECTOR SWITCH

ON

Off
ENGINE DlIVEN GlNnATOR CONTIIOL
GENERATOR flYPiCAU SWITCH mPICAL,

NO. 1 GEN.

-.nil
NO. 2 GEN. (TYPICAL)

o..c: VOlTMIIU
SlLlCTOR SWITCH
(APU GINIIlATORS)

ON ~ .""'....... FEATHER CONTROl

!- PlIOPI........... CONTROl

OFf
APU GlNlRATOIt CONT1tOI.
APU GENERATOR 5WnCH (TYPICAl)
(TYPKAU

S.2 COMPASS
EMERGENCY JNVER1'!R
EMERGENCY UGHT$
AND INSTRUMENTS

...-
IIWtfCH

-
-.
On aI....,!t Af51-17626 tIuough ""'51-17661.
""'51.17667..... Af51.17'* ..............<-
rent relay wiD open when 0 ~ wrrent of
10 to 35 _ _ - . ""'" .... bus to ....

On a _ .....51-3818 ................51-3835 and

Af53.'1223 tIvough Af53-3306..... ,eIay w;U
EXTBINAL POWER EXTERNAl POWEI open when a revenecvrrentfll 20 to 3S amperes
...._ _..:;SU:;."'
;.:;.
y _ _ _ _ _..:;
S""'
:;.;:;;.
Y.;II£CEPT
=;;.;;;;;;;....;_ _ _ __ ...:iIli:!!I.Il-=.!i....
AC1E ~to .... ~I!!!:~'-....:.__________..1
il&.I....

Fi gure 1-17
1· 35
Section I T.O.IC·11SA·!

D-C POWER SUPPLY - Typical (VC-1I1A)

PUMP MOTOR

•
GROUND BLOWER

GENERATOR BOOST PUMPS

WARNING BOOST PUMPS [STANDBY)
LIGHT
_"""'AT()R FIElD CONTROLS
_"'YE'TE"_CONTROL [elECTRIC RADIO I
_"'YE" TE" CONTROL (IIAOAR )
_"'YE"TE" POWER { elECTRIC RADIO)
POWER [ RADAR )
ENGINE-DRIVEN OFF GOVERNOR [ MANUAL)
GENERATOR GENERATOR GOVERNOR SYNCHRONIZER

•
[ TYPICA L) SWITCH REVERSE CONTROLS
VOLTAGE
REGULATOR _P'OPE"". REVERSE INDICATORS
OVERHEAT _ ' ' ' ' ' ' ' ' ' ' REVERSE SYNCHRONIZER
WARNING
LIGHT
I AND CABIN HEATERS GROUND BLOWER CONTROL
HEATERS GROUND BLOWERS

_:~~~~:~~;.HYDRAUUC , O IL, ADI QUANTITY

APU OFF
GENERATOR APU MASTIR
!TYPlCAU SWITCH fiRE WARNING tiGHT

EMERGENCY POWER fOR: _ ',Ulo.'IlClT BEAM COUPLER

COCKPIT LIGHTS _ "Ul'o.'IlClT FILAMENT
CO· PILOT'S TURN·AND · SlIP INDICATOR _ "Ul'O>'I"lT GYRO COMPASS
INVERTER
PilOT'S S·2 COMPASS _,,"l'OF'llClT MOTOR GENERATOR
PI!OT 'S TURN·AND· SlIP INDICATOR ::'~~~~~'Y OIL PUMP CONTROL

HEATER CONTROL
HEATER POWER
INSTRUMENT Pl
GROUND PRESSURE CONTROL [MANUAL}
POWER PRESSURE CONTROL IAUTOl
BAnERY

•
EXTERNAL AND MJB 24 VOLT UTILITY OUTlETS
POWER TURN AND SLIP INDICATOR
RKEPTAClE
-,o.."umo. AIR AND ENGINE Oil TEMPERATURE
AND ENGINE INSTRUMENT RED LIGHTS
flAP MOTOR CONTROL
flAP MOTOR
WARNING

:::~:::~::~~~ HYDRAULIC
HYDRAUllC PUMP CONTROL
PUMP MOTOR
CYLINDER TEMPERATURE
GROUND POWER UNIT

AND Oil PRESSURE WARNING

8US -.O.w,"O COMPARTMENT LIGHTS

#3 GEN- : ~:'~::~:~,: FAILURE

fiRE EXTINGUISHER
- •• " , . . " fUEl PUMPS
LOWER AfT CARCO AND TAil
#4 GEN
D-C VOLTMElU: liGHTS
SELECTOR SWnCH
DE·ICE CONTROL {TiMERJ GEAR GROUND CONTROL RElAY
AND NAVIGATION ltGHTS GEAR WARNING HORN
· "xr,-cYc" UTIlITY INVERTER liGHTS
LIGHT CONTROL

INSTRUMENT MAP AND SPOT LIGHTS

CD FUSE
PUMPS
MJB liGHTS
liGHTS
NO A·C POWER AND VOLTAGE REGULATOR TEMPERATURE
D-C POWER
WARNING
all DIlUTER SOLENOID VALVE
- - _ ELECTRICAL ACTUAnON AND flAP POSITION INDICATORS Oil TEMPERATURE CONTROl ACTUATOR
- - - MICHANICAL ACTUAnON .~::~:~::::::.~ AND CARBURETOR DE·KER PUMP PilOTS S·2 COMPASS AMPlifIER AND COMPASS CONTROL
~, AND DE · ICER SOlENOID VALVE PASSENGER WARNING SIGNS
PITOT HEATERS
PRIMER, STARTER RelAYS, AND INDICATOR
PROPEllER DE-ICE CONTROL {MANUALI

"ig .... 1-18

1-36
 T.O. le·lISA·1 Section I

A·C POWER SUPPlY - Ty~ical (C-"'A)

26 VOLT
TRANSFORMER

o "'
RADAR
INVERT
ENGINE
INSTRUMENT
SWITCH
AC-VOLTMETER A.C VOLTMETER
SELECTOR SWITCH

ELECT AND RADIO

INVERT

RADAR AND RADIO 26 VOlT

INVERT TRANSFORMER

.. ..
FREQUENCY METER FREQUENCY
SELECTOR SWITCH

NO INVERTER
POWER WARNING
LIGHTS

PILOT'S COPILOT'S

INVERTER
SELECTOR
SWITCHES SLOPE

*GYRO POWER OUTLer

COMPASS
PHASE
ADAPTER

RADIO POWER FEEDS

(HF-2, IFF, TACAN AND SEARCH RADAR)

EMERGENCY
INSTRUMENT POWER
OFF AND INSTRUMENT
STANDBY LIGHTING SWITCH
INVERTER PILOT'S AND COPILOT'S
GYRO HORIZON
INDICATORS
ON

COMPASS PHASE
ADAPTER
EMERGENCY
INVERTER Notes:
*For some aircraft which are equipped
with additional circuits routed
through the rodar inverter switch.
_ A-C POWER **Mechanically interlocked so that either the
electrical radio inverter or the radar
_ D-C POWER inverter may be switched to standby
inverter but not to both Simultaneously.

Figure 1·19
1·37
Section I
T.O.le-lISA-I

A-C POWtR SUPPlY - T~pical (c-" 8 A) MODIFIED BY T.O. lC-llBA-62B

26 VOLT AFS3-3223 THROUGH AF53-322B
TRANSFORMER AFS3-3230 THROUGH AFS3-3239
AFS3-3241 THROUGH AFS3-330S
ENG. INST.
2. V
o

PH.CO OPH.C
RADIO ELEC. INGINI STANDBY
FlT. (NSf. A-t VOLTMlnR INSTRUMlN,
AC·YOLTMmR 115 v. ~UCTOR SWITCH SWITCH

ELECT AND RADIO

INVERT

nlQUINCY MOil

..
RADAR AND RADIO
INVERT
FIIQUINCY
$lUCTOR SWITCH
26 VOLT

,...
TRANSFORMER
..--
•
NO INVlR'D ~NY.R1.R
IILletOa
"......
POW.. WARNING
SWItCHIS
NORMAL
PILOT'S COPILOT'S
fIIIIl
•

COPILOT'S S-2
COMPASS
RADIO ALTIMETElt
(HIGH RANGE)
tACAN

IMERGlNey
INSTRUMENT POWiR
AND INSTRUMINT
LIGHTING SWITCH

GYRO HORIZON
INDICATORS
PilOT'S - $.2
COMPASS

(
Notes:
• Mechanically i"terloc~.d to aew.." as one
_ A.cPOWII switch.
_ D.cPOWII .,. M.chani~ny interlocked 10 that either the .
.I.elrical radio inverter or the radar inverter
may b. switched to' standbv Inverter but not
to both simultaneously.

Figure 1·20
1·38
 T.O. le-1I8A-I Section I

A-C POWER SUPPlY - Typical We-lilA) AF53-3229 AND AF53-3240

*Inverter switches are

mechanically interlocked
ELECT RADIO so that both switches
INYERBR cannot be in standby
SWITCH position simultaneously.

-(f" OFF
*' I STANDB ELECT.RADIO
INVE~ER
115VACBUS,
A.,12,·:"ulC'piLoT
I GLIDE SlOPE·2
HF·l HIGH &
L_· -, LOW RANGE -ALl
tORA-N _.

I ( I )
I NORMAL 2/'-VOLT
TRANSFORMER Offll IMERGINCY INSTRUMENT

~
,.OWER & INIT LIGHTING SWITCH

INVERTER
WARNING
I STACN·O·.·y··..••••
FUEL FLOW INDICATORS
FUEL PRESSURE INDICATORS
HEATER FUEL PRESSURE
INDICATO~S
MIXING VALVE POSITION INDICATOR
OIL PRESSURE INDICATORS
SUPERCHARGER GEAR BOX OIL
STANDBY PRESSURE INDICATOR
INVERT,~R
TORQUEMETERS

I
WATER PRESSURE INDICATORS
ARC.58 INVERTER

INVERTER
WARNING

o
NORMAL

~ 26 VOLT

IST~
TRANSFORMER

_ _ ..J • IlS·V A·C tzk;

I-- FLUORESCENT MIRROR LIGHTS
GUDE SLOPE·)
fFf
I SEARCH RADAR
STE~RING ·COMPUT-ER
TACAN
*.1 P1.LQT'S S·2

-r
RADAR
INYERftR
NORMAL
OFF
STANDBY. RADAR'
INVERTER
COMPASS

SWITCH

EMIR INST
POWER AND
INIT LIGHTING
SWITCH
AC VOLTMmR
EMERGENCY SELECTOR SWITCH
t INVERTER
,.
ENG INST
, DIQUINCY MlTft

~-
FLT INST' SELECTOR SWITCH
PHASE
C

115 ELEC1 RAuAR

fLEcT' RADIO RADIO
BATTERY A-C POWIR RA~IO INVERTER
INVERT, INVERTER
- D..CPOWIR
MICHANICAL ACWATION
ELECTRICAL ACTUATION

Figure 1-21
1-39
Section I T.O. IC-lISA·I

/
I
\

Figure '.22

BATTERY SELECTOR SWITCH. GENERATOR SWITCHES. (

A 2-position battery selector switch is mounted on the Four conventional ON-OFF generator switches are
forward overhead panel (figures 1'13 and 1'14) and has mounted on the forward overhead panel (figures,J'13
the positions PLANE BATTERY and GROUND and 1'14) and normally are left in the ON position
POWER. The switch should be positioned to at all times. A master shutoff bar is provided to rurn
GROUND POWER at all times when a ground power off all generator switches and batteries in case of an
supply is connected to the aircraft. emergency.

1·40
 T.O. IC-118A·1 Section I

GENERATOR WARNING LIGHT. center pOS1tlOn of the switches is the OFF position.
On VC-118A aircraft AF53-3229 and AF53-3240, a The inverter switches are mechanically interlocked so
red generator warning light is located on the ammeter- that either switch may be positioned to STANDBY,
voltmeter pallel (figure 1-22). When a generator is but not both simultaneously. For normal operation,
oft' the line, a 28-volt doc circuit is energized and the the inverter switches should· be in the NORMAL posi-
light is illuminated_ tion. In the event of a failure of either normal in-
verter, the respective inverter switch may be posi-
tioned to STANDBY.
D.C VOLTMETER AND SELECTOR SWITCH.
A doc voltmeter and a 5-position d-c selector switch ...The ELEC-RADIO switch supplies all electricalloads
are mounted on the ammeter-voltmeter panel (fig-
ure The selector switch permits checking the and the primary radio loads. The RADAR-RADIO
switch energizes the circuit that supplies the search
voltage output of each engine generAt"r and the main
bus_ The selector switch should be position!'<\ to BUS radar, IFF, HF-2 systems, TACAN, and copilots S-2
when not selecting either of the four generator posi- compass system (if installed).
tions_ The normal indication is approximately 28 volts_

Note
AMMETERS. On VC-118A aircraft AF53-3229 and AF53-
3240, the RADAR-RADIO switch energizes
Four ammeters are mounted on the ammeter-voltmeter the circuit that supplies power to the search
panel (figure 1-22) to indicate the amperage output radar, glide slope-I, intergrated flight sys-
of the four generators_ tem, IFF, and TACAN. HF-2 has been re-
placed by a Collins ARC-58 single side band
radio with power supplied from an additional
MAIN INVERTER SWITCHES. inverter installed in the forward cargn com-
partment.For description and operation of
On AF51-3818 through AF51-3835, AF51-17626 through the 60-cycle inverter and the ARC'58 inverter,
AF51-17661, AF51-17667, and AF51-17668, two gallged see Section IV.
inverter switches are installed on the forward. over-
head panel (figure 1-13) and have the positions NOR- •
MAL, OFF, and ALTERNATE_ Moving the ganged
inverter switches to either the NORMAL or the ALT- On AF53-3223 .through AF53-3305 which have been
ERNATE position closes a 28-volt doc circuit to ener- modified in accordance with T.O. lC-1l8A·628, two
gize the respective inverter, which will supply 115-volt 3-position . inverter switches placarded ELECT. RA-
400-cycle a-c power to the bus. DIO and one 3-position switch placarded RADAR
are mounted on the forward overhead panel (figure
When the ganged switches are in the NORMAL posi- 1'14) and serve to place either the NORMAL in-
tion the radar switch located on the forward overhead verters or the STANDBY inverter into operation to
panel (figure 1'13) may be positioned to RADAR. This
supply a-c power. The center position of the switches
will energize the alternate (radar) inverter to supply
is the OFF position: The ELECT. RADIO switches
a-c power for operation of the radar and radio altim-
eter equipment. However, in case the normal inverter are ganged together to operate as one switch and are
fails and the inverter switches are moved to the interlocked with the RADAR switch so that either
ALTERNATE position, the radar and radio altimeter may be positioned to STANDBY, but not simulta-
equipment will be automatically disconnect~d and the neously. For normal operation, the inverter switches
alternate (radar) inverter will supply power directly to should be in the NORMAL position. In event of the
the a-c bus. failure of either normal inverter, the respective in-
verterswitch or switches may be positioned to
STANDBY.
On AF53-3229 through AF53-3305! which have not
been modified in accordance with T.O. IC-118A-628,
twO 3-position inverter switches, placarded ELEC- The ELECT. RADIO switch supplies all electrical
RADIO and RADAR-RADIO, are mounted on the loads and the primary radio loads. The RADAR
(orward overhead panel (figure 1'14) and serve to switch supplies power to the copilot's 5-2 compass,
place eilher the NORMAL .inverters Or the STAND· search radar, radio altimeter (high range), and TA-
BY inverter into operation to supply a-c power. The CAN.

1'41
Section I T.O; IC.118A·1

INVERTER WARNING LIGHTS. EMERGENCY INSTRUMENT POWER AND

INSTRUMENT LIGHTING SWITCH.
A gang bar ON·OFF emergency instrument power and
Two inverter warnirlg lights (8, fif(ure 1'9, sheets 1 instrument lighting switch is mounted on the forward
and 2; 10, sheet 3; and 14,figure 1'10.), if installed on overhead panel (figures 1-13 and 1-14 ). Moving this
the main instrument -panel, provide indication of switch to the ON position n<rns on the emergency
power failure' to the gyro flight instruments and/or inverter to supply a-c power to the gyro flight instru-
the phase adapter for the H-5 gyro horizon. If the ments, disconnects the,a-c power supply from the main
lights illuminate, the other inverter (upper or lower, inverters to the flight instruments, and connects the
main or standby, normal or alternate) or the emer-, aircraft batteries to supply doc power to the emergency
gency inv~rter should be energized to supply a-c power inverter and dc-operated emergency lighting and
for the gyro flight instruments. instruments. The a-c gyro flight instruments are the
pilot'S and copilot's attitude indicator and the G-2 or
S-2 C(lmposs system. On AF5H223 through AF53-3305,
the pilot'S and navigator's S-2 compass system wiII
operate. Thed-c operated emergenCy instruments are
Note the pilot's and copilot's turn-and-slip indicators. The
On AF53-3223 through AF53-3305, if the gyro dc-operated lights are the magnetic compass light, the
flight instruments' are not already running, periscopic sextant and mount light, instrume'ot white
the instrument power warning light will not lights, the pilot's overhead floodlight, and the emer-
go out until approximately I minuse after the gency inverter warning lights. The main inverters wiII
inverter is turned on. continue to supply a-c power to the remaining elec-
trical equipment not affected by the emergency switch,
unless the inverter switches are turned off. On AF53-
3223 through AF53-3305 which have not been modified
in accordance with T.O. IC-1l8A·628, at any time that
A·C VOLTMETER AND SELECTOR SWITCH. the emergency inverter is operating, FLT. INST.
PHASE C and FLT. INST. PHASE B positiotls on the
A voltmeter located on the ammeter-voltmeter panel a-c voltmeter selector switch wlll indicate the emer-
(figure 1-22), indicates the a·C voltage being sup~lied gency inverter output. On AF53-3223 through AF53
to the selected circuit. A rotary-type selector sw.tch, 3305 which have been modified in accordance with
installed adjacent to the voltmeter, has the placarded T.O. IC-1l8A-628, at any time the emergency inverter
positions, 115 UPPER INVERTER, ENG. INST. 26, is operating, RADIO ELECT. FLT. INST 115V PH.C
and 115 LOWER INVERTER. The selector switch may and RADIO ELECT. FLT. INST 115V PH.A posi-
be used to connect the voltmeter to anyone of the three tionson the a-c voltmeter selector switch will indicate
positions. Normally, the switch should remain in the emergency inverter output.
ENG. INST. 26 position.

ENGINE INSTRUMENT TRANSFORMER SWITCH.

On AF53-3223 through AF53-3305, a voltmeter, located
on the ammeter-voltmeter panel (figure 1-22), indiCates The e'ngine instrument transformer switch mounted
the a-c voltage being supplied to the selected circuit. on ,the forward ov~rhead panel (figur.es 1-13 and 1-14)
On aircraft which have not been modified in accord- connects ei,ther the NORMAL or ALTERNATE
ance with T.O. IC-118A-628, a rotaty-type selector (STANDBY).26-voli' transformer to provide a-c power
switch, installed adjacent to the voltmeter, has the for the engine instrumetlts. The center positiol), is the
OFF position. ./
placarded positions 115 ELEC. & RADIO INVERT.,
FLT. INST. PHASE C, ENG. INST. 26, FLT. INST.
PHASE B, a~d 115 RADAR INVERTER. On air- EXTERNAL POWER SUPPLY' RECEPTACLE.
craft which have been modified in accordance with One 3-pronged, polari~ed receptacle is pf'vided on the
T.O. IC-118A-628, a rotary-type selector switch, in- undersurfaceof the fuselage to permit tHe Introduction
stalled adjacent to the voltmeter, has placarded posi- of external power for starting engines or for operating
tions RADIO ELEC. FLT. INST.115V, PH.C, PH.A, other aircraft equipment (37, figure 1-3). A polarized
ENG. INST. 26V, PH.A, PH.C, and RADAR INV. relay will prevept the ground pOwer relay from closing
115V. The selector switch may be used to connect the if polarity of the ground power unit is reversed. If
mltmeter to anyone of the positions. Normally, the ground power supply voltage drops to18 volts or less,
sclcetor switch should remain in the ENG. INST. will
the aircraft batteries automatically be connected to
26V position. the main bus; ,

1-42
 . . -~-.-~----~~----------~.~-,-----------------------

,
\

T.O. lc"l1eA.l Section I

EXTERNAL POWER SUPPLY LIGHT. mounted on the· hyilraulic and oxygen instrument
A red light for the external power supply is mounted panel to the right of the copilot's seat (figure 1-29).
on. the f<sward overhead panel (Figures 1-11 and
1.12) and illuminates when external power supply is EMERGENCY HYDRAULIC PUMP SELECTOR
plugged io aod operatiog, the master battery switch VALVE LMR.
is turned. on. and the battery selector switch is posi-
tioned to ground power POSitiODo An, emergency hydraulic, pump selector valve lever,
Not. installed- on the floor to the left of ,the copilot's seat
(figure 1-28). controls the hydraulic fluid delivery from
If the red light is off, check the ground power· the emergency hydraulic pump only. Hydraulic pres·
circuit breaker, located overhead and aft of sure is delivered to the brakeS' in all positions of the
the cockpit entrance. selectOr valve. However, itt the BRAKE SYSTEM posi.
dOtt, pressure ftOl1l the pump will be delivered only
CIRCUit PROTECTORS. to the brakes and cargo doors; it is recommended that
The circuit protectors are located on the main circuit the control lever lIormally be left in this position. The
protector panel and the radio rack panel (figur", 1-23. positions of the selector valve lever are as follows:
1'24; 1'25. and "'6). The circuit proteCtors for the
'RAK! SYSTEM (forward position) - Fluid di-
fuel booster pumps are located on the aft overhead
panel (figure 1-12). rected to brakes and cargo doors only.

HYDRAULIC POWER SUPPLY SYSTEM. GENERAL SYSTEM (center position) - Fluid di·
, rected to general system, brakes, and cargo doors.
The hydraulic power supply system operates there·
tractable tricycle landing gear, the wheel brakes,the PRESS ACCUM (aft position) - Fluid directed to
nosewheel steering system, the windshield wipers, the brakes, general ..ystem, pressure accumulators,
wing flaps, the forward cargo door, and the aft section . and cargo doors.
of the main cargo door (figure 1-27). Two main pres-
sure accumulators~ each equipped with a pressure gage, HYDRAULIC SYSTEM EMERGENCY
are installed in the hydraulic accessories compartment SHUTOFF VALVES.
A nosewheel steering pressure accumulator and pres-
sure gage are installed in the nosewheel well An A mechanically actuated shutoff valve, cOl\trolled from
engine·driven hydraulic pump capable of maintaining the CQckpit by means of the respective fire extinguisher
system pressure within limits is installed on each selector valve handle (figure 1'3'). is installed at each
inboard engin p to deliver hydraulic fluid under pres- inboard nacelle firewall to shut off the flow of hy.
sure to the system during normal operation. An elec. draulic fluid through the firewall.
trically driven auxiliary hydraulic pump provides an
emergency source of pressure. The auxiliary pump can HYDRAULIC SYStEM PRESSURE INDICATOR.
be used if theengine-driven pumps fail or if pressure'
is desired while the aircraft is on the ground and the A hydraulic system pressure indicator is mounted on
engines are inoperative. . the hydraulic and oxygen instrument panel (fig.
f/l"el'29); it normally indicates approximately 3000 psi.
Not.
On YC·1l8A aircraft AF53·3229 and AF53-
3240, the cargo doors have heen sealed shut. HYDRAULIC SYSTEM QUANTITY INDICATOR.
The hydraulic lines to the cargo doors are
A hydraulic system quantity indicator is mounted on
capped off and the cargo door switches and
the upper instrument panel (figurel-11). With the en·
actuating cylinders removed.
gin~'inoperative, the fluid level should indicate FULL
at ,~r,6.' pressl!re.With th~ engines operating, the fluid
HYDRAULIC SYSTEM BYPASS VALVE LEVER.
level 'houldindicateat NORMAL FUGHT. The RE·
A hydraulic system bypass valve lever is mounted on FU..L '.Positioh indicates insufficient hydraulic fluid
the contr61pedestal (19, figure 1-8. sheet 1; 17, sheet 2; qwiptlty. ' '
and 20, sheet 3), and has the positions ON and OFF.
In the OFF '(system inoperative) position~"the bypass FLIGHT CONTROL SYSTEM.
valve is opeped, allowing,fhe fluid ,to bypass the pre..
sure regulator and return to the reservoir. In the ON All flight controls are conventionally operated by dual
positioo, fluid is directed to all units. in the hydrau- wheel and rudder pedal controls (26, 27, figure 1-6).
lic system e"c~pt the cargo doors. Trim tabs ate mechanicaUy controlled and both ailer·
EMERGENCY HYDRAULIC PUMP SWITCH. ,oos, both elevators, and the rudder are equipped with
sprittg COQ~I tabs (figure 1-30). The wing flaps are
A spriDlr·loaded ON·OFF emergency pump switch is operated hydraulicallv.
Section I
T.O. 1C-118A-l

CIRCUIT PROT[CTORS - Typical (c·"' A)

'" I" 'I \1'11:,,"11 III 11 . '111 III . .. , '.'

.,
•• Cll'U, ,,1111 CO_TUI Ie II III ... , , I
C1"" 'II',! ,,". i \:'
I .,. I''''
I

." 11" I: ,. ,I 0:' • "':, I •

,~" . , I ". • • I~

h • • I . ..
... .
MAIN JUNCTION lOX

o
.I·.1.·.· ....
I I '
el,··I····
ml
I_ •••••••
"

RIGHT ANNEX MAIN JUNCTION lOX

o
RADIO FUSE PANEL

MAIN JUNCTION lOX RIGHT ANNEX

INVERTER CIRCUIT IREAKERS

Figure 1-23 (Sheet J of 2J

1·«
 T.O. 1 C-IlSA-l Section I

AF51-3818 THROUGH
AF51-3835

lrlfllLlE.nm
mTU nEL .IM'S
Ill.. TlU .I~;
MIIN 111fl1L tt1IN

; WARNING: WHEN U;G. GEAR "CONT RELAY IS TRIPPED "." TRip" ALL
WIT~IN ~H15 AR~~ ""

fllllmeTliS nlE ImCTQIS

_III
En , rU'l1~
_UJ nil In 1" III
." III ICC ClIIPI

MAIN JUNCTION BOX

BUFFET CIRCUIT BREAKERS

AUXILIARY RADIO
CIRCUIT BREAKERS

RADIO CIRCUIT
BREAKER AND
FUSE PANELS INVERTER
CIRCUIT
BREAKERS RADIO
AUXILIARY RADIO CIRCUIT BREAKER
CIRCUIT BREAKERS PANEL

"''''1-31
Fi9ur. 1-23 (Sheet 2 of 2)

1-45
Section I T.O. le-lISA-!

CIRCUIT PROTECTORS - Typical (e-II IA)

mUlln tt.l'hl '11' lUiIIl' nIP '"

'Ull mus!
nrc Ill.!!

I J 1 1 t J 1 1

,
......= '11 UTI 'kiT
q".
'U
r....
1111
11111
Uti
....
lUT

COWl IIIP Imll.mll" Iluell' '1111 PI., "ICtl IItUllft'

IIlTn tUTtOI ".,~ 1£11111 1(11111 "lliIt ,
CUI" Itli
, I 1 1 , I 1 I n tl 11111 ll~ s-.
!lUI nl'

MAIN JUNCTION BOX 'BLANK ON AF51-17667

AND AF51-1766B

RH ANNEX MAIN JUNCTION BOX

MAIN JUNCTION BOX RH ANNEX INVERTER CIRCUIT BREAKERS

RADIO
FUSE PANEL

Figure 1-24 (Sheet J of 2)

1-46
 T.O. 1C-lISA-l Section I

AF51-17626 THROUGH AF51-17661,

AF51-17667, AND AF51-1766S

IllfllI IUIIIS
1..111 lilt

fll( IIII(lU1
Ill;
lUlU fill "11$

1111 11'"11 CUll

fill IIIICIlIS
I
~ ill I.IU( fA Ifl III JT1
., _HI ...... 1ft ~

MAIN JUNCTION SOX

BUFFET CIRCUIT BREAKERS

MAIN
JUNCTION
BOX

MAIN
JUNCTION
BOX
RH At' 'IEX ~
BUFFET

6~· o
CIRCU IT BREAKERS

RADIO CIRCUIT!
BREAKER AND
FUSE PANELS INVERTER
CIRCUIT
BREAKERS
RADIO
CIRCUIT BREAKER
PANEL

AA1-2.
Figure 1-24 (Sheet 2 of 2)

1-47
Section I T.O . le·IlSA·l

IDA tOA tOA tDA

j 1 1 I
PROP FUTHO
CONUOl

.
II III
III IIIII
S& iA iA S& IDA IDA lOA IDA

I I I 1 • 1 1 1
ENGINE SImRCHUGU OIL TEMPERUURE
CONTROL MOTORS CONUOl aCTUITOn

ISA

I
. lSI

J
IS.

2
IS.

.
I
5&

I
S'

1
S'

1
S,

1
IDA

ENG
I
lOA

ENG
J
ENG
)
IDA lOA

ENG
I

COWL Fl.' MOTOIIS COWL HAP WATER INJECTION

MOTOII CONTILOl PUMPS

MAIN JUNCTION SOX

mil mUIIIUIUIUII ill mEl 1m

/L....--...j LIW ====IIII=I~~a IlmaaaaIIU===1
.=~~~111=~~=== ~===I~==II=
RH ANNEX
======= ~~~===~=~=======I==I MAIN JUNCTION BOX

TACHOMETER ISOlATION
SWITCH PANel

MAIN JUNCTION BOX R.H. ANNEX

III
INVERTER CIRCUIT
BREAKER PANel RADIO FUSE PANel

Figure '·25 (Shee' r of 2)

1·48
 T.O. IC·1l8A.1 Section I

AF53-3223 THROUGH
AF53-322B, AF53·3230
THROUGH AF53-3239,
AND AF53·3241
THROUGH AF53·3305

(LH UDIU PIDH STANDBI I , I \& •

'I I ,
FUEL PUMPS
INHRIlP\

IIII I
• I I I
l.,.~ I~' I II ~I" I
G!I~ d".~ "UI IIRfOl1
C~Jutj~ .. ,~ GRO eRO HIR\

(""." "N!'
,"'
1<."
00'
uo
I ".,.

I I II
IIIIIIIII III1IIIIII MAIN JUNCTION BOX

G«OUND POWER G«OUND POWER

INDICATOR LIGHT INDICATOR LIGHT
CIRCUIT BREAKER CIRCUIT BREAKER

MAIN
JUNCTION
BOX
RH ANNEX
AUX RADIO
TACHOMETER CIRCUIT BREAKER
ISOLATION PANEL
SWITCH
PANEL-""'_--, RADIO CIRCUIT
BREAKER PANEL

RADIO CIRCUIT
BREAKER AND
MAIN JUNCTION FUSE PANELS
BOX

AUX RADIO CIRCUIT

BREAKER PANEL

Figure 1·25 (Sheet 2 of 2)

1-49
Section I t.O. lC.l1iA.l

, , , I ~

. ,
'RI" ,.1~, ~
( "l~rl

I
II IIIII
Sl ~A 'I. 'II I • HI ~A I ~

1 1 I I ., ,
{NGIIH SU~i~CHIHGtll (,'I 'tM~[lIAIU~1
COHTlIn\ MOTORS ~UNI~Ol 'CIIJATOP

I\l 1\1 ~l '\. 'I' A ~ I 11 A , I I

" , , " ,
lOWl .,U f>'IJrn~\ 0"', 'II. w.,,~ 1~'11',"~

"' ,' I- ~ I"'~ I ,1'111 \

MAIN JUNCTION BOX

MAIN JUNCTION IIOX

, ARC 58 .' A lOA I AI\o All!'. , \ A

'2

3
ARC 58

AIIC 58
'.8

C
lOA

lOA
""_._-
,
01

If
, • ' A

4 AIIC 58 O( SA 'I lAC,a.N )A

S SEl {All DC SA
IF5-UC'AH
a_CUlT IUAms RADIO FUSE 'ANEl
ARC· 58 CIRCUIT
BREAKERS
~\ ii,

,\
"
Figuia, l'U (S~eet f
, ~ I
'"

'
. ~ ',.. '

of 2)

1-50
 T.O. 1 C-118A-1 Section I

AF 53-3229 AND
AF 53-3240

ElEC RADIO RADAR SUMon , , 1 11S.l ] , 2

12Si m. fun PUMPS
INVERTERS

IIII1 I
I II II
IIIIIIIIIIII11111111 MAJN JUNCTION BOX

"i!
BUFFET CIRCUIT
BREAKER PANEL

MAIN
JUNCTION
BOX----,

RADIO CIRCUIT "

BREAKER PANEL II
, ,

i !

l'

RADIO CIRCUIT
BREAKER PANEL " '
AND FUSE PANEL II "
INVERTER CIRCUIT FUEL BOOSTER PUMP
BREAKER PANEL CIRCUIT BREAKER PANEL

Figur. '·26 (Sh ••f 2 01 2)

1-51
Section I T.O. le-1l8A-I

------~--------------------~~••••G••••~I.~~AN~~~
HYDRAUliC

••_ _.aa SMUfOff VALVI

--
~

IMIIIJINCY ~­
VMVI
_VMVI

. ,•• AD.vIN
IIYDIAWC_

_ _ AIID

PO' 'WIO .ACI

--
ACCIN" '1GIII

-- _VMVI
1I1If:

~
QCIC VM".

- -
D
-

111111111111111 J -
1 0 --I i-
I 0 :I II'"II~IIII"
III [1111111111:

IL 0
::

11111111 AUXaIAIY ~
-~
:
:
ClElCYALW -----'
1111111';

.111111111111111111111111111111111

~"IIIIIIIIIIIIIIIIIIIIIIIIIII~IIIIIIIIIIIIIIIIIIIIIII1111 II

---
11111111
_........
-_
"In....
Off _ IIAKE
_ SYSlIM
10

......
_

011....... ....,. ....... . . . - " 11111111"11111 1 1111111111.

AA 1 - 1 B 1
Figur. 1-27 (Sheet J 0/ 2)
1-52
 T.O. I C-118A-l Section I

SYSI[M
WINDSHIBD WIllI
CONrIIOI. KNOe

NOSI

-
s-.-
ACCUMUlATOIt

--
-
,.~ =
§-
~
~
:I :
- CHICI( VALVI

.i := 1111111

IIIIIIIIIIIIII'~
...... YALVIS

=
11111111111 .
-
· 1 1I1l~
II II III III 1I111111' -_ _ _-,:--_1'W

"CAIIGO DOOIt _ _ _

1 CHICIC YAlVI III 11111 III 111111 r---..J.:"-......,_

-
AAl-182
FIgure 1-27 ISheet 2 of 2)

1-53
 Section I,
T.O.l C-118A-l

RUDDER TRIM TAB HANDWHEEL. a 100·pound stick force is required for direct control;
then a lO·pound stick force is required when a sJ;>ring·
The rudder trim tab is controlled by a hand wheel loaded servo tab is used. By applying 8 pounds of
mOunted at the vee of the windshield (7, figure 1-61. pilot force. to the tab, 80 percent of the total force
The degree of trim is shown on an indicator below required to move the main surface is performed by
the wheel. the tab itself. By the application of an additional 20
AILERON TRIM TAB HANDWHEEL. pounds of stick force to the main surface, the remain-
ing 20 percent of the required 100 pounds of stick
The aileron trim tabs are controlled by a handwheel force is made up. and the total pilot effort is 28 pounds.
mounted on the control pedestal (22, figure 1-8, sheel TheoreticaUy, it is possible, by suitable adjustment of
1; 20, sheel 2; ""d 23, sheel 3). The degree of trim is the linkage. to make the pilot force lie anywhere be·
indicated above the handwheel. tween the lO·pound and the lOO·pound limits used in
ELEVATOR TRIM TAB HANDWHEELS. this example (figure 1-30). However. for practical
purposes, the'range of adjustment is limited by mini-
The elevator trim tabs are controlled by two hand· mum link lengths and structural clearances. Since it is
wheels mounted on the control pedestal (9, figllre 1-8, possible to adjllst the aerodynamic balance of the main
, sheels I ....d 3; tmd 8, sheel 2). The degree of trim is surface which effects the lOO'po"ndfig"re used in the
shown on an indicator on the inboard side of each example. and to modifiy the lO.pound figure by adjust·
handwheel. ing the spring normally applied to the control tab. it
Note is therefore possible to obtain desirable pilot forces
Pitch limits on the elevator trim tab hand· for almost any size aircraft with a spring tab control
wheels are calibrated from 0 to 9 <legrees system of practical design.
nose up and from 0 [0·.;6 degrees nose dO'Yn. The spring on the control tab' is, p~eloaded to over-
Less thaa four degrees Dose up tab will come system friction and to d~nter:" the tab. Except
allow 22 degrees of elevator travel, bowever, for the rudder system. the ,preload is set 10 barely
full elevator travel of 25 degrees is available overcome the system friction. The rudder preload is
much higher in order to make the control forces
with mote tbaa four degrees Dose up tab.
heavier. This is accomplished by preventing the tab
DurioS prefligbt cbeck of tbe elevatol trim
from helping the main surface until approximately
cootrol 'a sligbt drag or biodioll 00 tbe COD- 65 pOllnds of pilot force are applied. This type of
trol at approximately tbe four degree DOSe control has been chosen for the aircraft since the
up position is DO cause for alarm as this boost t'hat is obtained by aerodynamic power is always
I. due 10 tbe readjuatmeot of tbe elevator available, and, in an emergency, the standby control
travel. system and emergency aCtuator disconnects that arc
SPRING CONTROL TABS. usually required by designs incorporating power
boost are nor nceded. In addition, usc of the less
Both ailerons, both elev~ltors, and the rudder are
complicated spring tab system reduces specialized
equipped with 'spring control flying tabs. The tabs
maintenance to a minimu~. '
are spring- loaded and designed to utilize aerodynamic
load'; onihe spring control tabs to provide aerody· Note that the spring control systems for hoth rudder
natflic boost to the main control surfaces, thus reducing and elevator have different operational characteristics
what would otherwise be high stick forces. on the ground (no airload). Since the spring control
tahs for the rudder '~lDd elevator arc preloadcd. move-
The spring catltrol tab is_ actllally an intermediate men,t of the stick under these conditions moves the
arrangement (figllre 1-30) giving stick forces some· main surface while the tab remains fixed at neutral·
where ,betWeen those obtained by controlling the main position (because of the ~prings) until the main surface
surfaces directly (a direct control system), and those rea~hes its stops. At 'his point. continued movement
forces obtained by controlling a tab directly (a pure of the stick will deflect the tah. and stick force will
flying tab or servo tab system). Spring tabs have been be fel.t as. result of the action of the tab springs.
found necessary because pilot forces arising from the, The aileron spring tabs arc not preload'ed; therefore,
use of direct control were tOO high. while those a~y ground 'mo,'ement of the aileron will deflect the
obtained by using a servo tab were much too low aileron, spring conrrol tabs. This movcment will be
(pilot forces that are too low deprive the pilot of shown on the aileron tab motion indicator, located
ttfeel," since friction in the control system conceals
just for",ard of the aileron trim indicator. In flight.
the small forces). all the spring control tabs will be deflected with any
movement of their rcspective control surfaces.
The spring control tab system functions as follows. COJIITROL-SURFI'CE LOCK LEVER. "
The pilot force required to move the main control While the aircraft is on the ground. the control sur-
surface directly is about 10 times the force required faces can be locked in the neutral positions, as a pro-
to operate a control tab directly and have the tab. tection against damage from high wind velocities, by
in turn, move' the main surface. Suppose, for example. , a ffi:echanical control-surface lock system. The system is
I-54
 T.O. IC-1I8A-I Secllon I

WING FLAPS.
The vane·type wing flaps are hydraulically op"'rated
and extend from the wing-to-fuselage fillet to the
inboard end of the ailerons. A 2·speed flap control
valve is installed for the purpose of restricting flap
retraction speed between 20 degrees DOWN and the
full UP position.

Note
At a speed of 105 knots, the flaps will fully
extend in 10 to 15 seconds, retract from 50
degrees to 20 degrees in 9 (±2) seconds, and
retract from 20 degrees to the full UP posi-
tion in 13 (± 2) seconds.

A relief valve is provided in the wing flap control

hydraulic system to provide overload protection in
the event of sudden gust loads while the aircraft is
being operated within placarded airspeeds. This valve
allows the flap to retract slightly until the load on the
flap surface is relieved; it then returns the flap to the
flap setting being used. This valve does not provide
Figure 1-28 protection for flap operation in excess of the placarded
limits.

engaged with the control surfaces by a lever mounted

on the floor to the right of the pilot's seat (figure 1-33). WING FLAP LEVER.
To engage the control-surface lock lever, hold the con·
The wing flaps are controlled by a pre·position grip·
trois centered and pull the lock lever to the ENGAGED type lever mounted on the control pedestal (16, figure
(up) position. This locks only the control surfaces and 1-8, sheet 1;,14, sheet 2; and 17, sheet 3). Movement of
not the spring control tabs. The lock lever is retained the flaps is limited to the degree of movement of the
in the ENGAGED (up) position by a retaining handle lever. No neutral position is provided. However, the
pulled out from the left side of the control pedestal OFF position of the wing flap hydraulic valve is at
(figure 1-8). A latch on the floor secures the control· the 5 'DOWN position.
surface lock lever in the DISENGAGED (down) po·
sition, to which position the lever is spring loaded.
The control-surface lock lever is connected to a' re-
WING FLAP PRE-POSITION INDICATORS.
straining mechanism on top of the control pedestal to
restrict simultaneous throttle application, of takeoff Two quadrants, one mounted to the inboard of the
power to all four engines when the col.trol.surface wing flap control lever for the pilot and the other
lock is in the ENGAGED position. mounted on the right side of the control pedestal for
the ~opilot, indicate the position of the wing flap con-
trol/ lever. The quadrants are marked in ·increments
Note froin 0' (full UP)' to 50' (full DOWN). The mark-
in'gs are: 0°, 10°, 15°, 20°, 25°, 30°,40°, and 50 0
•

Since partial movement of the flight controls

is possible with the control-surface lock
ENGAGED, due to the spring control tab WING FLAP POSITION INDICATOR.
linkage, it is imperative that a full-throw con-
trol check be made just prior to takeoff to A remote~indicating flap position indicator, mounted
make certain that the control-surface lock is on the main instrument panel (32, figure 1-9). indicates
DISENGAGED. wing flap position setting.
I-55
Section I T.O. IC·1I8A·I

AA1~54

Figure 1'29

LANDING GEAR SYSTEM. LANDING GEAR CONTROL LEVER.

The landing gear is composed of two main gears with The landing gear is controlled by a lever on the con·
dual wheels and a steerable nose gear with a single trol pedestal (21, figure 1'8. sheet I; 19, sheet 2; and
wheel. The main gears and the nose gear arc extended 22, sheet 3). The lever positions are UP, NEUT, and
and retracted hydraulically. In the event of hydraulic DOWN, and is conventional in operation. The lever
failure, the gear can be lowered by releasing the up· should' be left in the DOWN position whenever the
latches and allowing the gear to extend and lock by landing gear is in the extended position. After take-
its own weight and air load. The uplatches are re- off, when the gear is UP and locked, the lever should
leased mechanically by placing the landing gear con· be returned to NEUT to hang the gear on the u platch,
trol lever in the DOWN position. Both the nose and thus relieving the hydraulic gear retraction cylinders
main gear doors are actuated mechanically in con· of hydraulic pressure.
juncrion with the landing gear. A safety solenoid
that keeps the landing gear control lever from being Note
moved out of the DOWN position while any load re-
The landing gear will retract in 7 to 10
mains on the gear prevents inadvertent retraction of
seconds and normally extend by free-fall with-
the gear on the ground. When the aircraft leaves the
in 20 seconds.
ground, the safety solenoid is energized, allowing
free movement of the landing gear control lever. A
finger hole in the control pedestal cover (17, figure 1'8. LANDING GEAR POSITION INDICATORS.
sbeet 1; 15, sheet 2,. and 18, sheet 3) provides a means
of manually releasing the solenoid. Three landing gear position indicators (one for "ach
gear), incorporated in a single instrument, are mounted
on the main instrument panel (32, figure 1.. 9), and in-
Landing gear ~ground safety pins should be installed dicate the position of each gear. When each gear is
in the landing gear retracting links to prevent in~ up and locked, its respective indicator reads UP. When
advertent collapsing of the gear while on the ground each gear is down and locked, a picture of a gear and
(figure 1'34)· The ground safety pins are stowed in wheel appears on the face of each indicator. When
the aircraft when not in use (27, figtlre I~3). the landing gear doors are open and the gears are
1·56
 ---- - - - - - - - - - -

T.O. lC-lISA-l Section I

SPRING CONTROl TAB DIAGRAM

DIRECT CON'IaOL TO
PIlOT
TO MAIN
SUR .....CE

=.-i--+ 1---
..L.rrr---.
SPRING TM
+
TAlI ABODYNAMIC _

OPERATION Of SPItING 1M TAlI SPItING IOIICE

Note:
DIvision of pilOt ............... _ AMface
and tab Is determined by .... ratio, b:a.

/l.Al-123
Figure 1-30

either retracting or extending, or d-c power is not NOSEWHEEL STEERING SYSTEM.

supplied, a striped marker shows in each indicator.
The nosewheel is hydraulically controlled by a steer-
A landing gear red warning light, mounted on the
ing wheel located on the pilot's auxiliary control panel
main instrument panel (34, figure 1~9. sheets 1 and 2,-
(30, figure 1-6) and can be turned 67 degrees either
and 33, sheet 3), illuminates when the landing gear is side of center. The nosewheel will caster freely with
in any position other than locked up or down, or when or without hydraulic pressure and will automatically
the landing gear control lever is not in the full DOWN return to the center position before retraction. The
position and the gear is down and locked. nosewheel steering system is provided with a pressure
accumulator which maintains fluid in the steering
strut. The landing gear control lever must be in the
LANDING GEAR WARNING HORN AND DOWN position and the nosewheel strut compressed
CUTOFF SWITCH. before the nosewheel steering system will function. '
A landing gear warning horn, mounted in back of the
pilot's seat (34,figure 1-3), automatically sounds when
MAIN GEAR WHEEL AND. BRAKE
any throttle is retarded and the gear is in any posi-
ASSEMBLY - TYPE I AND TYPE II.
tion other than full DOWN and locked. The horn
may be silenced and reset for future action by the Each main landing gear is equipped with one of two
types of dual wheel and brake assemblies. The type
use of the landing gear warning horn cutoff switch,
I main gear incorporates a type I (Goodyear) wheel
mounted on the control pedestal (18, figure 1-8. sheet 1; and brake assembly, the type II main gear incorpor.
16, sheet 2; and 19, sheet 3), in the event operation ates type II (Goodrich) wheel and brake assembly
must be continued with the throttle retarded. (figures I- Jl and 1-32).

1-57
Section I T.O.le-lISA-1

EMERGENCY AIRBRAKE SYSTEM

VC-11BA AIRCRAFT
EMERGENCY AIRBRAKE PRESSURE INDICATOR
NORMAL PRESSURE -2000

BRAKE LOCK-OUT
n __-ri/,,::" CYUNDERS

TYPE IIGOOOYEAR BRAKES)

C-llBA AIRCRAFT

/
A""'..... DEBOOST
/
CYUNDBtS
/
/
/

TYPi IlIGOODRICH BlAKES)

TO BRAKE DE800ST
CYUNDERS

(
'llIIIllI!J AIR PRESSURE
_ HYDRAUUC FlUID

Figure 1-31

1·58
 ----~ -------

T.0.le·118A·1 Section I

VIEW A

ACTUATING STRUT LINKAGE

HYDRAULIC ACTUATING STRUT
BUNGEE SPRING
DRAG LINKAGE KNEE
BUNGEE CABLES
SELF ADJUSTING SPOT BRAKE ASSEMBLY ITYPE I ONLY)
EXPANDER TUBE BRAKE ASSEMBLY ITYPE II ONLY)
BRAKE LOCK-OUT CYLINDERS ITYPE I ONLY)
BRAKE DEBOOST CYLINDERS ITYPE II ONLY)
WYE FITTING
HYDRAULIC BRAKE LINE
SHOCK STRUT OIL-AIR VALVE
AIR BRAKE LINE
HYDRAULIC BRAKE GLAND
AXIS TUBE
CONDUIT FROM SAFETY SWITCH IRIGHT MAIN GEAR ONlY)
SHOCK STRUT
LOWER DRAG LINKAGE
SHOCK STRUT FORK
ZERK FITTINGS ITYPICALI
UPPER DRAG LINKAGE

VIEW B

Flgur. '·32
1-59
Section I
T.O. IC-118A-l

BRAKE SYSTEM.
Both the normal and emergency hydraulic systems
and the emergency airbrake system can be used to
operate the brakes installed in· each main gear wheel
for constant braking. Differential braking is available
with the hydraulic system only. The landing gear can'
trol lever must be in the DOWN position before hy·
draulic braking is available. An antiskid brake control
systein is installed to prevent !<;cking of the braked
wheels during the landing roll due to excessive pres-
sure being metered to the brakes by the pilot. Normal
stopping distance uncler varying conditions should be o
determined from the Distance to Stop charts in the
Appendix. It will be noted that this stopping distance
".v,,'rn'TRIM
is with normal use of brakes. To compensate for a. TAB WHEEL
50·foot altitude over threshold, 140 percent of actual
stopping distance Is used. PARKING BRAKE

For YC·1l8A aircraft AF53·3229 and AF53-3240, the

type J wheel assembly incorporates a type I brake THRomE·SURFACE
LOCK INTERLOCK
assembly which is a single-disc, self·adjusting (Good-
year) spot brake. It is actuated by hydraulic pressure
only when the landing gear control lever is in the SURFACE LOCK LEVER LATCH
DOWN position. The brake assembly consists of
two opposing units of brake lining separated by a
AAl-177
floating annular disc to accomplish stopping action. Figure 1-33
No adjustment of brakes is required during the life-
time of the lining.
HYDRAULIC BRAKE NORMAL CONTROL.

The hydraulic brakes are normally actuated by toe As the Hytrol brake is a friction-type brake,
pressure applied to the hinged rudder 'pedals (27, fig· steady application may cause overheating;
ure 1-6). The pressure applied to the brakes is in pro· therefore intermittent application is recom-
portion to the pressure applied to the brake pedals. mended.
HYTROL ANTISKID BRAKE SYSTEM.
Note
The Hytrol antiskid brake system, a modulated autO' Not installed on YC·1l8A aircraft AFS3-
matie skid-corrective type of control, operates as an 3229 and AF53-3240 (Goodyear spot brakes).
auxiliary to the regular braking system. It assists the
pilot during landing by automatically preventing
wheel skidding, thus providing the greatest possible Antiskid Switch and Warning Light.
braking efficiency and helping to prevent blowouts.
The system prevents wheel skidding by' automatically An ON·OFF antiskid switch and a warning light are
controlling the metered brake pressure applied by the installed on the support bracket of the pilot's radar
pilot on the brake pedals. This control is made pos· scope (21, figure 1-7. sheet 1; and 20. sheet 5). The
sible by means of detector units in the main landing switch is used to select either normal braking (OFF
gear axles, and electrical control circuit, a brake-pres- position) or antiskid braking (ON position). When the
sure, modulating accumulator, and electrically operated switch is placed in the ON position and the warning
valves in the brake metered pressure lines. light is off, the system is operating normally. When
the switch is placed in the OFF position, or the sys·
(
Normal antiskid braking technique should be used. tem has malfunctioned, the warning light will illu-
The Hytrol equipment applies control of the braking minate. When the antiskid system fails, the fail,sAfe
operation only when the landing gear wheels approach circuit is energized to automatically revert the brake
a skid condition. The Hytrol system is designed to system to standard. A circuit breaker, placarded
remain safe in case of unit malfunction, and it can be INOP. LIGHT - ANTISKID, is located on the main
turned' off by the pilot to revert the brake system to junction box circuit breaker panel (figures 1-23
normal operation. through 1-25).

1.60
 T.O. IC·IISA·I Section I

Figure '·34
All other hydraulically actuated units will be
inop~rative.
It is possible to have a malfunction or material
failure of the antiskid system and not get an accom-
panying warning light indicatioDo Whenever a mal- • On YC·118A aircraft Ar53·3229 and AF53·
function is noted or suspected the first action should 3240 in the BRAKE SYSTEM position, the
be to turn the aotiskid system OFF" Caution should emergency hydraulic pump selector valve
be taken to insure the brake pedals arc Dot depressed will direct pressure from the emergency hy.
when tbe switch is turned offo draulic pump to the brakes only. The cargo
HYDRAULIC BRAKE EMERGENCY CONTROL. doors are sealed shut.

If the normal hydraulic system fails to deliver sufficient

PARKING BRAKE HANDLE.
pressure to the brakes, the emergency hydraulic pump
selector valve lever (figure 1·28) should be positioned
The parking brake handle is mounted on the control
to BRAKE SYSTEM and the emergency hydraulic
pump switch turned ON to supply emergency hy· pedestal (figure 1·8). To set the parking brakes, make
draulic pressure (Q the brakes. certain full hydraulic pressure is available, depress
the brake pedals, and then move the parking brake
handle to the ON poistion. releasing the brake pedals
while holding the parking brake handle position.
Under no drcumstanccs should the main land-
ing gear hydraulic brakes be applied by use Brake engagement can be checked by moving the park-
of the emergency hydraulic pump, either ing brake handle forward. Fr~edom of movement in-
during or after gear retraction. dicates that the parking brake is engaged. To release
the parking brakes, fully depress brake pedals.
Note
• In the jlRAKE SYSTEM position, the emer·
gency hydraulic pump selcct,or, valve wilt, Note
dlrecc pressure from the emergency hydraulic Minimum pressure for satisfactory setting of
pump to the brakes and the cargo doors only. the parking brakes is 1400 psi.
1.61
Section I T.O.IC·lleA·1

in the center of the main instrument panel. Each ta-

chometer is calibrated from 0 to 4500 in rpm.

Care should be taken when setting the park.

ing brake because it is possible to inadvert· CYLINDER HEAD TEMPERATURE INDICATORS.
ently set the brakes in the wheels of one side Two dual.indicating cylinder head temperature indio
only. cators (23, figure 1·9, sheet 1: /IUd 24, sheets 2 /IUd 3),
located in the center of the main instrument panel,
EMERGENCY AIR BRAKE HANDLE. are energized by 28·volt dc. Each indicator is calibrated
An emergency airbrake handle, instaJled on the main from -50 to +300 in degrees centigrade.
fire control panel (figure 1'35) has positions OFF,
HOLD, and ON. In operation, the. handle controls and ADI SYSTEM PRESSURE INDICATORS.
meters the release of pressurized air into the brake
~ystem for emergency operation. The brake hydraulic
Two dual·indicating ADI (water·alcohol) system pres·
system must be bled after operation of the airbrake sure indicators (31, figure 1'9), located in the center of
the main instrument panel, are energized by 26·volt
system to eliminate erratic hydraulic brake operation. ac. Each indicator is calibrated in psi from 0 to 35 and
registers the ADI system pressure to its respective
Not. engine.
Sufficient air pressure is available for three
fuJI applications of the brakes. FUEL PRESSURE INDICATORS.
Two dual·indicating fuel pressure indicators (]4, fig·.
ure 1'9, ,heet 1: IItld 25, sheets 2 mul 3), located in the
EMERGENCY AIR BRAKE PRESSURE INDICATOR. center of the main instrument panel, are energized
by 26.volt ac. Each indicator is calibrated in psi from
An emergency airbrake pressure indicator, located on o to 35.
the hydraulic and oxygen instrument panel (figll/'e
1·29), indicates pressure of the airbrake supply bottle. FUEL FLOWMETERS.
When the supply bottle used with the rype II (Good.
dch) b,rakes is fuJI, the indicator should read 1000 Two dual.indicating fuel flowmeters (35, figure 1·9),
psi. When the supply bottle used with the rype I located in the center of the main instrument panel,
(Goodyear) brakes is fuJI, the indicator should read are energized by 26·volt ac. Each indicator is calibrated
2000 psi. in pounds per hour from 100 to 2000.
INSTRUMENTS. OIL PRESSURE INDICATORS.

Two dual.indicating oil pressure indicators (5, figure

TORQUEMETER. 1'9, sheet I: mId 6, sheets 2 liPId 3), located in the cen·
ter of the main instrument panel, are energized by
Four torquemeters (4, figure 1'9, sheet 1: II",i 5, sheets 2
26-volt ac. Each indicator is calibrated in psi from 0
and 3), one for each engine, are located in the center
to 200.
of the main instrument panel and are energized by
26-volt ac. Each torquemeter is calibrated from 60 to
254 in psi of brake mean effective pressure. OIL TEMPERATURE INDICATORS.

Two dual-indicating oil temperature indicators (15,

MANIFOLD PRESSURE GAGES. figure 1'9, sheets I liPId 2: IItld 17, sheet 3), located in
the center of the main instrument panel, are energized
Two direct· reading dual·indicating manifold pressure by 28·volt dc. Each indicator is calibrated in degrees
gages, one for engines No. I and 2 and the other for centigrade from - 70 to + 150.
engines No.3 and 4 (13, figure 1'9, sheets 1 and 2:
and 15, sheet 3), are installed in the center of the main
instrument panel. Each gage is calibrated from 10
CARBURETOR AIR TEMPERATURE INDICATORS.
to 75 in inches Hg.
Two dual-indicating carburetor air temperature indi-
TACHOMETERS. cators (H. figure 1.9, sbeets 1 IItld 2: liPId 16. ,beel 1),
located in the center of the main instrument panel, are
Two self.energized dual.indicating tachometers (22, energized by 28·volt dc. Each indicator is calibrated in
figure 1'9, sheet 1: and 23, sheets 2 and 3) are installed degrees centigrade from -70 to + 150.
1-62
 T.O. IC·118A·I Sadlon I

OUTSIDE AIR TEMPERATURE INDICATORS, are on the dial face of the altimeter; each moves with
respect to the calibrated scale. The' pointer on the
Two outside air temperature indicators (33, figure 1·9, outside of the scales reads in hundreds of feet and the
sheets 1 and 2; and 4, sheet 3) are energized by 28·volt pointer on the inside of the scale reads in thousands
dc and are located as follows: one in the center of the of feet.
main instrument panel and the other on the instrument
panel at the navigator's station (figure 4'20)· Each in· CLOCKS.
dicator is calibrated in degrees centigrade from -50
to +50. Three eight·day docks are installed as follows: two on
the main instrument panel, one in front of each pilot's
AIRSPEED INDICATORS. seat (12, figure 1.9, sheets 1 and 2; and 14, sheet 3),
and one on the instrument panel at the navigator's
Three airspeed indicators are installed as follows: one station (figure 4'20). Each clock is spring actuated
in front of each pilot, on the main instrument panel and has a sweep second hand.
(9, figure 1·9, sheets 1 find 2; and 11, sheet 3), and one
on the instrument panel at the navigator's station ATTITUDE INDICATOR (H·5, H·6, OR J·B).
(figure 4'20). Each indicator is actuated by ram air
pressure obtained from the pitot heads and static pres· The aircraft is equipped with the H·5, H·6, or J·8
sure..The indicators are calibrated in knots from 0 attitude indicator (11, figure 1.9, sheet, 1 and 2; and
to 400. 13, sheet 3).

Nota
VERTICAL VELOCITY INDICATORS.
Aircraft AF53·3223 through AF53·3305 are
Two vertical velocity indicators are located on the equipped with the H·5 indicator. AF51·3818
main instrument panel (20, figure 1·9, sheet 1; and 21, through AF51·3835 have the J·8 indicator,
sheets 2 and 3), one in front of each pilot. The indio and AF51·17626 through AF51·17661, AF51·
cators are operated by static air pressure obtained 17667, and AF51·17668 have either the H·6
from the main static vents or the ice-free alternate or ]-8 indicator.
static source. The indicators are calibrated in feet ..
per·minute climb and descent from 0 to 6000 up and
from 0 to 6000 down.
The attitude indicator provides a constant visual indio
TURN.AND·SLlP INDICATORS.
cation of the pitch and roll attitudes of the aircraft.
Two turn·and·slip indicators are installed on the main Quck erection 'of the H·6 or J·8 gyro must be accom·
instrument panel (9, figure 1'9, ,heet 1; and 20, sheets plished immediately after power is supplied to the
2 and 3), one in front of each'pilot's station. The turn indicator by pullipg out the caging knob on the front
needle gyro of each indicator is energized by 28·volt bezel. The knob should be held in the extended posi·
dc. tion until the horizon bar and bar and bank index
cease to oscillate, at which time they should indicate
ALTIMETERS. zero roll and pitch within approximately 3 degrees.
The caging time will depend upon the position of the
Three pressure altimeters are installed as follows: two
on the main instrument panel, ODe in front of each
gyro; however, the longest time will be approximately
pilot's station (18, figure 1'9, sheet 1; and 19, sheets 2 10 seconds. Instantaneous erection may be obtained
and 3), and one on the instrument panel at the navi.. by holding the caging knob in the extended position
gator's station (figure 4·20), Each altimeter is sensitive when the power supply is turned on.
to changes in barometric pressure and is operated by
static air pressure from the main static vents or from

r:::::J.
the ice·free alternate static source. The altimeter meas·
ures feet of pressure altitude in 20·foot increments
from 0 to 50,000. A barometric setting knob, located
on the rim of the instrument, permits setting the appli.
cable barometric pressure, which is indicated through
a window on the dial face of the instrument. Three Since the caging device cages the' gyro to the
hands on the face of the altimeter are of unequal
length and function as follows: The longer hand indio true attitude of the aircraft and not to the
cates altitudes between O· and 1000·foot intervals in true vertical, the indicator should' not be,
20·foot increments; the intermediate hand indicates caged in Bight unless the aircraft'J$knoW'n
l000.foot intervals; and the short hand indicates to be in, straight and level Bight, dur!,ng the
10,OOO·foot intervals. Two triangular reference pointers caging procedure.
1.,63
 Section I
T.O. I C·118A·I

Not.
The H·5 attitude indicator cannot be caged
manually.

A slight amount of pitch error in the indica·

S·2 COMPASS SYSTEM (AF51.3818 THROUGH
tion of the J·8 attitude indicator will result
AF51·3835 AND AF53·3223 THROUGH
from accelerations or decelerations. It will AF53·3305).
a'ppear as a slight climb indication after a
forward acceleration and as a slight dive in· The aircraft is equipped with two separate S·2 compass
dication after deceleration when the aircraft systems. One system incorporates both the pilot'S and
is flying straight and level. This error will be the navigator's directional indicators, and the other
most noticeable at the time the aircraft breaks system incorporates the copilot's ,directional indica..
tor.
ground during the takeoff run. At this time,
a climb indication error of about 1% bar
widths' -will normally be noticed; however, For VC·118A aircraft AF53·3229 and AF53·3240, see
the exaCt amount of error will depend upon S·2 COMPASS SYSTEM - AF53·3229 AND AF53·
the acceleration and elapsed time of each 3240 and A·12 AUTOPILOT SYSTEM - AF53·3229
individual takeoff. The erection system will AND AF53·3240.
automatically remove the errOr after the
S·2 DIRECTIONAL INDICATOR.
acceleration ceaSes,
The S-2 directional indicator combines the functions
The indicator contains a warning flag that is visible of both a directional gyro and a magnetic compass to
whenever ,there is a shutoff of the power supply, an provide a stable directional indication. The S·2 direc·
tional indicator controller panel, located on' the main
improper phase rotation, or an open or short circuit
instrument panel (39, figure 1'9, sheets 1 and 3), is
in the instrument. During normal operation, the flag provided with a 2.position toggle switch to select
will disappear from view.
SLAVED GYRO for normal operation or FRE,E GYRO
for operation in regions near the magnetic poles, or in

c::::J
other areas where severe magnetic distortion occurs.
In SLAVED GYRO operation, the S.2 directional indio
cator repeaters, located on the pilot'S and copilot's
main instrument panel (10, figure 1'9. sheet 1; 18,
sheet 2; and 12. sheet 3) and on the instrument panel
The ]-8 or H·6 indicator should not be relied at the navigator's station (figure 4'20). will indicate
upon for flight indications if the warning flag the magnetic heading of the aircraft. In FREE GYRO
is visible in the face of the insrument. operation, the reading indicated is a gyro heading ref·
erence. In FREE GYRO operation only, the manual set
The H.5 indicator will erect and assume the proper
heading switch on the controller panel will increase or
operati,ng position. within 3 degrees roll arid pitch' in
from 20 to' 30 seconds after d·c power is supplied ,to decrease the indicated heading of the gyro and cause
the erection magnet. After the 'd-c erection cycle, nor- the annunciator pointer on the ,c~ntroller panel to de.
mal a-c power is supplied to operate the system. The fleet to the right or, left withtespect to its zero center
indicator will stabilize to indicate true attitude within position. The zero center position indicates that the
approximately 1 to 2Y~ minutes and a warning flag system is aligned to the magnetic meridian.
will be visible on the face of the indicator.

S·2 COMPASS SYSTEM;... AF53·3229 AND

AF53.3240.
The S·2 compass combines the functions of both a
directional gyro and amagrietic CompaSs to provide
a stable directional indication. The S·2 compass con·
Failure of the warning fiag to ,oscillate ap- troller panel (35, figure 1'10) located on the main
proximate,ly one time per second indicates instrument panel, is provided with a 2.positiontoggle
insufficient or,out-of:phase power supply, or switch toselect SLAVED GYRO for normal operation,
maifuncti,on' of the system. The attitude indi- or FREE GYRO for operation in regions near. ,the
cator should not be relied upon (lOder these magnetic poles" or in other ~reas, where s~vere ,.mag-
circumstances. netic distortion occurs. In SLAVED GYRO operation,
1.64
 T.O.IC·IISA·I Section'

the magnetic heading of the aircraft is furnished to For normal operation of the G·2 directional indicator.
the cards of the following instruments: The VOR.l the toggle selector switch on the main instrument
omni·bearing indicator at the radio operator's station, panel should be positioned to REMOTE COMPASS.
the copilot's VOR and ADF radio magnetic indicators However, in magnetically unreliable regions, such as
(RMI's), the navigator's ADF radio magnetic indicator encountered in higher latitudes, the main dial of the
(RMI), and the pilot's VOR course indicator (IPS) master direction indicator can be utilized as a free
on the main instrument panel in front of the pileit's gyro, by setting the toggle selector switch to FREE
seat. In FREE GYRO operation, the reading indicated DIR. GYRO position. Under this condition, the effect
on the instruments is a gyro heading reference. In of the remote compass transmitter is removed from the
FREE GYRO operation only, the manual set heading heading of the gyro element and the compass operates
switch on the controller panel wiIl increase or de· subject to the inherent drift induced by the earth's
crease the indicated heading of the gyro, and cause rotation.
the SYNC SIGNAL pointer on the compass controller The resetting knob on the indicator permits manual
panel to deflect to the right or left with respect to ~ts setting of the main dial to any desired heading. Pro·
zero center position. The zero center position indicates ceed as follows:
that the system is aligned to the magnetic meridian.
The S·2 compass gyro is nontumbling and does not
require caging. The S-2 compass system is energized
when power is supplied the 28·volt doC and U5·volt Ao Depress the knob firmly and rotate the main
a·c buses through the RADAR inverter switch. dial to the desired heading.
Bo Keep the knob fully depressed at the new head·
ing for at least 2 seconds.
A·12 AUTOPILOT SYSTEM - AF53.3229 AND
AF53.3240. Co Release the knob, avoiding any twisting mo·
An A·12 autopilot compass system is installed to tion.
furnish the magnetic heading of the aircraft to the
cardsof the following instruments: The VOR·2 eimni·
bearing indicator (OBI) at the radio operator's station,
the pilot's VOR and ADF radio magnetic indicators
(RMI's) , the navigator's VOR radio magnetic in; The normal correction rate of the remote compass
dicator (RMI), and both compass (A·12) repeater transmitter on the gyro element is 4 degrees per
indicators, which are located as follows; one oli ,tbe minute. If the difference between the correspondence
main instrument panel in front of the copilot's seat, indicator reading and the main dial gyro reading is
and one on the instrument panel at the navigator's large, as when starting the gyro, several minutes
station. The compass has no northerly rurning error, will be required before complete agreement between
therefore, drift is eliminated. There are no caging the transmitter and the gyro is effected. To eliminate
controls and the compass does not require 'resetting. this delay, the system may be synchronized by us<; of
The A·12 compass system is energized when power is the manual resetting knob.
supplied to the 28-volt d·c and lI5·volt a·c buses,
through the RADIO·ELECTRIC inverter. The compass gyro is of " non·tumbling type which
does nOt require caging.

G·2 DIRECTIONAL INDICATOR.

Some early aircraft are equipped with the G·2 direc·
tional indicator, which provides a stabilized, gyJ"O PITOT STATIC SYSTEM.
compass reading by combining the advantages of the
remote indicating compass and the free directional A ram and static pressure system is installed for
gyro in one instrument. The long period accuracy of operation of the altimeters and the airspeed, vertical
the average compass heading is retained and also die velocity, autopilot altitude control, and cabin pressure
short time accuracy of the gyro, while the short control instruments. The system consists of two pitot
period oscillation of the compass and the long tiriii, ; heads located on top of ,the nose structure (40, figure
drift error of -the gyro are eliminated. - -' 1·3), with twO main static sources (39, figure 1·3), and
an ice-free alternate static source located inside the
The correspondent indicator, located in the center of-, fuselage, aft of the rear pressure dome in the tail cone.
the dial of the master,direction indicator, is electrically The pitot heads and main static vents are protected
connected to the remote compass transmitter, furnish- against ice accretion by internal electric heating ele-
ing an unstabilized magnetic compass reading at all ments controlled by the pitot heater switch mounted
tim~s. . on the upper instrument panel (figure 1'11),
 Section I
T.0.IC·1l8A·1

Not. Celluloid blowout discs, red for thermal expansion

Some aircraft have sealed tail cones. On these and yellow for manual discharge of CO 2 , are installed
aircraft, when the alternate static source is in the area of the' CO2 cylinder locations (14, 20, tmd
being used, the readings on the airspeed indi- 21, figure 1-3) to give visual indication that CO2 has
cators and altimeters will be approximately been discharged and that the respective CO2 cylinders
the same as when the main static sources are must he replaced. Five portable hand-operated fire
being used. If the tail cone is unsealed, the extinguishers are provided .(1, figure 3-4) for use on
alternate static source will provide sub-nor- fires in the cockpit and cabin.
mal readings. (See Append;" .)

On VC-118A aircraft AF53-3229 and AF53- Main Fire Extinguisher Seledor Valve Handles.
3240, the airspeed indicator and altimeter in-
Eight fire extinguisher selector valve handles are mount-
stalled in the stateroom are connected to the
ed in a row on the main fire control panel (figure 1'35)
copilot's pitot static system.
immediately below the glareshield. The handles are
identified from left to right, starting inboard of the
left CO2 discharge handle, as follows: FWD BAG,
STATIC SOURCE SELECTOR SWITCH. HYD ACC COMPT, engines 1, 2, 3, 4, HEATER
Two static source selector switches, one outboard of COMPT, and AFT BAG. Each handle selects the area
the pilot's seat (20, figure 1'7. sheet 1; 22. sheet 3; for CO2 discharge but does not discharge CO2 , The
engine section selector valve handles also operate tbe
tmd 19, sheet 51, and one outboard of the copilot's emergency shutoff valves at the firewall.
seat (17, figure 1'7. sheet 2; 23, sheet 4; tmd 22, sheet 6),
permit selection of either the NORMAL static source
or the ALTFRNATE ice-free source, for either set of Main Fire Extinguisher CO, Discharge Controls.
instruments.
Two CO 2 discharge handles, one for each bank of CO2 ,
EMERGENCY EQUIPMENT. are mounted on the outboard ends of the main fire
control panel (figure 1'35) and are identified as follows:
FIRE EXTINGUISHING SYSTEM. LH CYL and RH CYL (see Section IV for heater fire
controls).
Each engine nacelle area, the lower cargo compart-
ments, the hydraulic accessories compartment, the
heater compartment, and the wing anti.icing heaters FI re Detedor Test Switches.
are protected by the main CO2 fire extinguisher system.
Six CO. cylinders in two banks (three in each bank) Fire detector test switches, mounted on the heater fire
are installed in the fuselage nose section. The three cyl- control panel (figure 4'10), provide a means of testing
the detector circuits.
inders in each bank are manifolded to a single tube
serving as a common supply line to any area pro-
tected by the main CO 2 system. The wing and tail anti- Auxiliary Power Unit CO, Discharge Switch.
icing heaters and the cabin heater CO 2 systems are
electrically actuated; the four nacelles and the under- One guarded CO 2 discharge switch is installed on. the
lloor compartment CO 2 systems are mechanically auxiliary power unit panel (figure 4-28, sheet 1). Oper-
actuated. The tail anti-icing heater, the cabin heater, ation of the switch will automatically discharge CO2
and the auxiliary power unit are protected by in- into the auxiliary power unit housing. On AF53-3223
dividual bottles of CO2 , The cabin heater is also through AF53-3305, the auxiliary power unit CO2
protected by the main CO2 system. Strategically located selector and discharge switches are located on the
fire detectors actuate fire warning lights on the main heater fire control panel (figure 4·10. sheet 1).
fire control panel, the auxiliary power unit control
panel, and on the heater fire control panel.
Main Fire Extinguishing System Indicators.

Dual warning lights, mounted in each fire extinguish-

Not. ing selector valve handle and CO2 discharge handle
Each nacelle is divided into three zones: Zone (figure 1-3j), are illuminated by action of thermal
I, the power zone; Zone II, the engine acces- fire detectors installed in the critical areas or by ac-
sories sections; and Zone III, the area aft of tuation of the respective fire detection test switches.
the firewall. Zone I has fire detectors only, Dual lights are installed to insure indication in the
while Zones II and III have both fire detectors event of failure of either bulb. Thermocouple-type
and CO. protection. fire detectors are mounted in each nacelle area, for-

1-66
 T.O. ! C-lISA-! Sedion I

MAIN FIRE CONTROL PANEL

•. H (JIll( IlACBU
co, SElECIOR lilY! l1li
FLUID SIUIOFF lilY!
£11ISIIICl III WDUS
IIAII ...,"'-,

IlOlAUue
leCEssOtIES
COI'IIlIEII SELEClDI
YAlIE W11L'--

ENGINE SElECIOR KINDLES OPERATE ARE ExnNGUISHER SELECTORS

ARE EXTINGUISKER SElECIOR VllVE
INO ENGINE flUID SNUT·OFF YllYES PUll IIIGINE DR COIPIRIIENI SELECIOR KIIIOLE
BEFORE mUSING FlRSI CD, OISCNARGE

PULL ENGINE DR CDIPIRIIENI SELECIOR KINDLE

OUI IGIIN BEFORE mUSING SECOND CD, DISCHARGE

Figure 1-35

ward and aft of the firewall, and thermal switch fire Firewall Shutoff Valves.
detectors are located in the lower fuselage compart~
Fuel, oil, and hydraulic fluid (inboard nacelles only)
meats. If a fire is detected in an area protected by CO 2 •
emergency shutoff valves are mounted in the nacelle
the light on the appropriate selector valve handle and
area to shut off the flow of fluids to the engine section.
the lights on both CO 2 discharge handles will illumi-
The valves are mechanically actuated by the respective
nate. In the veent of a fire warning in Zone I of a
engine fire extinguisher selector valve handles mount-
nacelle, the light on the respective selectOr valve COD-
ed on the main fire control panel (figure 1-35)·
trol handle will illuminate, but the lights on the
discharge handles will nOt illuminate, since no CO 2
discharge is provided for Zone 1. CREW L1FERAFT_
One liferaft is provided for the flight crew and is
stowed in the flight compartment (12, figure 3-3).

Auxiliary Power Unit Fire Extinguishing System

Indicator.
On AF51-3818 through AF51-3835, AF51-l7626 CABIN L1FERAFTS.
through AF51-17660, AF51-17667, and AF51-17668, a A sufficient number of liferafts are stowed aboard the
dual red light is installed adjacent to the auxiliary aircraft to accommodate the crew and all passengers.
power unit CO 2 discharge switch on the auxiliary
power unit panel (figure .-28. sheet 2) and will illu·
minate in the event of a fire warning in the auxiliary EMERGENCY RADIO TRANSMlnER.
power unit.
An emergency sea rescue radio transmitter is stowed
On AF51·17661 and AF53·3223 through AF53-3305, a in the flight compartment (11, figure 3-3).
dual red warning light is installed on the heater fire
control panel (figure 4-11), and on the auxiliary power ESCAPE ROPES.
unit panel (figure .-28. sheets 3 and 4). The warning
lights on both panels will illuminate to indicate a Escape ropes (3, figure 3-3), attached to the cabin
fire warning from the auxiliary power unit, or will structure above the emergency exits, are of sufficient
illuminate when the respective test switch is depressed. length to provide safe contact with the ground.
1_67
Section I
T.O. I C·118A·I

NO. FLUID NATO

TANKS SPECIFICATIONS
SYMBOL
4 MII...Q·6082,Grode1065CoId Weather
MIL-0.6082,Grade II 00 Normal 0.117
Auxiliary 011 MIL_0_6082
0.117
Diluted 50% with fuel
Water-Alc ohol 4 Methyl Alcohol 50/50 Mixture
SpecMIc:otlon f60/40 Mixture
'O.M·32, Grode A Belo~·400C [_40 0FJI
(Primary) Ethyl {Corro.IJo~
Alcohol SpeclH. ~~ntlve
cation MIL.A. 2/3 of 10/.
(
6091 (Alterno~et WC!.'er u':i~

APU OIL
Andover MIL_0_6OS2, Grade 1065 0.117
GTP70-9 MIL-L-780S
GTP70·60 MIL-0-60S6,Ltght-Above-9°C (15°f)
MIL-0_6OSI, Grade 1010
-From-26° C I-15°F) TO- 9°C (fSO"F)
MIL-0·608T, Grade 1905·- ~ ..--
-From-55°C'f- 67".F"iTO-26°C 1~ 14<iFJ
fuel S or 10 MIL-F_5572, Grade 115/145
F·22
(see notel
Oxygen
Hydraulic
Fluid H·SIS
Cabin UNIVIS 54 or Solvis 200
Supercharg e' 2 *Skydrol
Outboard
Engines
Note: Alternate fuel grade 100/130 permissible (see limits In Sec-
tionV).
*Alrcraft AF53-3223 through AF53-3305.

3 2

13 12
15 "
o

1. CUTBCARD MAIN FUEL TANK FILLER NECK O. AUXILIARY OIL TANK FILLER NECK
2. FUEL TANK DIPSTICK STCWAGE
CUTBCARD ALTERNATE FUEL TANK FII:LER NECK
n.
CABIN SUPERCHARGER lOlL TANK FILLER NECK
3.
12. CUTBCARD ENGINE lOlL TANK FILLER NECK
4. CUTBCARD WATER.ALCCHCL TANK FILLER NECK
5. INBCARD MAIN FUEL TANK FILLER NECK 13. INBCARD WATER·ALCCHCL TANK FILLER NECK
6. INBCARD ALTERNATE FUEL TANK FILLER NECK 14. INBCARD ENGINE lOlL TANK FILLER NECK
7.
8.
9.
ALCCHCL DE·ICING TANK FILLER N~CK
GTPU·70 APU lOlL FILLER NECK
CXYGEN FILLER VALVE
15. WATER SUPPLY TANK FILLER VALVE
16. ANDCVER APU lOlL FILLER NECK
17. HYDRAULIC RESERVCIR FILLER NECK
(

1·68 fl'igure 1·36

 T.O. IC-118A-1 Section I

RETAINING HARNESS KITS. Third Crew Member Seat.

Some aircraft are e~l1ipped with retaining harness kits An auxiliary seat, adjustable forward and.aft, is pro-
to provide for the safety of personnel during emer·
vided for the use of a third crew member -and is
gency jettisoning. The kits are stowed in a container located aft of the control pedestal. When stowed, the
attached to the rear cargo door. seat folds against the side of the companionway. A
safety belt is fastened to the seat.
EMERGENCY ESCAPE HATCHES.
Five emergency escape hatches, two on the left side AUXILIARY EQUIPMENT.
and three on the right side, are provided (figure 3·6).
The hatches are opened by means of handles located The following operational equipment is described in
in the lower portion of each hatch and are operated Section IV:
from the inside or outside of the aircraft.
Air Conditioning System
MISCELLANEOUS EMERGENCY EQUIPMENT. Cabin Pressurization System
Miscellaneous emergency equipment is shown in Anti·Icing Systems
(figure 3'3 )for C-USA aDd VC'U8A aircraft.
Deicing Systems

Communication and Associated Electronic

Equipment
Lighting Equipment
SEATS. Oxygen System
Pilots' Seats.
Auxiliary Power Unit Navigation Equipment
The pilots' seats are installed on tracks and provide Autopilot
forward·and·aft and vertical adjustment as well. as
reclining adjustment. Each seat is equipped with a Troop Carrying Equipment
safety belt and shoulder harness attachment. The . Passenger Carrying Equipment
controls for seat adjustment are mounted on the out-
board. side of each seat and are conventional in oper· Cargo Loading Equipment
ation. The seats are moved to the extreme rear position
to facilitate entry. Miscellaneous Equipment

1·69/1-70
· - • •

T.O. lCOllS.... l Section 11

SECTION II

normal procedures
TABLE OF CONTENTS
Before Entering the Aircraft •.•........• , ..... ,', ...• ,., .....•..••••• , •.•.•.•..........••..... , .. 2.2
Pilot's Preflight Checklist .. ,., ........•.•...." .••• ,',., ••.•.......•.•.•.....••.........••• , 2.3
Gew Engineer's Preflight Checklist ... , ...... , ..... " ...... " ................................. , .• " ...• 2·7
Pre.Cockpit Check ......... " ........... , .•. , ... , ... , .... , .......... , ..................... , ...... , .2.14
Before Storting Engines ................................................................................ 2.14
Starting Engines ................. , ................................................... , ........................ 2.15
Before Toxllng Check ......................................................... , ....................... 2.16
Taxiing .................................................................................... " .......................... 2.16
'1axllng Check ........ , ........................... , .........................................." ...................... 2.17
Engine Runup ................................. , .......................................................... 2.17
Defore Takeoff .. ,.... , ................................. , ............................................. 2.21
Takeoff .. ,., .............. , .............. ; ..................." .................................................. 2.21
After Takeoff Climb •• , .. , ...... , .................... , .. ,......... , ........... , .................... 2.25
En Route Climb ..... , •. ,............ , ......... , .................................................. 2.25
Cruise .... " ...... " ............. , ...................................................................... 2.26
Flight Characteristics ...................................." ..................................... 2.26
Systems Operation .................................................................................. 2.26
Descent ................................................................................................ 2.26
Cruising Descent Check .... , ................................................................. 2·26
Maneuvering Descent Check ................................................................. 2.27
Before Landing ................................................................ , ..................... 2.27
[lefore Landing Check ............................................................................. 2·27
Landing .•.... , ........... , ................................ : ......................................... 2·27
After Landing ... , ............ , ...... , •. 00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . : ; • • • • ; . . . . . . . . 2.29
After Landing Check .............................................................. , ........ :., ........ 2.29.
Four.Engine (ia-A .. und .............. , ........... , ............... , ................................ 2034
Taxiing and Shutdown ............ ~.;., .......... , ........ ~ ..... , .......... ; ............ : ......... 2.35
Before Leaving Aircraft .• , ............ " .•. " ...................... , ........ , ........................ 2·35
Abbreviated Checklist ......... , ..... ,............. ;, ..... " ............................................ 2·36

2.1
 Section II T.O. lC.118A.l

LIST OF IllUSTRATIONS

Number Title Page

2.1 Exterio r Inspect ion .•••.... ~ ........ ~ .....•..•• .•...•.... •.•.•.•.. ......••.. ••.•...•. 2-5
2.2 Minimum Turning Radius_ ••••••• ~.'..... ~ •••••••• ~~.'•• ~.:. •• ········f·
·'~······· .... ~. 2.18
2·3 Takeof f Pattern s ......... ......... . , ....... , .......... ..... , ......... ......... 2.22
...... .
2.4 Landin g Pattern s .•..••.• , •.•••.•.•••. ,", ...•.••..•..••••••.••.•.•••••.•••••..••
•.••• 2.30
2·5 Liftoff, Landin g and Stall Speeds ... " .......... .......... .......... .......... 2·32
.. ..

BEFORE ENTERING THE AIRCRAFT. TAKEOFF AND LANDING DATA CARDS.

FLIGHT RESTRICTIONS. Takeof f aod landing data cards are contain ed in the
For flight restrict ions on the aircraft , refer to, Sec- pilot's Abbrev iated Flight Crew Checkl ists, T ,D,
lC.1l8 A.CL. l·l, Compute the takeoff and landing
tion V.
data - cards as illustra ted in the mission plannin g
section of the Appendixo
FLIGHT PLANNING.
Flight plannin g data, such as require d fuel, airspee d, CHECKLISTS.
power setnngs , en:, necessary -to complete tne proposed
mission , should be determ ined by using the operati ng Fligbt ctew checkl ists ate provide d in botb amplifi ed
data contain ed in the A.ppendix. and abbrevi ated' form. The Flight Manual contain s
only the amplifi ed checkl ists; .tbe. abbrev iated check·
lists are issued as separat e technic al orderso

The checkl ists .appear jng hereaft er will covet two

WEIGHT AND BALANCE. categor ies:
Check the aircraf t weight and balance (refer to the (A) Mandatory Checkl ists ..tbese cover pbases of
Handbook of Weigh t and Balance, T.O. 1.18·40). action that shall be performed in conjun ction with
Check the takeoff and anticip ated landing gross direct referen ce to the"app ropriate "checklisto
weight s. Make certain .that the weight and belance
clearan ce (Form F) is satisfactory. A. load adjuste r (B) Non.Mandatory Checkl ists..these cover pbases
is stowed in the /light compa rtment (6, figure 1·3). of action which canDot be'-p'erformed safely in, con-
junctio n with direct _r~fere_n~e to 'a checkl isto The
Make certaiq that the weight grades of fuel, oil, and
flight crew is require d to' review these checkl ists
special equipm ent carried are suited to the mission before enterin g the indicat ed phtise of action or to
to be perform ed. Refer to Section V for weight limi- use them f<n _cleaD~p purpos es after an emerge ncy
tations of the aircraft . procedu re has been' completedo
2·2
 T.O. IC-Il8A _1
Sectlol lil
AIl checkl ists in Section s II. and Villare mandat ory. Ackno wledge ment: Prior to execution, every com·
with the excepti on of the takeoff and landing check-
mand will be. repeate d by the receiver .to insure
lists ..
proper unders tanding of the transmission. An excep-
The pilot is respon sible for proper use of the check.. tion to the above rule may be made during the final
listso Accom plishme nt of each item will be indicat ed approa ch on a GCA letdow n. Here, the pilot may direct
by the proper respons e" Steps that require coordin a. the copilot not to acknow ledge his comma nds to pre·
tion betwee n crew members are indicat ed by a circle vent interph one transmission from interfe ring with
around the sequen ce number and the letter, in pareo .. the control ler's instructions. In this situatio n, if it is
thesis, followi ng the action taken indicat es the not certain what the comma nd was, the copilot will
respon sible crew member, (i.e. (P». These will be momen tarily press his mike button and state, "Say
completed by the challen ge and reply method while again." The pilot will then repeat his origina l trans·
all other steps will be completed sHendy by the crew mission. After the origina l contact has beenes tab·
enginee r" lished, it is not necessary during subseq uent transmis·
sions to identify the crew membe r being called.
Whenever a checkl ist item is affecte d by climati c
conditi ons or hours of darkne ss, CLIMATIC or AS AIR CREW VISUAL INSPECTION.
REQUIRED will be indicat ed on the checkl ist for
the usual action entry" During accomp lishmen t of Check Form 781 for status of the aircraft . It will be
the checkl ist, the actual positio n of the unit may he the respons ibility of die pilot to insure that an interio r
stated in respon se.
and exterio r visual inspect ion is comple ted. It will
also be the respons ibility of tho pilot to insure. that
INTERPHONE PROCEDURES AND PHRASEOLOGY. each crew membe r has accomplished his individ ual
To implem ent standar d interph one procedures and inspect ion require ment as outline d in Sections II and
phraseology, the followi ng will be used during all VIII (see figure 2·1 for suggested route to be followe d).
ground and air operations.
Note
Nomen clature : For purposes of identification of
crew members, th-e following. list is submit ted:
e The air crew visual <inspection proced ures
described in this section are predica ted on
the assump tion that mainte nance person nel
A. Pilot: The occupa nt of the left seat in the have comple ted all the require ments of the
cockpit regardless of his positio n on the crew. Handb 'ook of Inspec tion Requir ements ,
B. Copilot: The occupa nt of the right seat in ](:;.118&6 for Preflig ht or Thru Flight; there·
the cockpi t regardless of his positio n on the fore, duplica te inspections and operati onal
crew. Freque ntly, during trainin g, the instruc- checks of systems by air crew membe rs have
tor pilot or the ;tudent pilot will occupy the been elimina ted, except for certain items re-
right seat; nevertheless, he will be referred to quired in the interes t of flying safety.
as copilot.
C. Crew enginee r: The crew membe r seated aft
e When the aircraf t is flown in regular ly
schedu led airline type operati ons, or when
of the control pedestal and betwee n the pilots. assigne d missio ns requirin g interme diate
stops, it is unnece ssary for the flight crew
to, perform all the normal inspect ions' en..
Identif ication : The crew membe r who is being called
route o ~nder these conditi ons only a portion
will be identified lirs<, followed by the identification of the normal ly require d inspect ion checks
of the transm itter, for example, enginee r from pHoto is necess ary for safe operati on . . Accord ingly,
Sequen ce: Pilots will always state· the unit they desire for those instanc es when thru-fli ghts will
occur, '(',)Dly those items marked with an
to !Ie actuate d first. and then state what is to be done asteris k must be performed or, accomp lished. .
stcona. for example, gear up. flaps 20 degrees. rpm Howev er, additio nal c:hecks may be perform ed
2300, manifo ld two live, etc. at the discret ion of the flight crewo

Termin ology: The followi ng will be stated as indio

PILOT'S PREFLIGHT CHECKLIST.
cated to preven t ambigu ous, confusing, or incompre~
hensive terminologies:
A. Rpm: Twenty ·three lift.y or two thousand.
B. Throttl e setting: Manifo ld two two or mani·
fold four live.
C. Flaps: Twenty degrees or full up.
r::::J
As a preflig ht check, spedal attentio n should
be given the altimet er to assure that the
1O.000-foot pointer is reading correctly. It

2-3
s.ctlon II T.O. IC.IlBA·1

is possible for the correct reading to be set 2. APU air iotake aod exhaust port (if iostalled)
in the Kollsman window while the altimeter _ CHECK TO BE CLEAR OF OBSTRUCTION.
reading is 10,000 feet in error.
3. APU CO2 discharge iodicatiog discs (if iostalled)
_ CHECK FOR GENERAL CONDITION AND IN·
BEFORE EXTERIOR INSPECTION. STALLATION.

1. Form 781 - CHECKED.. 4. Wiog leadiog edge _ CHECK FOR CRACKS,

DENTS, OR HOLES.
2. Ignition switches - OFF.
50 Service access plates aod inspection plates -
CHECK TO BE SECURE AND FLUSH WITH
3. Trim tabs-NEUTRAL. FUSELAGE. FOR FUEL TANK DRAIN ACCESS
PLATES TO BE CLOSED AND SECURED, IT
IS NECESSARY THAT THE VALVE BE IN THE
TANK TO SYSTEM POSITION DUE TO POSI-
EXTERIOR INSPECTION. TIONING SAFETY DEVICE INSTALLED.

6. Fuselage skio aod fairiog - CHECK FOR CUTS,

NOSEWHEEL WELL. SCRATCHES, DAMAGE BY GROUND EOUIP·
MENT, AND EXCESSIVE STRESSES AND
1. Radome _ CHECK FOR CRACKS, DENTS, AND STRAINS AS INDICATED BY PULLED RIVETS
GENERAL CONDITION AND ALIGNMENT. OR OIL CANS;. ALSO, CHECK FOR GENERAL
CONDITION.
2. Pitot heads _ CHECK THAT COVERS ARE RE·
MOVED, GENERAL CONDITION, AND ALIGN-
7. Belly scoop _ CHECK FOR GENERAL CONDI·
MENT.
TION, DENTS, AND FREEDOM FROM OBSTRUC·
3. C02 dischatge discs _ RIGHT AND LEFT FOR TION.
CONDITION AND INSTALLATION (YELLOW:
MANUAL DISCHARGE; RED: THERMAL DIS· FUSELAGE TO RIGHT MAIN GEAR.
CHARGE). 1. Fuel leaks - CHECK GENERAL APPEARANCE
ALONG SPAR.
4. Static source iotake holes - OPEN, NOT PLUG-
GED OR PAINTED OVER (RIGHT AND LEFT). 2. Wiog draio holes _ CHECK THAT ALL HOLES
ARE UNPLUGGED.
5. C02 botdes _ TWO BANKS OF THREE BOTTLES
EA1:H, ONE BANK ON EACH SIDE OF NOSE· 3. Skio - CHECK FOR CUTS, SCRATCHES, EXCES·
WHEEL WELL. SIVE STRAINS, DAMAGE BY GROUND EQUIP-
6. Geoeral condition - CHECK GENERAL CONDI- MENT, OIL CANNING, CORROSION, AND GEN.
TION OF HYDRAUI.IC LINES, CABLES, DUCT- ERAL CONDITION.
ING FOR WINDSHIELD AND RADOME HEATING,
TIRE FRICTION BRAKE, WIRING, DOORS, AND 4. Pressure cootrol valve opeoiog - CHECK OPEN·
ACTUATING STRUTS. ING FOR FOREIGN MATTER AND DENTED OR
BROKEN BAFFLE PLATES.
7. Gear uplatch - CHECK FOR PROPER UNLATCH
POSITION, EVIDENCE OF DAMAGE, AND GEN· 5. Maio gear _ .CHECK STRUT FOR GENERAL
ERAL CONDITION. CONDITION, OLEO EXPOSED A MINIMUM OF
APPROXIMATELY 3 1/4 INCHES (FOUR FIN·
8. Nose gear - eH ECK STRUT, TIRE WHEEL GERS), FITTINGS FOR LEAKAGE, AND TIRES
PLA TE, CRACKS IN TORQUE LINK, AND NOSE· FOR GENERAL CONDITION AND SLIPPAGE.
WHEEL COLLAR. STRUT SHOULD BE EX- CHECK ACTUATING CYLINDERS, LINES,
TENDED 2 TO 10 INCHES. CHECK WHEEL FITTINGS, AND LUGS F OR TIGH:rNESS AND
FOR GENERAL CONDITION, AND TIRE FOR SECURENESS; CHECK MICROSWITCHES FOR
INFLATION AND SI.IPPAG E; CHECK MICRO· GENERAL CONDITION AND BUN GEES AND
SWITCH ON SCISSORS, GROUND STATIC WIRE, CABLES FOR TAUTNESS AND EVIDENCE OF
TAXI LIGHT FOR CLEANLINESS, AND GEN· FRAYING.
ERAL CONDITION OF NOSE GEAR.
6. Fuel draio chutes - CHECK TO BE RETRACTED
9. Outside air temperature bulbs _ CHECK FOR SE· AND FLUSH WITH NACELLE FAIRING; QHECK
CURENESS (LEFT AND RIGHT). FOR EVIDENCE OF LEAKAGE AND GE,NERAL
NOSE TO BELLY SCOOP. CONDITION.

I. Pressure dump door - CHECK GENERAL COND- 7. No.3 water·alcohol veot - CHECK TO BE CLEAR
ITION AND PROPER POSITIONING. OF OBSTRUCTION.
2·4
 T.O. IC-1I8A-I Section II

[XTERIOR INSPfCTION

AAl-192"
Figure 2-1

INSIDE WHEEL WELL NO. 3 CHECK. 9. Hydraulic dampener _ CHECK FOR SECURENESS
AND GENERAL CONDITION.
1. Parker drain valve, booster pumps, and tank
selector valve - CHECK BULKHEAD PLATES 10. Heater fuel strainer drain valve - CHECK FOR
FOR STRAINS AND GAS LEAKS, A ND ALL LEAKAGE.
VALVES, PUMPS, AND FUEL LINES FOR
CONDITION AND LEAKAGE. CHECK VALVES NO. 3 NACELLE CHECK.
FOR POSITION AND SAFElYING.

2. Wheel well area _ CHECK GENERAL CONDI-

1. Cowl flaps _ CHECK FOR EXCESSIVE WEAR,'
TION OF EXPOSED WIRING, CONDUITS, FIT-
TINGS, CABLES, PULLEY, TUBING, AND BINDING, LOOSE OR BENT CONNECTING
LINKS, LUBRICATION, AND GENERAL CONDI-
ACT.UATING STRUTS AND SPARS FOR CRACKS.
TION.
3. Heater fuel selector valve - CHECK TO BE IN
TANK SYSTEM POSITION AND SAFETIED. 2. Exhaust stacks and deflectors _ CHECK EX-
HAUST BAFFLING, COLLE CTOR RING,AND
4. Gear upIatch _ CHECK FOR EVIDENCE OF CLAMPS FOR INSTA LLA TION AND SECURE-
STRAINING AND JAMMING AND THAT THE NESS.
LATCH IS POSITIONED APPROXIMATELY 45
DEGREES FROM A VERTICAL LOCATION. 3. Intake stacks _ CHECK FOR FUEL LEAKS.
5. Water-alcohol tank - CHECK GENERAL CONDI- 4. Rear of engine _ CHECK FOR LOOSE ARTICLES,
TION. RAGS, INDICATIONS OF LEAKS, AND FIRE
6. Water-alcohol pump and strainer _ CHECK PUMP DETECTORS ON DISHPAN.
FOR PEELED PAINT OR CRACKED HOUSING.
WHICH INDICATES A BURNED-OUT MOTOR. 5. Engine oil leaks - CHECK NACELLE AND
CHECK STRAINER FOR GENERAL CONDITION, GROUND UNDER THE ENGINE FOR OIL LEAK-
SECURENESS, AND DRAIN VALVE TO BE AGE.
CLOSED.
60 Carburetor air and oil radiator airscoops - CHECK
7. Water-alcohol drain valve - CHECK TO BE IN GENERAL CONDITION OF SCOOP COWLING,
TANK TO SYSTEM POSITION AND SAFETIED. THAT NO FOREIGN HATTER IS IN THE SCOOP
INTAKE AREAS, AND GENERATOR BLAST
8. Firewall shutoff valves - CHECK THAT VALVE TUBE IS CLEAR AND UNOBS TRUCTED.
IS CONNECTED WITH ACTUATING LINKAGE
AND POSITIONED AT APPROXIMATELY 45 7. Cowling _ CHECK THAT ALL CAM LOCKS ARE
DEGREES TO TilE HORIZONTAL POSITION. SECURE AND THAT COWLING FITS PROPERLY.
2-5
 Section II T.O. IC-IISA-I

8,. Froot of engine _ CHECK FOR LOOSE OR tank.. The vent, for each,- 'outboard- mai n- tank is
FRAYED IGNiTiON CA BLES AND LEADS, located near eac.b' wing tip, and, ,me ihree other.
FOREIGN MATTER, AND EXCESSIVE OIL ven ts are grouped~ .together outboard of the wing
LEAKS. splice on the underside of eacb wing. The No.4
water-alcohol tank vent also is located there .. )
3. Underside of wing - CHECK FOR FUEL LEAKS,
9. Prop anti-icer brush block - CHECK GENERAL ESPECIALLY AROUND GROUND TANK INSPEC-
CONDITION, SECURENESS, A ND THAT THE TION PLATES.
BRUSH BLOCK IS BOL TED IN PLACE.
4. Inspection doors and plates _ CHECK ALL iN-
10, Propeller blades and dome _ CHECK FOR BLADE SPECTION DOORS AND PLATES TO BE IN
LOOSENESS, PITTING, NICKS AND CRACKS, PLACE AND SECURE.
PROPELLER DOME FOR EXCESSIVE OIL
LEAKS, DOME RETAINER NOT BE BE SAFE- 5. Skin - CHECK SKIN FOR GENERAL CONDI-
TIED, AND FOR BURNED OR CHARRED AREA TION AND EVIDENCE OF DAMAGE BY GROUND
WHERE mE LEAD ENTERS mE BOOT. EQUiPMENT.
CHECK mE BLADE SWITCH LEADS FOR
SECURENESS. 6. Airfoil bot air outlet - CHECK FOR GENERAL
CONDITION AND FREE DOM FROM OBSTRUC-
11. Nacelle condition _ CHECK GENERAL CONDI- TION.
TION OF THE NACELLE. SKIN.
TRAILING EDGE RIGHT WING CHECK.
BETWEEN NO. 3 AND NO. 4 NACELLE CHECK. 1. Aileron - CHECK AILERON SURFACES FOR
GENERAL CONDITION. alECK THAT THE SIX
I. Leading edge _ CHECK FOR CRACKS, DENTS, STATIC DISCHARGE RIBBONS ARE IN PLACE
OR HOLES. AND IN GOOD CONDITION.
20 Supercharger and wing heater aitscoop - CHECK 2. Tabs _ CHECK POSiTiON AND CONDITION OF
FOR ANY FOREIGN MATTER. AERODYNAMIC TABS. CHECK GROUND AD-
JUSTABLE TRIM TAB ON RIGHT AILERON
3. Skin - CHECK GENERAL CONDITION, CRACKS, ONLY TO MAKE CERTAIN ALL SCREWS ARE
AND PULLED RIVETS •• TIGHT.
4. Underside at wing - CHECK FOR FUEL LEAKS. 3. Flaps - CHECK FLAPS FOR POSITIONS AND
FLAP SURFACES FOR GENERAL CONDITION
5. Landing light - THE LANDING LIGHT SHOULD AND WARPING. CLEARANCE BETWEEN FLAP
BE FULLY RETRACTED, CLEAN AND UN- AND AILERON IS APPROXIMATELY 1/2 INCH.
DAMAGED, WITH SHIELD ON INBOARD SIDE.
NO. 4 NACELLE CHECK. 4. Inspection plates - CHECK PLATES TO BE IN
PLACE AND SECURE.
1. No.4 nacelle - REPEAT INSPECTION GIVEN IN
NO. ·3 NACELLE CHECK. RIGHT WING FILLET AND ROOT TO TAIL
RIGHT SIDE CHECK.
2. Wing heater deicing exhaust - CHECK GENERAL 1. Tail heater ram air intake - CHECK FOR FOR-
CONDITION AND FOR ANY FOREIGN MATTER EIGN MATTER.
THAT MIGHT OBSTRUCT EXHAUST.
2. Skin - CHECK FOR CONDITION AS BEFORE.
3. Supercharger access door - CHECK THAT THE
SUPERCHARGER ACCESS DOOR IS SECURE 3. Escape hatches - CLOSED AND FLUSH.
AND THAT NO EXCESS OIL IS SEEPING FROM
AROUND THE DOOR. 4. Access plates _CHECK ACCESS PLATES IN
WING FILLET FOR CLOSED POSITION AND
NO. 4 NACELLE TO RIGHT WING TIP CMECK.
FLUSH WITH SKIN OF FILLET.
1. Leading edge - CHECK FOR CRACKS, DENTS, 5. Cabin pressure relief valves - CHECK VALVES
OR HOLES. FOR SECURENESS AND CONDITION.
2. Fuel tank vents and drains _ CHECK FOR GEN- TAIL CHECK.
ERAL CONDITION AND FREEDOM FROM
OBSTRUCTION. (There is a filler neck drain
for each fuel tank located on the un derside of 1. Leading edges _ CHECK FOR CRACKS, DENTS,
each wingo There is also a vent for ea ch fuel OR. HOLES.
2-6
 T.0.IC·1I8A·1 Section II

2. Stabilizers, horizonral and vertical - CHECK 2. Left wing tip to No. I nacelle check _ REPEAT
FOR EVIDENCE OF STRAIN, PULLED RIVETS, ITEMS IN NO.4 NACELLE TO RIGHT WING TIP
ETC, A.NDGENERAL CONDITION. CHECK.
3. No. 1 nacelle check _ REPEAT ITEMS IN NO.4
NACELLE CHECK.
3' APU - CHECK DOORS, AIR INTAKE, EXHAUST,
AND CO 2 DISCHARGE INDICATOR; CHECK FOR 4. Between No. 1 and No. 2 nacelle check _ RE·
INDICATIONS OF FUEL LEAKAGE. PEA T ITEMS IN BETWEEN NO. 3 AND NO. 4
NACELLE CHECK.
4. Elevators and rudder _ CHECK ELEVATORS
FOR GENERAL CONDITION AND THAT STATIC 5. No.2 nacelle check _ REPEAT ITEMS, IN NO.3
DISCHARGE WICKS ARE IN PLACE. CHECK NACELLE CHECK.
RUDDER FOR TEARS IN FABRIC AND GEN·
ERAL CONDITION.
6. No. 2 wheel well ,check - REPEAT ITEMS IN
5. Airfoil hot air outlets _ CHECK GENERAL INSIDE WHEEL NO.3 CHECK.
CONDITION AND FOR FOREIGN MATTER.
7. "iDg section - REPEAT ITEMS IN FUSELAGE
6. Tabs _ CHECK AERODYNAMIC TABS AND TO NO. 3 ENGINE CHECK. CHECK CABIN
TRIM TABS. HEATER COMBUSTION AIR INTAKE FOR CON·
DITION AND FOREIGN MATTER..
7. Tail skid _ CHECK GENERAL CONDITION.
BETWEEN LEFT WING ROOT AND FORWARD
8. Tail heater ground blower intake - CHECK IN· CARGO DOOR CHECK.
TAKE FOR ANY FOREIGN MATTER.

9.. C02 discharge iodicator discs for tail heater_ 1. Fuselage skin and faitb.g _ CHECK SKIN AND
CHECK HEATER CO2 DISC THE SAME AS THE FAIRING FOR CUTS, SCRATCHES, AND DAM·
OTHER DISCS.
AGE By GROUND EQUIPMENT. CHECK FOR
EXCESSIVE STRESSES, INDICATED BY PULL·
10. Tail heater exhaust outlet _ CHECK OUTLET
ED RIVETS OR OIL CANS.
FOR GENERAL CONDITION AND FREEDOM
FROM OBSTRUCTION. FORWARD CARGO DOOR TO NOSEWHEIL.
CABIN DOOR TO LEFT WING FILLET. 1. SkiD - CHECK SKIN FOR SCRATCHES, CUTS,
OR DAMAGE BY , GROUND EQUIPMENT.
I. Skin _ CHECK SKIN FOR GENERAL CONDI·
TION AND EVIDENCE OF DAMAGE BY GROUND
EQUIPMENT. CREW ENGINEER'S PREFLIGHT CHECKLIST.
2. C02 discharge disc for cabin heater - CHECK The crew engineer will perform a complete pre/lighr
DISCHARGE DISC AS BEFORE. inspection prior to deparc:ure and dete.rmine whether
the condition of the aJrcraft is 'satisfactory for the
3. Cabin heater exhaust port _ CHECK FOR GEN· mission.
ERAL CONDITION AND FOREIGN MATTER.

4. Ground blower intake for cabin heater _ CHECK PRE·INSPECTION.

FLAPPER DOOR FOR FREEDOM OF MOVE·
MENT AND GENERAL CONDITION.
*\. Wheels·-cHOCKED.
5. Belly scod!> air outlet - CHECK AIR OUTLET
PORT FOR GENERAL CONDITION AND FOR· *2. Gear Safety Pins··INSTALLED. ,
EIGN MATTER.
*3. Ground Power UnitooPROPE RLY POSITIONED
(NOT CONNECTED). . '
6. InspectioD plates - CHECK ALL INSPECTION
PLATES FOR SECURENESS. 4. Ladder and Fire BottleooAVAILABLE.
5. BatteriesooLOWERED <AT L,EAST ONE WHEN EX·
LEFT WING CHECK. TERNAL POWER IS: TO BE USED).
6. Oil Drain CaDs·'ORAINED.
I. Trailing edge _ REPEAT ITEMS IN TRAILING .7. Form 781·.0IECKEDi
EDGE, RIGHT WING CHECK, EXCEPT FOR
GROUND ADJUSTABLE TAB. .8. Circuit breakers-AS REQUIRED •.
,,2·7
Section II T.O. le·118A·I

*9. Ignition switches·-QFF. 23. Trim tabs _ CHECKED 5 DEGREES TRAVEL,

10. Engine Selector switch·-QFF. THEN NEUTRAL.
24. Carburetor air doors _ CHECKED FOR OPERA.
U. Propeller deicing switch··CHECKED AND OFF.•. nON.
12. Master swirch·-QFF. 25. Oil coolers _ CHECK OPERATION; SET OPEN
13. Batteries·UP •• FOR EXTERIOR INSPECTION.
014. Emergency Inverter -CHECKED AND OFF,!lVith 26. Cowl flap _ CHECK OPERATION; SET OPEN.
tbe emergency' inverter operating and the warning 027. Inverters and instrument switches -CHECKED.
lights out, check main .panel white ligbt~, cbeck
tbe voltage ·witbtbe A·C voltmeter and t~e se· a. On aircraft equipped with a standby in·
lector switcb i. ·tbe following positions:) verter, proceed as follows:
(1) 'Radar inverter - NORMAL.

a. FLT. INST. PHASE C· U5 (%3) volts. (2) Radio·electric inverter - STANDBY.

b. FLT.INST. PHASE B • 115 ( +15.-3) volts. (3) Instrument switch-STANDBY.

On aircraft modified in accordance with T .0. (4) With the inverter warning lights out,
lC'lISA-628 : check voltage 'with the a·c voltmeter
a. FLT. INST. PHASE A'1I5 (±. 3) volts. and selector switch in the following
positions:
b. FLT. INST. PHASE C • 115 (i'3) volts.
(a) 115 ELECT. & RADIO INVERT.
c. Frequency· 380·420 cycles
- 115 (+3) volts.
d. Emergency Inverter ··OFF.
(b) FLT. INST. PHASE C-ll5 (±3)
15· Master switch· ON. volts.
Place Battery switch to ground power position
!lnd check that ground power indicator light (c) ENG. INST.26-26 (+0) volts.
18 on.
16. Pitot beat· CHECKED; THEN OFF. (d) FLT. INST. PHASE B -115 (+ 15,
- 3) volts.
(e) 115 RADAR INVERTER-1I5
(+3) volts.
017., APU (when utilized) -ON.
Place battery switch to GROUND POWER (f) Check frequency (AF51·3818
position and check that ground power indicator through 51·3835 and AF53·3223
light is on. through 53·3305) - 380 to 420
cycles per second on both 115
ELECT. & RADIO INVERT. and
Not. 115 RADAR INVERTER positions.
If ground power indicator light is not mono (5) Radar inverter-STANDBY.
itoredwhile exterior preflight is being com·
(6) Radio·electric inverter-NORMAL.
pleted, one battery should be lowered.
(7) Instrument switch -NORMAL.
18. GTP70 (when utilized) -ON. (8) Repeat procedures for step (4) in reo
Place battery switch to PLANE BATTERY verse order.
position; start GTP70 and place GTP 70 (9) Radar inverter-NORMAL.
generator switches ON. .
b. On aircraft not equipped with standby in·
019. Bus voltage - CHECKED, 26 TO 29 VOLTS. verter, proceed as follows:
20. Emergenqr pump and hydraulic pressure- (1) Inverter and instrument switch - AL·
CHECKED. TERNATE.
21. Wing flaps _ SET FOR EXTERIOR INSPEC· (2) With the inverter warning light out,
nON, PRESSURE RELIEVED. check voltages with the selector switch
022. Oxygen system _ CHECKED 100%. in the 115 UPPER INVERTER posi.
Check' oxygen regulators, pressure, and masks; tion. Check a·c voltage output for 115
set regulator on 100%. (±3) volts.

2·8
 T.O. le·118A·I Section II

(3) With the selector switch ENG. lNST. compass heading changes accordingly. Return
26 position, check for a rise from zero toggle switch to SLAYEO GYRO position
on the voltmeter (26 volts). (check that navigator's S·2 compass indicates
(.}) Inverter and instrument switch - NOR· the same as pilot's S·2 compass). Repeat this
procedure on the copilot's S·2 compass or G·2
MAL.
compass on aircraft AF51.17626. thru AF51.
(5) Repeat steps (2) and (3). 17668. Cross reference all RMI cards, heading
selector, and S:2 compasses to read the same
c. On aircraft modified in accordance with as the B·16 standby compass and that the B.16
T.O. lC·1!8A·628, proceed as follows: agrees with the heading of the parked aircraft.
( 1) Radar inverter - NORMAL. *30. lnverters-OFF.
(2) Radio·electric inverter - STANDBY. 31. Landing lights-CHECKED.
Check landing lights for operation; retract,
(3) Instrument switch - STANDBY. and turn off.
(4) With the inverter warning lights out, 32. Windshield alcohol-CH ECKED.
check voltage output with the a·c volt· Check windshield alcohol for proper operation,
meter and selector switch in the follow. then turn off.
ing positions:
33. External lights-CHECKED.
(a) RADIO ELEC. FLT. lNY. 115Y. Check external lights for operation, then turn
- 115 (±3) volts. off.
(b) PH. A -115 (+3) volts.
Note
(c) PH. C-115 (±3) volts.
Use of the anticollision light on the ground
(d) ENG.lNST. 26Y.-26 (+0) volts. should be kept to an absolute minimum .. Ex·
cessive heat created is detrimental to bulb
(e) RADAR lNY. 115Y-115 (±3) life. During ground emergencies the light
volts. could cause possible confusion with emer·
(f) PH. A-115 (±3) volts. gency vehicles having a similar light.
(g) PH. C-115 (±3) volts.
*34. Fuel quantity-CHECKED.
(h)Check frequency _ 380 TO 420 Use dipstick to check quantity of fuel. Check
CYCLES PER SECOND ON BOTH tank caps and covers for security. When reo
RADIO ELEC. FLT. lNV. 115V. fueling is completed, all fuel sump drains must
AND RADAR lNV. 115V. POSI. be drained, drain valve in proper position, and
T10NS. covers secured. Secure dipstick.
(5) Radar inverter-STANDBY.
*35. Oil quantity - CHECKED.
(6) Radio·electric inverter-NORMAL. Visually check all oil tanks for proper quantity.
(7) Instrument switch-NORMAL. Check filler caps and covers for security.
(8) Repeat procedures for step (4) in reo *36. Water·alcohol quantity - CH ECK ED.
verse order. Visually check quantity. Check filler cap and
cover for security.
(9) Radar inverter-NORMAL.
37. Auxiliary oil quantity - CHECK ED.
Check oil quantity. Check filler cap and cover
·28. Booster pumps-ON.
for security.
Pressure check fuel system, leaving all booster
pumps operating, all tank selector levers to 38. Top of wing and fuselag~ areas- CHECK ED.
MAIN ON, and crossfeed selector levers posi. Check top of wing and fuselage area skin for
tioned to ALL ENG. TOCROSSEEED. damage, corrosion, and general condition. In·
spect wing illumination light for cleanliness
29. Directional indicators, RMl's, and standby com· and general condition.
p..-CHEcKED•.
Place the pilot'S S·2 compass switch in the Fll.1lE EXTERIOR INSPECTION.
GYRO positiO!l. Hold manual knob to the in·
crease and decrease position and check the S·2 NOSIWHIEL WILL.
2·9
 Section II T.O.IC ·IIIA·I

1. Downloc:k mirror _ CHECK FOR CLEANLINESS. 6. Hydrau lic comparemellt _ CHECK ACCUMULATOR
PRESS URE, FLUID LEVEL , AND FOR EVIDE NCE
2. Pitot tubes and stacic pores _ CHECK ALIGN· OF LEAKS. CHECK CABLES, FLAP CONTROL
MENT OF PITOT TUBES .AND COVERS RE. VAL VE, AND GENERAL CONDITION OF COM.
MOVED. DRAIN BOrn SYSTEMS AND CHECK PARTMENT. AFTER INSPEC TION, LIGHTS
VALVES TO. BE CLOSED. STATI C PORTS SHOULD BE OUT AND COMPARTMENT SECURED.
SHOULD BE UNOBSTRUCTED.
7. Belly scoop _ CHECK FOR GENERAL CONDI·
TION, DENTS AND FOREIGN MATTER.
3. CO2 botdes alld dischar ge diSCI _ CHECK BELLY SCOOP .TO RIGHT MAIN GEAR.
SECURENESS AND INSPECTION DATE. CHECK
DISCHARGE DISCS NOT RUPTU RED. 01. Maio gear _ CHECK TIRES FOR GENERAL CON.
DITION AND SLIPPA GE; HYDRAULIC AND AIR
4. ADtiskid brake accumu lator - CHECK fOR PRO.
LINES FOR SECURENESS, LEAKS AND FRAY·
PER PRESS URE YllmIN LIMITS. ING; M1CROSWITCHES AND STRUT EXPOSURE
(MINIMUM 3 1/4 INCHES). CHECK GENERAL
~. Gear uplalch - CHECK fOR PROPE R POSITION CONDITION OF STRUT , DEBOOSTER EXTEN ·
AND EVIDENCE OF DAMAGE. SlON (MINIMUM 2 1/2 INCHES WITH MAXIMUM
SEPARATION OF 1/2 INCH) ACTUATING
.6. Nos. gear - CHECK STRUT (MINIMUM EXTEN .
CYLINDERS, AND LINES, FITTIN GS, AND LUGS
SIQN OF 2 INCHES AT MAXIMUM GROSS LOAD· FOR SECURENESS. CHECK BUNGEE CABLE S
ING), TIRE WHEEL PLATE FOR CRACKS IN FOR TAUTNESS AND EVIDENCE OF FRAYING.
TORQUE LlNlCS, SAF ETY PIN ENGAGED AND
SEATE D, AND NOSEWHEEL COLLA R. CHECK
WHEEL FOR GENER AL CONDlTlON AND TIRE 2. Fuel dump chute - CHECK TO BE RETRA CTED
FOR INFLA TION AND SLIPPA GE. CHECK AND FLUSH WITH NACEL LE FAIRING. CHECK
MlCROSWITCHES ON SCISSORS, FOLLO wtJP FOR EVIDENCE OF LEAKING AND GENERAL
CABLES, GROUND STATI C WIRE, TAXI LIGHT CONDITION.
FOR CLEANLINESS AND SECURENESS.
3. No. 3 water-a lcohol taok veot - CHECK TO BE
.,. Qellecal cOlldicioll _ CHECK HYDRAULIC LINES , UNOBSTRUCTED AND NO EVIDENCE OF FUEL
CABLES, DUCTING FOR RADOME HEA TING, IN WATER·ALCOHOL TANKS,
TIRE FRICTION BRAKE, WIRING, AND DOORS.

NOSE TO 'ELLY SCOOP .

INSIDE WHEEL WELL NO. 3 CHECK.

1. Nosew beel steerill g· ..In - CHECK FOR HY.

01. Parker draio. valve, booster pumps, aDd taok
DRAULIC LEAKS, SECURE NESS OF CABLES, selecto t ..:. CHECK DRAIN VALVE POSITION
AND SNUBBING PRESS URE WITHIN LIMITS. AND SAFET Y. CHECK BULKHEAD PLATE S
FOR STRAINS AND FUEL LEAKS. CHECK
2. Battery compartmellts - CHECK FOR EVIDENCE
PUMPS AND FUEL LINES FOR CONDITION
OF SPILL ED ACID, SECURENESS; CORROSION,
AND LEAKAGE •.
AND GENERAL CONDITION.
02. Wheel well are a _ CHECK GENERAL CONDI.
3. Cre., comparlmellt door _ CHECK GENERAL CON.
TION OF EXPOSED WIRING, CONDUITS, FIT.
DITION OF DOOR SEALS. TINGS, CABLES, PU LLEYS , TUBING, AND
SPARS,
4. Forwar d baggag e comparemellt - CHECK APU
WEbbi NG AND HOUSING (IF INSTALLED) TO 3. Heatet fuel selecto t valve (If iDS tailed) _ CHECK
BE IN PLACE AND SECURED. CHECK GENERAL
TO BE IN TANK TO SYSTEM POSITION AND
CONDITION OF COMPARTMENT DOOR AND SAFET IED •
. SEALS; AFtER INSPECTION, LIGHT S SHOULD
BE OUT AND COMPARTMENT DOOR SECURED. 4. Gear up latch - CHECK FOR EVIDENCE OF
STRAlNlNG AND JAMMING, AND THAT THE
,. APU CO2 dischar ge discs (if illstalle d) _CHEC K
LATCH IS POSITIONED APPROXIMATELY 45
DISCS NOT RUPTU RED.
DEGREES FROM VERTI CAL.

2.10
 T•.O. IC·lleA.1 Section II

5. Electrical junction box _ CHECK COVERS TO BE CHECK FOR LOOSE OR FRAYED IGNITION
IN PLACE AND SECURED AND FOR EVIDENCE CABLES, FOREIGN MATTER AND EXCESSIVE
OF BURNING THAT WOULD INDICATE SHORT· OIL LEAKS.
ING CIRCUITS.
9. Propeller deicer brush block _ CHECK GENERAL
CONDITION AND SECURENESS.
6. Water-alcohol pump and strainer _ CHECK PUMP
FOR PEELED PAINT OR CRACKED HOUSING 10. Propeller blades and dome _ CHECK FOR BLADE
WHICH INDICATES A BURNED·OUT MOTOR. LOOSENESS, PITTING, NIC KS AND CRACKS;
CHECK STRAINER F OR GENER'l.l. CONDI· PROPELLER DOME FO R EXCESSIVE OIL
TlON, SECURENESS, AND DRAIN VALVES TO LEAKS, DOME RETAINER NUT TO BE SAFE·
BE CLOSED. TIED, AND FOR BURNED OR CHARRED AREA
WHERE THE LEAD ENTERS THE BOOT. CHECK
7. Water·alcohol drain valve - CHECK TO BE IN CCNDITION AND SECURENESS OF DEICER
TANK TO SYSTEM POSITION AND SAFETIED. BOOT. CHECK TH E LEADS TO THE BLADE
SWITCHES.
S. Firewall shutoff valves _ CHECK THAT VALVE
IS CONNECTED WITH ACTUATING LINKAGE u. Nacelle condition _ CHECK GENERAL CONDI·
AND POSITIONED APPROXIMA TEL Y 45 TION OF THE NACELLE.
DEGREES TO THE HORIZONTAL POSITION.
BETWEEN NO. 3 AND NO. 4 NACELLES.
9. Hydraulic dampener _ CHECK FOR SECURENESS
AND GENERAL CONDITION.
.10. Heater fuel strainer drain val"e - CHECK FOR 1. Leading edge _ CHECK FOR CRACKS, DENTS
LEAKAGE. OR HOLES.

2. Supercharger and wing heater airs coop _ CHECK

NO. 3 ENGINE, PROPELLER AND NACELLE. FOR ANY FOREIGN MATTER •
• 1. Cowl flaps _ CHECK FOR EXCESSIVE WEAR, 3. Skin - CHECK FOR GENERAL CONDITION,
BINDING, LOOSE OR BENT CONNECTING, CRACKS AND PULLED RIVETS.
LINKS, BONDING, LUBRICATIO N, AND GEN·
ERAL CONDITION. .4. Fuel leaks _ CHECK UNDERSIDE OF WING FOR
FUEL LEAKS •
• 2. Exhaust stacks _ CHECK EXHAUST BAFFLING
COLLECTOR RING AND CLAMPS FOR IN. 5. Landing lights _ THE LANDING LIGHT SHOUj;.D
STALLATION AND SECURENESS.
BE FULLY RETRACTED, CLEAN, AND UNDAM·
AGED•
• 3. Intake pipes _ CHECK FOR FUEl. LEAKS.
NO. 4 ENGINE, PROPELLER AND NACELLE •
• 4. Rear of engines _ CHECK FOR LOOSE ART· *10 Repeat inspection given fO'f No.. 3 engine, pro-
ICLES, RAGS, INDICATIONS OF LEAKS AND peller and nacelle.
SECURENESS OF FIRE DETECTORS OR DISH.
PAN. 2. Supercharger _ CHECK SUPERCHARG.ER FOR
GENERAL CONDITION AND EVIDENCE OF. OIL
5. Engine oil leaks _ CHECK NACELLE FOR OIL LEAKS. CHECK GENERAL CONDITION AND
LEAKAGE. INTERIOR OF NACELLE.
6,. Carburetor air and oil radiator ~irsco9ps _ CHECK 3. Fuel dump chute _ CHECK TO BE RETRACTED
FOR GENERAL CONDITION OF SCOOP COWL· AND FLUSH WITH NACELLE FAIRING. CHECK
lNG, FOREIGN MATTER IN SCOOP INTAKE FOR EVIDENCE OF LEAKAGE AND GENERAL
. AREA, AND BLAST TUBE INTAKEUNOB· CONDITION.
STRUCTED.
OUTER WING PANEL •
• 7. Cowling_ CHECK THAT ALL QUlCK.RELEASE
FASTENERS ARE SECURE AND THAT COWL· .1. Fuel leaks - CHECK UNDERSIDE OF WING FOR
ING FITS PROPERLY (APPROXIMATELY 1/2· FUEL LEAKS, ESPECIALLY AROUND GROUND
INCH SEPARATION; IF OVER 3/4·INCH SEPAR' TANK INSPECTION PLATES. CHECK FUEL
ATION; CHECK FOR POSITIVE LOCK).
TANK VENTS AND DRAINS AND NO. 4WATER·
ALCOHOL TANK VENT•
• S. Front of engine - CHECK GENERAL CONDI·
TlON OF BMEP TRANSMITTER, DISTRIBUTORS, 2. Skin _ CHECK THE LEADING EDGE OF THE
MAGNETO, AND PROPELLER GOVERNOR. WING FOR CRACKS, DENTS, OR HOLES. CHECK

2·11
Section II T.O. IC-118A.I

THE GENERAL CONDITION OF THE SKIN, AND 5. Skill - CHECK THE LEADING EDGES FOR
ALL INSPECTION DOORS, PLATES, AND AIR. CRACKS, DENTS, OR HOLES. CHECK THE
FolL VENTILATING AIR EXHAUST. GENERAL CONDInON OF THE SKIN.

3. Navigation lights _ CHECK FOR GENERAL 6. Tail lights and tail cone - CHECK TAIL LIGHTS
CONDITION AND OPERATION (STEADY AND/OR FOR CONDITION AND OPERATION (FLASH
FLASH). AND/OR STEADY). CHECK TAIL CONE FOR
GENERAL CONDITION, SECURENESS, AND
WING TRAILING EDGE. STATIC DISCHARGE WICK IN PLACE.
1. Flaps _ CHECK FLAP SURFACES FOR GEN. EMPENNAGE TO LEFT WING FILLET.
ERAL CONDITION, POPPED RIVETS, AND
WARPING. CLEARANCE BETWEEN FLAP AND 1. Lavatory service panel (if installed) - CHECK
AILERON IS APPROXIMATELY 1/2 INCH. SECURENESS OF LAVATORY SERVICE PANEL
ACCESS.

RIGHT WING FILLET TO EMPENNAGE. 2. Cabin aad catgo doors (outside) - CHECK GEN·
ERAL CONDITION OF DOORS, SEALS, AND PRES·
1. Alcohol gage, pressure filler neck and access SURIZATION WARNING LIGHTS.
door _ CHECK ALCOHOL QUANTITY AND
FILLER VALVE IN OFF POSITION AND DRAIN 3. Auxiliaty oil transfer lines - CHECK FOR SE·
VALVE TANK TO SYSTEM. CHECK PUMP FOR CURENESS AND EVIDENCE OF LEAKS. AC·
EVIDENCE OF BURNED·OUT MOTOR. ACCESS CESS DOOR SECURE.
DOOR SECURE.
4. Ground blower intake and C02 discharge discs for
2. Heater compartment _ CHECK COMPARTMENT cabin heater - CHECK FLAPPER DOOR FOR
FOR CONDITION AND SECURENESS OF UNITS. FREEDOM OF MOVEMENT AND DISCHARGE
WHEN FINISHED, TURN OUT COMPARTMENT
DISCS NOT RUPTURED.
LIGHT. COMPARTMENT DOOR SECURE.

3. Aft baggage compartment _ CHECK GENERAL

CONDITION OF COMPARTMENT AREA,DOOR ,. Belly scoop air oudet _ CHECK AIR OUTLET
AND SEALS. WHEN FINISHED, TURN OUT
PORT FOR GENERAL CONDITION AND FOR·
COMPARTMENT LIGHT. COMPARTMENT DOOR
SECURE. EIGN MATTER.

4. Ground heater hose inlet and access door _ CHFCK 06. Radio antennas _ CHECK ALL ANTENNAS FOR
GENERAL CONDITION. ACCESS DOOR SECURE. MOUNTING AND CONDITION.

5. Water service panel _ CHECK THAT THE FILLER LEFT WING INSPECTION.
VALVE IS IN THE OFF POSITION,AND THAT
THE CAP IS ON THE VENT LINE AND LOCKED. -10 The left wing inspection is identical to the com..
ACCESS DOOR SECURE. plele right wing inspection, with twO exceptions.
Check the wing flap position indicator for general
EMPENNAGE SECTION. condition; check the cabin heater combustion air .
intake for general condition and foreign matter.
1. Tail compattment access door _ CHECK SECURE-
NESS OF TAIL COMPARTMENT ACCESS DOOR.
LEFT WING TO NOSE.
2. Emergency relief valves _ CHECK GENERAL
CONDITION AND PROPER SEATING OF EMER· 1. Skin _ CHECK SKIN FOR SCRATCHES, CUTS,
GENCY RELIEF VALVES. OR DAMAGE BY GROUND EQUIPMEN 1'.

3. Tail skin _ CHECK GENERAL CONDITION OF 2. Forward cargo door _ CHECK GENERAL CONDI·
TAIL SKIN. TION OF DOOR AND THAT PRESSURIZATION
WARNING LIGHTS ARE NOT OBSCURED.
4. i\pu air intake, exhaust port and CO 2 discharge
discs (if instaUed) _. CHECK FOR FOREIGN INtERIOR INSPECTION.
MATTER AT APU AIR INTAKE DOOR, EYIIJENCE
OF BURNED THROUGH EXHAUST DUCT OR Not.
CRACKED EXHAUST DUCT, AND CO2 DIS. The intetior inspection will be performed by
CHARGE DISCS NOT RUPTURED. the pilot, copilot, or the crew engineer.
2.1.2
 T.O. lC~118A.l Seelion II

MAIN CARGO COMPARTMENT OR 9. Thermister - CHECK THAT THE THERMISTER

PASSENGER CABIN. VENT, LOCATED ON THE RIGHT SIDE, FOR·
WARD AND ABOVE THE CENTER EMERGENCY
1. Cargo compartment lights _ CHECK THE EN· EXIT, IS CLEAR. EXTREME CARE MUST BE
TRANCE LIGHTS (BRIGHT AND DIM)' IMPACT TAKEN TO KEEP THE THERWSTER CLEAR
LIGHTS, AND PILOT'S CALL BY OPERATING OF OBSTRUCTION WHEN CARGO IS LOADSD
ON THE RIGHT SIDE OR WHEN THE SIDE
THE SWITCHES ON THE LEFT SIDE FORWARD
LUGGAGE NETS ARE INSTALLED.
OF THE MAIN ENTRANCE DOORS. CHECK
PRESSURIZATION LIGHTS AND MAKE CERTAIN 10. Fire (hand) ax - STOWED.
THEY ARE NOT PAINTED OVER CR OBSTRUCT.
ED.
CREW COMPARTMENT CHECK.
2. Pressure dome access plate _ IN PLACE AND
SECURE. 1. Forward cargo door latches are engaged, that
safety latch is engaged, and that safety pin with
securing wire is installed and secure. Check the
cargo door actuating cylinder and lines for evi·
3. Water filler valve _ OFF.
dence of hydraulic leakage.
4. Hand fire extinguishers _ CHECK DATE OF
2. Emergency escape ladder _ CHECK THAT THE
INSPECTION (TO BE WITHIN 6 MONTHS) AND
COLLAPSIBLE EMERGENCY ESCAPE LADDER
SAFETYWIRE ON THE TWO HAND FIRE EXTIN·
(S INSTALLED AND SECURE.
GUISHERS, ONE ON THE LEFT SIDE FORWARD
OF THE MAIN CABIN DOOR AND ONE ON THE 3. Fire ax - CHECK THAT A FIRE AX IS INSTALL.
RIGHT SIDE OF COMPARTMENT M. ED AND SECURE.

5. Aft cargo door _ CHECK CARGO DOOR CRANK 4. Portable oxygen bottles _ CHECK THE PRESSURE
TO BE STOWED ADJACENT TO THE CABIN ON THE PORTABLE OXYGEN BOTTLES.
DOOR EMERGENCY RELEASE HANDLE. CHECK CHECK THAT THEY ARE Si;:CUREL Y MaJNTED.
DOOR LATCHES AND SAFETY LATCH TO BE
ENGAGED. MAKE CERTAIN THAT SAFETY 5. Lights _ CHECK OPERATION OF PASSENGER
PIN IS INSTALLED AND SECURE. CHECK CABIN LIGHTS AND CARGO DOOR ENTRANCE
OPERATION OF EMERGENCY HYDRAULIC LIGHTS BY ACTUATING SWITCH FORWARD OF
THE CARGO DOOR. CHECK OPERATION OF
PUMP BY ACTUATING THE CARGO DOOR BELLY COMPARTMENT LI GHTS BY OPER·
CONTROL SWITCH. INSPECT CARGO DOOR ATiNG THE LIGHT SWITCH ON THE FORWARD
ACTUATING CYLINDER AND LINES FOR BULKHEAD OF THE CREW LAVATORY (AMBER
EVIDENCE OF HYDRAULIC LEAKS. LIGHT ADJACENT TO THE SWITCH INDICATES
PROPER OPERATION).

6. Fire extinguishers _ CHECK DATE OF INSPEC·

60 Cabin door emergency releases aDd hioges_
TlON (TO BE WITHIN 6 MONTHS) AND SAFE·
INSPECT THE EMERGENCY DOOR HINGES TYING OF THE FORWARD FIRE EXTlNiUISHERS.
RELEASE HANDLE TO BE DOWN AND SECURE. THREE FIRE EXTINGUISHERS ARE LOCATED
TRANSPARENT PLASTIC COVERING MUST BE IN THE CREW COMPARTMENT.
IN PLACE AND UNBROKEN. STENCILING ON
PLASTIC COVER MUST BE LEGIBLE. INSPECT ·7. Circuit breakers _ CHECK THAT ALL CIRCUIT
THE DOOR RELEASE CABLES FOR SIGNS OF BREAKERS ON THE MAIN CIRCUIT BREAKER
FRAYING (CABLES ARE VISIBLE AT EACH PANEL ARE SET. CHECK ALL CIRCUIT
DOOR HIN.GE WHEN DOOR IS OPEN). BREAKERS AND FUSES ON THE RADIO RACK
CIRCUIT BREAKER PANEL. CHECK ALL
FUSES IN A·C FUSE PANEL.
7. Escape chute _ .INSTALLED.
8. Anticipator bulb desiccators _ CHECK THE
8. Emergency exits _ CaECK THE EMERGENCY ANTICIPATOR BULB. DESICCATORS ABOVE
ESCAPE HATCHES (TWO ON THE LEFT SIDE THE CREW COMPARTMENT DOOR (IF INSTALL·
AND THREE ON THE RIGHT SIDE) FOR SECURE· ED) FOR DISCOLORATION.
NESS. HANDLES$HOULD BE HORIZONTAL
AND SAF'ETIED. EMERG:ENCY ESCAPE HATCHES 9. Compartment viewer _ CHECK THAT THE COM.
ARE FOR EMERGENCY USE ONLY AND SHALL PARTMENT VIEWER IS .CLEAN AND STOWED
NOT BE USED FOR ANY OTHER PURPOSE. IN ITS CONTAINER.
Section II T.O. le·II8A·1

10. Curtains _ CHECK THAT NIGHT FLYING CUR· 18. Engine selector -·OFF.
TAINS ARE INSTALLED.
19· Generators - ON.
11. Aldis lamp (if installed) - CHECK THAT THE
LAMP IS ABOARD AND OPERATIVE. 20. Cockpit temperature _SET.
21. Windshield heat - SET.
12. Oxygen and smoke masks - CHECK MASKS FOR
CLEANLINESS. AN OXYGEN MASK MUST BE 22. Radome anti·icing - OFF.
INSTALLED FOR EACH CREW MEMBER. CHECX
OXYGEN SYSTEM PRESSURE TO BE 400 (~25, 23· Fire warning - TESTED.
-0) PSI.
24. Wing heater CO, selector - LEFT BANK.
13. Crew call _ CHECK BY PUSHING CREW CALL
25. Heater control panel-SET.
BUTTONS ON OVERHEAD INSTRUMENT PANEL.
°14. Windshield and windows _ MAKE SURE THAT 26. Landing lights - SET
ALL WINDOWS AND WINDSIIIELDS ARE.CLEAN.
27. Blowers-LOW.
°15. General condition of compartment - ASSURE
THAT THE COMPARTMENT IS NEAT AND 28. Turbine switch - OFF.
ORDERLY, EARPHONES AND MICROPHONES
29. Cabin temperature control- SET.
ARE IN PLACE, CllECKLIST IN PLACE, AND
TOOL BOX ABOARD.! 30. Emergency cabin altitude control- SET.

31. Cabin superchargers-SET.

PRE-COCKPIT CHECK-CREW ENGINEER'S
32. Firewall selectors - IN.
The following check will be performed by crew
engineer before the pilot comes aboard. 33. Emergency air brakes - SAFETlED OFF •

1. Propeller de-icers - OFF. 34. Static selectors - NORMAL.

2. Pitot heaters - OFF. 35. Fuel selectors - MAINS.
3. Battery switch - AS REQUIRED. 36. Crossfeeds - OFF.
4. All warning lights - CHECKED. 37. Propeller master lever and engine selector
5. Emergency air pressure - 1000 (±50) PSI. switch -FORWARD AND ON NO.3.

6. O",.gen system .CHECKED ON 100% OXYGEN 38. Throttles - SET.

MASKS INSTALLED. 39. Mixtures - IDLE CUTOFF.
7. Inverter circuit breakers-ON.
40. Gear lever - DOWN.
8. Tachometer isolation switch - NORMAL.
9. Emergency propeller deicers - OFF. 41. GeJr safety solenoid - VISUALLY CHECKED.

10. Oil transfer - OFF. 42. Triln tabs - QilECKED AND SET.

II. Oil coolers-AUTOMATIC. 43. Carburetor air doors.-CHECKED AND OPEN.

12. Cowl flap switches-POSITIONING. 44. Wing flap lever- UP.

45. Passenger briefing. COMPLETED.
13. Water-alcohol- OFF.
BEFORE STARTING ENGINES.
14. Booster pump circuit breakers - ON.
15. Booster pumps-OFF. Not.

Use of the anticollision light on the ground

16. Navigation, cockpit, and seat belt - NO SMOK- . should be kept to an absolute minilnum for
ING lights - SET. reasons of shonened light bulb life and possi-
17. Ignition s;itches -OFF. ble confusion with emergency vehicles having
a similar light.

2.14
 T.O. lC·118A.l Section II

1. Pre.cockpi t check - COMPLETED. CB Ground power unit - POSITIONED. (P)

o Master switch-ON. "(P)

The pilot wi 11 insure that the ground power unit
is properly positioned.
3. APU-ON.
4. Bus voltage - 26·29 VOLTS.
e Fire guard - POSTED. (p·CP)
The pilot or copilot will visually check to in.
sure that propelleESaod adjacent areas are clear
S. Emetgency inverter _ CHECKED, THEN OFF. of persoDnel and obstacles, and states u.Fire
guard posted No.3; start No. 3." (4.2-1).
6. Inverter and instrument switches _ NORMAL.
{9start engines _ START (p). Upon the pilot'.
ao On aircraft with a standby inverter, place command UStart No.., _____ , the crew engineer.
hoth inverter switches aDd tbe -instrument places applicable booster pump to LOW, engine
switc" in the NORMAL position. Check selector switch to engine•• being starred and
inverter voltages and cycleso states "Turning- No.. _, ____ ." He then depresses
safety and starr switches, checking voltage
b. On aitcraft not equipped with a standby drop. If voltage is less than 24 volts, he turns
inverter, place the inverter and instrument inverter switches OFF and advises pilot. Crew
switches in the NORMAL position. Check responsibilities are as follows:
voltage and cycles.
a. Pilot and copilot will inform crew engineer
7. Circuit breakers _ AS REQUIRED. of propeller rotation by counting nine blades
(3, 6, 9) while watching for evidence of hy.
® VHF and UHF radio _ ON. (CP) draulic locks (rotation also pre.oils engine).

@ Emergency hydraulic pump and pressure _ CHEOC. Note

ED. (CP) .
When the engines have been operating
® Parking brakes _ SET. (P) within the previolis 6 hours, 'they may
be started after 6 blades.
® Gear safety pins _ REMOVED. (P)
12. Hydraulic bypass lever _ DOWN. (ON). h. Upon count of t'nine blades" the crew en..
gineer will place the ignition switch to
B. Hydraulic selector _ BRAKES. BOTH,hold ignition boost switch to ON,
and- prime as -required.
14. Quantity gages _ CHECKED.
c, After engine fires, crew engineer will can ..
@ Cowl flaps _ OPEN. (P·CP) tinue constant priming until 800 to 1000
rpm is stabilized with throttle. He then
@ Cabin pressure controls _ AS REQUIRED. (CP) moves mixture conrrollever to AUTO RICH
and releases the primer switch at, the initial
@ Manifold ptessure _ CHECKED. (p) drop of rpm.
@ Directional indicator _ SET. (P·CP) d. Copilot will monitor throttle to maintain

€I Autopilot - SET; THEN OFF. (P) 800 to 900 rpm for warm·up.
e. If inverter was turned OFF in step 4, crew
20. Servos _ DlSENGAGEp. engineer will place inverter switch to ON
position.
21. Gear safety pins _ ABOARD.
f. After engine is st.rted, crew engineer will
@ Anti.skidbrakes _ OFF. (P) call, "Booster pU_I1).p off:; oil pressu.re, fuel
pressure, and hydraulic. p·ressure' checked."
@IFF/SIF_ STANDBY. (P.N) Fot outboard engines he will. also call
"Supercharger oil pressure an" airflow
STARTING ENGINES. checked".

T'he fnllnwinll.l'rocedllre shall be rigidly.dhered to

in the operation of the aircraft.
~ Door warning lights _ OUT. (P) g. Repeat steps 3 through Sf for starting en·
@ Chocks _ IN PLACE. (P'CP) gines No.4, 2, and 1.

2.1$
Section T.O. le·lI8A·I

o E"temal power - DISCONNECTED (GTP70 on

line)' (p)
If fire occurs during engine starr, fol- 3. Battery switch-PLANE BATTERY.
low the procedure outlined under
Engine Fire on the Ground, Section llI. @1l.adios and radio altimeters-ON. (P-CP)
(9 Hydraulic pressure-CHECKED, (CP)
h. After all engines are started, complete the
Before Taxiing Check. @Door warning lights- OFF; (P)

7. Engine analyzer - ON.

8. Cabin report -SECURE,

Allow starter to cool at least 1 minute A male crew member will check the cabin as
before second attempt. If engine fails follows immediately after the main door is
to start on second attempt, allow 5 minutes closed:
for cooling. a. Passenger door and crew door han<Ues-
Straight up against internal stops.
Note
b. Door latch indices - Aligned with guide
.Maximum cranking time during en- marks.
gine start is 1 minute.
• If oil pressure does not rise within 30 c. Cargo doors - Closed, locked, and safety pins
seconds after engine start, shut down installed.
eosine and investigate.
d. Emergency window exit handles - Hori-
• Cowl flaps will normally be in the full zontal and safetied .
open position during ground operation. Note
e,Aircraft batteries may be used for If after the above check, a warning
emergency starting only. Maximum light is on, the cause of the warning
cranking time when using the aircraft must be definitely established as a
batteries is 30 seconds. Turn off all warning system malfunction, If the
unnecessary electrical equipment before cause of the warning is not estab-
attempting a battery start. When lished, the aircraft mllst be retumed
engine starts, its generator must be to maintenance.
operating properly before attempting

.If
to start another engine.
necessary to eliminate condensation
in the manifold pressure lines, depress
G
e. Passengers - SECURED,

Altimeter setting -SET.(P-CP-N)

each purge valve for 30 seconds with.
manifold pressure less than field baro- TAXIING.
metric pressure.-

[r--~~~-~~?--'!]
Normal taxiing is accomplished with all operating
engines set at 800 to 900 rpm, depending upon gen-
Do Dot exceed 100 rpm maximum erator requirements. Turn by use of nosewheel steer-
until oil temperature reacbes 40 0 C ing (figure 2-2). Use full flaps and as little power as
and supercliarger oil temperature necessary when moving away from the ramp to avoid
reacbes 15 0 C. However 1200 rpm dusting personnel and equipment. Avoid high taxiing
may be used to leave. the tlocks tie.
fore these temperatures are reached, speeds and excessive movement of the· nosewheel.
if oil pressure of each engine does Begin a turn with a slight change in direction of the
not eJ:ceed 100 psi and power in ex-
ces.s of 1.QOO rpm will DOt be required nosewheel and gradually increase it until the. desired
durlog taxllog. rate of turn is established. Use ~he same technique to
straighten out the turn. The rolling inertia of the air-
craft resists turning which may cause sidewise skip-
BEFORE TAXIING CHECK. ping and skidding of thenosewheel, especially when
the surface i. slick. In this case, and only in this case,
1. Starter selector - OFF. may outboard engines be used in turning. Avoid sharp
2·16
 T.O. le·1l8A·l Section II

turns at high speeds. Sudden acceleration or decelera· lever to OFF. When check is completed, reo
tion of engines should he avoided to prevent back.
turn all selector .levers· to. MAIN ON and
firing, which imposes severe stress on engines and
mounts. Always stop the aircraft with the nosewheel
·straight; otherwise, severe side loads and strain will
he placed on the nosewheel tire and strut during
o crossfeed levers to OFF.
Flight instruments - CHECKED. (p.CP.N)
While taxiing, the pilot, copilot, and navigator
engine runup. In stopping, depress the brake pedal, will observe the directional indicators for op·
and, as the aircraft slows, gradually release brake pres· eration and the attitude indicators for erection.
sure so that when the aircraft stops very little pressure
They also will check the needle deRection of
is heing applied to the pedals. Make certain the air·
the turn.and.slip indicators in both right and
craft has stopped prior to setting the parking brakes.
left turns.
Use caution at all times while taxiing to avoid
accidents. Monitor hydraulic pressure.

Note ENGINE RUNUP.

e During ground operation in high gust condi· The pilot parks the aircraft into the wind with the
nosewheel centered and calls for the Engine Runup
tions with control-surface locks on, any tend·
ency of the control wheel to move may he checklist.
resisted by holding the wheel in neutral.
Restraint should not he applied by holding @ Parking brakes - Set. (P)
the wheel against the Stops. Pilot will set parking brakes and call for 800
rpm on all engines. Copilot will position
throttless to 800 rpm and crew engineer will
Note set APU as required.
• When operating on airfields at high altitude,
or durins prolonged reriod. of around opera· Note
dOD; it 1$ perm is sib e to use mature settings
leaner than AUTO RICH. elf the propeller reversing system was
checked during the eogioe ruoup by
TAXIING CHECK. maintenance personnel, as is the nor-
mal procedure, it is not necessary
During taxiing, the following items should he checked for the pilot to repeat the procedure.
for operation as described: At en route StOPS, it is not necessary
to check the system if reversing was
Q) Brakes - CHECKED. (p) used during landing. During the
Check brakes as soon as practical after the air· propeller reversing check. the air·
craft starts to roll. craft should be on a clean hard sur-
face.
2. Fuel selectors and crossfeeds - CHECKED AND
SET FOR TAKEOFR. eIf the propeller reversing check is
The crew engineer will perform a complete made during engine runup. it should
check of the alternate tanks and crossfeed sys. not he performed until the engine
terns during taxiing. The following steps will oil temperature is at least 40°C to
he accomplished: avoid imposing a severe load on the
propeller system.
Note
A minimum of I minute will be used
@ Wing R.ps-20 DEGREES. (CP)
for each step. Copilot will SCI wing Raps to 20 degrees.
*3. Temperalures and pressures - CHECKED.
Crew engineer will check all temperatures and
a. Alternate tank selector levers - ALT ON. pressures within operating limits.
b. Crossfeed selector levers - ENG. '·2 and •. j, Mixlures - AUTO RICH.
ENG.3-4.
Place No. 2 and No. 3 alternate selector
levers to OFF.
@ Engines-1500RPM. (p·CP) .
c. Place crossfeed levers to ALL ENG. TO Pilot and copilot advance all Ihrottles to 1500
CROSSFEED Alld to No.4 alternate selector rpm.

2·17
 Sectio n II T.O.IC ·118A· I

VERTICAL CLEARANCES
MINIMUM TURNING RADIUS VERTICAL STABILIZER
IWITH ANTICOLLISION
LlGHTS I.. 29 FEET I INCHES
WING TIP . • 13 FEET 5 INCHES
FUSELAGE. • • S FEET 2 INCHES

OUTER WING TIP

74 FT I

_. J~-APPR'OXIMATE WING
GROUND LINE PIVOT POINT

LANDING GEAR RADIUS

'ROM TURNING CENTER (
NOSE GEAR. 39 FEET 5 INCHES "-INNER
OUTER MAIN WING TIP
GEAR • • • 43 FT 5 IN. RADIUS
27 FEET 8 INCHES
INNER MAIN
GEAR • • • 3 FEET
No••:
For ground maneuvering, note gear turned to the maximum
of 67 dog...... aircraft pivots about a paint 3 foet outboar d of
'he main gear. Turning area required il a clrcl. of 148 feet 2
inch.. In diameter.

Figure 2-2

6. Heaters and deicers -CHEC KED.

Use the followi ng proced ure to check heaters (Wait 30 seconds before rurning master
and deicer: heater switch to ON).

a. Heater fuel crossfeed - NORM AL SYSTEM. h. Master heater switch - ON.

b. Heater fuel ahd ignitio n selector switch - i. Fuel pressure and temper ature - CHECK
SYSTEM #2. FOR RISE.

c. Heater ignitio n selecto r switche s - CHECK Note

(SINGLE IGNIT ION).
For airflow and cabin heater opera·
d. Master heater switch - ON.
e. Fuel -pressure- and tempe rature-
tion, the No.2, 3, and'4 engines (No.
2 and 3 for cabin, and No. 2 and 4
(
CHECK for airfoil) must be operati ng at an
FOR RISE. rpm above genera tor cut-in speed. This
£. Master heater switch - OFF. will provide the require d ram air and
electrical power for these systems. The
g. Heater fuel and ignitio n selecto r switch es-
cabin heater any be operate d by ground
SYSTEM #1.
power.

2·18
 /
ro. le·1I8A·l Secti,on. II

j. Master heater switch - OFF. b. Move propeller selector switches to IN-

CREASE RPM until the limit· lights illumi-
nate.
c, With the master engine selector switch in
No. 2 position, pull the master rpm control
levers to the full DEC position and wait
Prolonged ground checking of air· until 1200 (±50) rpm is reached and the
foil heaters can cause a tail heater limit lights illuminate.
fire warning indication after heater
is turned off. This is ,due to residual d. Places the master engine selector switch in
heat in heater and lack of purging No. 3 position, and push master rpm con-
air from ground blower. If the tail trol lever to the full INC position; make
heater warning light illuminates certain that 1500 rpm is reached and the
after a heater check, turn off the 5- limit lights illuminate.
ampere tail heater circuit breaker @ Generators-CHECKED. (CP)
on the main junction box and turn Copiloi will check generator bus voltage while
the airfoil heater switch to ON. This pilot is checking propellers. Voltage should be
will cut off fuel and ignition to the 27.5 to 28.5 volts with GTP70 generators off.
tail heater and will permit continued Amperage readings should be steady and with-
ground blower oper"';on. If the in 10 percent of the average load and in no .
warning light goes out within 10 case should the difference between highest and
seconds, turn master heater switch to lowest reading be greater than 30 amperes. (It
OFF and visually inspect tail qeater is only necessary tb rotate the generator selector
for possible damage. If warning switch to determine which generator circuit is
light remains illuminated, execute malfunctioning in the event of unbalanced
emergency procedures for tail heater amperage draw).
fire and record in Form 781.
EV Copilot
Propeller feathering - CHECKED. (p·CP)
will push in No. 4 propeller feathering
k. Heater ignition selector switches - NOR· button and then pull button out aftet noting
MAL (DUAL IGNITION). drop of 200 to 300 rpm; repeat procedure for
No. 3 engine. After copilot has checked No.
The propeller deicing switch should be turned 3 engine, pilot will push in No. 2 feathering
to ON and the propeller deicing ammeter button and pull out after noting drop of 200
checked for a 20-second cyde for each propeller. to 300 rpm; repeat procedure for No. 1 engine.
The switch should then be placed in the OFF
position. The desired amperage during this Note
check is 180 to 200 amperes. A reading below
150 or above 225 amperes indicates a malfunc- If rpm increases and then decreases (or
tion and requires that the equipment be remains constant), the propeller was
throughly checked by maintenance personnel. (or is) in reverse pitch.

Note
If anti-icing equipment was used
during the previous flight without
®. Throttles '-FIELD BAROMETRIC. (.p)
Pilot will advance throttles one at a time to
the crew changing or if the equip.
field barometric pressure, normally beginning
ment was checked at point of de·
with No.1 engine; check for an rpm of approxi-
parture" a ground check at en route
mately 2070 to 2170 and a fuel flow of 600

o stops is not required.

Propellers - CHECKED AND ON NO.3. (p)
Pilot will check propellers as follows:
(±50) pounds per hour.

Note
a. Place master engine selector switch in the . • A fuel flow which is lower or higher
MANUAL position; toggle propeller than the normal rate of flow may be
switches to DECREASE RPM and hold until observed because of changes in tem-
1200 (±50) rpm is reached and the limit perature, humidity, pressure, and field
Ii/lhts illuminate. elevation.

.2·19
 Section II T.O. le·118A ·1

• Crew engine er will make engine ana, Water.alcohol _ AS REQUiRED (p). When
lyzer check for all engines, beginn ing planning a wet takeoff the pHor will turn
check as soon as a steady picture is in~ on the ADI pump switch es and check that
dieated; and run throug h each engine the ADl warning lights go off, fuel flow
left and right, on fast sweep to check drops approximately 100 pounds and ADl
for any ignition malfunction. When pressur e is 27·32 psi. After the ADl check,
plug fouling is suspected, use tech· the co·pHot returns thJ:Ottles to 800 rpm a.nd
the crew engineer mon'it9rs engine s to maIn ..
nique described in Controlled Spark
tain 800 rpm.
Plug Anti.fo uling Procedures, Section Note
VII. A visual inspect ion should be made for any
leakage of fluids, excess ive vibrations,
• Two engine s may.be tun up simultane- and general condition of the engine s ..
ously at the pilot's discret ioo.
After the ADI check, the copilo t· return s
throttle s to 800 rpm and the crew engine er
® Blowers - CHECKED, AND ON LOW. (CP)
Upon orders from pilot for blower check, co- monitors engines to maintain 800 rpm.
pilot shifts blower to HIGH and checks mani-
fold pressure and bmep fluctuations; copilot *14. Booster pumps -LOW
will then shift blower to LOW and notes op- Crew engine er will place main booster pump
posite indications. switches in LO~ position.
@ Trim tabs - SET. (p)
Magne tos - CHECKED. (P) Pilot will adjust trim tabs for takeoff.
After blower s are checked, pilot will call out,
"Check ing mags". Pilot individ ually positions
the ignitio n switches to BOTH to R to BOTH ,
and BOTH to L to BOTH . Norma l drop of
each magnet o is 50 to 75 rpm and should not 'i6\ Radios - SET. (P)
exceed 100 rpm nor a maxim um difference of ~ Copilo t sets radios as directed.
40 rpm between the left and right magnetos. (i7l. APU GTP70 - AS REQUiRED. (P)
The normal bmep drop is 6 bmep, and the
maxim um is 12 bmep. Crew engine er will per- ® Safety belt and shoulde r harnes s _ FASTENED.
(P-CP-E)
form ground ing and ignitio n perform ance check .
as follows:
@ Flight instruments -CHECKED. (P·CP·N)
a.. Cycle switch
® Copilo
Crew briefing - COMPLETE. (P,CP- E)
t
OD slow sweep .. and crew engine er acknowledge under-
standin g of crew briefing.
·,b.. c;onditioD switch on left magneto No.. 1 engine ..
Note
Prior to starting engines, the crew
c. Pilot will check engine No. 1 by placing should be briefed on perform ance
ignition switch to R. Crew engineer checks and clearance data. Any deviations
for grounded magneto side and switches to from normal proced ure should be
B posirion in 'order to check for normal clearly defined.
ignition pattern. Crew engineer will then
call, "Checked". *21. Anticollision light- ON.
@ Windows _ CLOSED AND LOCKED_ (p·CP)
d. Pilot places ignitio n switch to BOTH .

c. Pilot will continue checkin g engine No. 1 Note

hy pos,iriooing ignition switch to 1. Crew
en'gineet checks B position for normal ig- *On training flights and thru flights afrer
first complete engine runup, only those
nition pattern and switches to R, checkin g
.items marked by an asteris k need be accom"
for grounded magneto side. Crew engineer plished . Items 5 and 9 may be deleted if
will then call, "Checked". reversing was not used after landing..

2-20
 T.O. lC·lISA.l Seetlo,," II

BEFORE. TAKEOFF. @ Anti-icing and deicing equipment -CLIMATIC

( P ) .
(2) Co.ottci1 ...... UNLOCKED AND FREE.ep) .' .
@Antiskid-ON. (~) .
Pilot will check all co.otrols for proper travel
a.od freedom of movemem.
eD Mixtures-AUTO RICH LOCKED. (Pl·
AND
Q) Cowl flaps .. rn.~FEDEGREE$.(P).
Pilot will check that mixture co.otrol levers
are in AUTO RICH position. @ IFF - SET. (p)

TAKEOFF.

PILOT COPILOT CREW ENGINEER

A. Calls for Before Takeoff A. Monitors Before 'takeoff check- . A. Reads checklists and repotts
checklist.. list.· completion of Before Takeoff
checklist.

B. Advances throttles and mon- B. Steadies control column, starts B. FoUows up on throttles and
itors with right hand (fig- elapsed time clock when takeoff adjusts' to maximum power.
ure 2-3). roll begins. Observes power indications and
other engine instruments.
c. Releases steering wheel at C. Monitors acceleration by use of C· Monitors'power' indication· and
90 knots and transfers left copilot's airspeed. If airspeed is engine instrum~ntS and" caUs
hand to the control columna
Pilot makes decision to take .. satisfactory at acc~ler~tion che!'k "-Reject" when an.- U:11,acc~ptal?le :
off or abort based on infor- point, remain silerit:.If ~ccelera. amdition is observed.
mation from copilot Of crew tion is below designated toler-
engineer (flgu,. 2·3). an(·e he calls, "Reject."
,
D. Flies aircraft off runway at D. A t refusal speed, .caU. "GO" if D. Monitors power in~ications.
liftoff speed. refusal is below liftoff speed.
CaUs "UFTOFF' when liftoff
speed is reached on copilot's in-
struments.
E. When safely airborne, calls E. Acknowledges and actuates gear E. Mdh:ito,i's
engine instruments.
out, "Gear up," and gives lever, stating, !!Gear coming When geatis up states, "Gear
visual signal. up!' up, light out."

At l~Oknotswith positive F. Ack~o""le<!ges ah4;~ctuate$, !lap .,. F. Monitors engine instruments.

climb established,caUs, lever.~a'ting'·'Flal?~comin!! I1P,'" "
"FI~ps"p." '
G; At.i~()kl1ots with ge~rre. . . ;G. Monitorst!jghti~!!hmen~$. ··G.Ackn~wledges and establishes
trlltte<! and. teqHght out, <, . METO power. Turns water-
calls out, "METO power, alcohol off.
.water-alcohol off."
H. At 152 knots, orders "Climb H. Monitors flight instruments. H. Acknow le<lges and establishes
power" (1400 or 1500 brake climb power fromapproptiate
horsepower) . perfdrmance chart:
I. Climbs at 152 knots and I. Scal1S outside area for other air, I. .Completes After Takeoff Climb·
after teaching toOo feet
above field elevation, calls craft and completes radio· com- checklist. States, .·.·After Take- :
for After Takeoff Climb cbeck· munications as required. off Climb checklist completed."
listo (1000 feet minimum ex"
cept when remaining in closed
traffic pattetn)
2·21
Section II T.O. Ie-lISA-I

NORMAL TAKEOFf
AND CUMB
TAKtOrr PATImNS

(EXCEPT WHEM REMAINING

IN CLOSED TRAFFIC PATTERN)

OISTACLE CLEARANCI
TAKEOFF AND CUMB

Note: This pattem is designed to provide:

(0) More rapid rate of climb after becoming airborne.
(b) Altitude and stability to preclude possible settling at low altitudes.
(d Less changing of attitude at low altitudes during night operations from airfields where, after becoming
alrbome, there are few or no visual reference lights.

Figure 2-3

2-22
 T.O. lC·118A·l Section II

PRECAUTIONS. c. In the event of a refused takeoff, crew members

will assume the following duties:
A. The term IIUIximum power is used to indicate
the maximum allowable power settings under a. The decision to abort any takeoff will be
standard conditions, which are as follows: wet, made hy the pilot.
62 inches manifold pressure and 253 bmep; 'dry,
60 inches manifold pressure and 222 bmep. At b. The pilot will handle the throttles.
temperatureS above standard, reference should c. The crew engineer will release the throttle
be made to the Wet Takeoff Dmep at Various lock and arm the reverse bar upon the pilot's
Conditions of Temperature and Humidity (Ap- command, Rever~.
pendix) to correct for vapor pressure by. in-
creasing manifold pressure to a maximum of d. The cl,pilot will hold forward pressure on
63.4 inches. At temperatures below standard, the the yoke.
limiting value of bmep may be attained prior to
the limiting manifold pressure; therefore, when D. Acceleration speed and refusal speed are defined
temperatureS are below standard, proceed as as follows:
follows:
&0 Acceleration speed is the minimum acceptable
speed at tbe acceleration cbeck point.

b. Refusal speed is the maximum speed to

which the aircraft can accelerate and then
stop in the available runway length.
Not.
Manifold pressure or bmep, whichever E. The minimum takeoff speed is the faster of
is reached first, will be the governing either 1.15 times the stall speed in the takeoff
factor in establishing maximum power. configuration ·or 1.1 times the minimum control
speed in the air.

F. On the initial takeoff, the left band should be

on the steering wheel until the rudder becomes
effective (at approximately 60 knots), at which
time directional control should be maintained
with the rudder. After passing 90 knots lAS,
the' left hand should be shifted to the yoke and
Not.
a slight back pressure may be applied to lighten
The CAT. expected at takeoff is arrived the load on the nosewheel. When it reaches the
at by adding 50 to OAT. (or, prefer- takeoff speed. the aircraft should be flown off
ably, to the runway temperature, if the ground by a smooth application of back
available) to compensate for the rise pressure on the yoke.
in CAT. due to ram effect during the
takeoff run.
G. If obstacle clearance is necessary immediately
after takeoff, climb at takeoff speed until
obstacles are cleared (gear up. Baps 20 degrees).
H. In case of an aborted takeoff. the following pro-
cedure is recommended:
a. Retard all throttles.
b. Apply braking and reverse thrust as neces-
B. The copilot will crosscheck Bight instruments, sary.
including magnetic compass, on all night and
instrument takeoffs and during climb under Note
these conditions. He will report immediately With dry r,unway. reversing three en-
any failure or suspected malfunction of Bight gines is permissible. With slick or icy
instruments, particularly the pilot'S instruments. runways, reverse symmetrically.

2.23
Section II T.O. IC·lIIA·1

MAXIMUM DECELERATION. CROSSWIND TAKEOFF.

A. Banking and turning tendencies encountered at During takeoff, aileron </isplacement is' required to
the instant of engine failure in, normal thrust keep the wings level. The amount of aileron dis·
become opposite in direction, as soon as reverse placement depends upon the crosswind 'component
thrust is applied. These tendencies may be con- (see_Takeoff and Landing Crosswind Chart,' Figure
trolled by the application of rudder and aileron, A3·18, in the Appendix)~ In severe crosswinds
by the use of nosewheel steering, and by the the takeoff run should be started with full aileron
amount of symmetrical or asymmetrical reverse deflection to depress the upwind wing. As the air·
thrust applied. craft accelerates, deflection is reduced as necessary
to maintain directional control. A slight amount of
B. During an aborted takeoff or a three-engine bank into the wind can be used effectively to assist
landing, before using reverse thrust, first obtain in maintaining directional control.. After takeoff,
positive directional and lateral control of the the aircraft should be crabbed into the wind to main-
aircraft. Next, apply symmetrical reverse· thrust tain a straight path on climbout.
by simultaneously reversing opposite inboard or
outboard engines. The third engine may be re-
versed as soon as speed has decreased below nor- NOTE
mal landing speed. As soon as corrective control
Thirty knots is the maximum recommended
action has been taken to compensate for sym- crosswind component regardless of weight
metrical reverse thrust, power on the remaining
configuration, or II itoff speed.
engine may be increased to the limits of direc-
tional and lateral control.
CYLlND.R HEAD TEMPERATURE MANAGEMENT.
C. During a two-engine landing with two engines
on the same side inoperative, before using re .. Minimum cylinder head temperatures, within limits,
verse thrust, first obtain positive directional and should be secured prior to takeoff for. the following
lateral control of the aircraft. Next, below nor- reasons:
mal landing speed, reverse the inboard engine;
then, after corrective control action has -been
A. The power available at 2800 rpm increases with
decreasing cylinder head temperature (CHT) at
taken, reverse the remaining engine. Increase
approximately 30 bhp (3 bmep) per 20'C, be-
power in reverse thrust slowly to prevent ex-
ceeding the limits of directional and lateral low 260·C.
control. B. Increasing temperatures are conducive to com..
mon types of spark plug fouling, which can be
reduced through control of maximum CHT.
D. A crosswind will materially affect the amount
C. CHT will rise from 40'C to 6O'C during take-
of corrective control action required to com-
off. Minimum CHT can be maintained by mak-
pensate for bank and yaw tendencies during
ing a brief engine runup to perform the neces-
either symmetrical or asymmetrical reversing.
sary checks and by keeping cowl flaps fully open
E. Experience indicates that the pilot should main- until ready to apply takeoff power. Pre-takeoff
tain directional control by the use of rudder and CHT should not exceed l50'C with ambient
nosewheel steering and by the amount of re- temperature of 40' C or less and should never
verse power applied. The copilot must main- exceeP l70'C.
tail\ a wings level attitude by use of the aileron
control, and also should apply "down elevator" MANIFOLD PRESSURE CONTROL.
to .provide maximum effectiveness from nose..
wheel steering. As the aircraft accelerates during takeoff and up to
the point of the first power reduction, increasing ram
F. To obtain maximum braking, retract the wing
effect will cause a rise in manifold pressure of from
flaps immediately and apply reverse thrust (this 1 to 3 inches. This increase in manifold pressure
increases weight on the wheels); then apply
should be anticipated to prevent exceeding limitations.
brakes by first partly depressing the brake pedals
and gradually increasing braking pressures up
to the maximum possible without sliding tires. WATER·ALCOHOL (AD!) SYSTEM MANAGEMENT.
There is little or no indication to the pilot of When water-alcohol injeCtion is used .during a takeoff,
tire slide; therefore, if condition of the runway the ADI system pressure, fuel flow,.maniiold pressure,
warrants, or if tire slide is suspected, momen- and bmep must be monitored by the crew engineer,
tarily release the brakes, reapply, release, reap- and any discrepan~ies must be reported to the pilot
ply, etc. immediately. As throttles' are advanced beyond 38 to

2·24
 T.O. IC.118 A·1 'Section II

42 inches manifo ld pressu, ,,, the ADI pressures should made good during climb would be reduced for the
drop to a normal flow of from 22 to 24 psi as a result same climb time. A climbin g air speed of 135 knots
of ADI flow. If the drop in pressur e should fail to wiIl provid e the approx imate maxim um angle of climb
occur on any water pressur e indicat or Or if water pres.. in order to comply with air traffic control (ATC)
sure drops but no derichm ent is indicat ed, 'reduce clearances, crossin g altitude s, etc. CHT should be care-
power to the maxim um dry manifo ld pressure and fully observed when ihis proced ure is used.
turn ADI switch OFF for the respective engine. Dur-
ing takeoff, if the ADI pressure drops below 18 psi A. En route climb power is 1500 bbp at 2400 rpm
(iigh t on) and carburetOr enrichm ent is in excess of for gross weight s above 95,000 pounds , and
1800 psi, it is possible that a fuel, oil, or ADI leak 1400 bhp at 2300 rpm for gross weight s below
95,000 pounds .
exists within' the engine nacelle. Takeof f should be
discont inued and the cause of the pressur e drop in- B. Throttl es should be adjuste d to provid e equal
vestigated. If the failure of the ADIsy stem can be manifo ld pressur e - on -all four engines , as se-
attribu ted to an electrical malfun ction, the affected lected from the approp riate climb chart for
ADIsy stem may 'be left in the OFF positio n and the existin g carbure tor air temper ature and pres-
takeoff continu ed provide d perform ance require ments sure altitude (Appen dix). Bmep differences
arc mct. among engines with equal manifo ld pressur e,
rpm, carbure tor air temper ature, and fuel flow

WAR NING I are due entirely to unequa l accessory loads, en·

gine conditi ons and/or instrum ent accuracy.
Maxim um indicat ion of any existin g discrep -
ancies wiIl be provide d throug h control of man-
If the loss of ADI pressure cannot be at- ifold pressur e to chart values.
tribute d to an electrical malfun ction, takeoff
should not be actcll1pted until an inspection C. It is import ant that fuel flow be monito red
reveals that a leak does not exist. throug hout the climb to ascerta in ,that it is
within prescribed limits. The minimu m fuel
flow limit is not an engine limit at normal climb
AFTER TAKEOFF CLIMB.
power. It is, however, a carhure tor limit de-
* 1. Water-alc<>hol-OFF. Crew engineer checks that signed to obviate damage which might other.
wise result at higher power, where the margin
ADI switches are in the OFF position.
betwee n a safe fuel flow and engine detona tion
0and ing IightS"-OFF AND RETRACTED. (1") is diminis hing. At climb power, therefo re, it is
considered safe to continu e operati on when the
fuel flow is at or 50 pounds per hour below the
* 3. Gear lever-N EUTRA L. Crew engineer moves
minimu m fuel flow shown in figure A2- 13, pro-
gear control, lever from UP to NEUTR AL po- viding CHT and CAT. limits are observed. If
sition. the climb fuel flow laUs more than 50 pounds
4. Hydrau lic hypass lever - UP(OF F). Crew en- per hour below puhlish ed minimu m. power
gineer moves lever to the OFF position . should he reduced hy increm ents of 100 hhp
until the fuel flow is not more than 50. pounds
* 5. Pressu rizatio n and doors _ CHECKED. Crew
per hour helow the limit for that particu lar
engine er checks th-e cabin rate of climb and
cabin, altitude for proper indicat ion and checks reduced power. CHT and CAT. limits muSt still
that door warning lights are off" he monito red. For a carhure tor whose,fue-I'flow
ts_ below puhlish ed minimu ms. It t'omplct~ write·
up .should- he ,made in the log and correct ive
* 6. Fuel flows7" CHEC" ED.
mninte nance accomplished at the next. lan~ing.
QNO sm:,kin g-seatb elt ,lights_ AS REQUIRED. (P) t,n route _climb power mUSt he set accordi ng to
climh chllrr manifo ld pressure rllthcr than hmep
0Ant iskid brakes -OFF. (P) in order that t'hart fuel flow limits he \'ulid,'T he
efTe(.·ts ()f any cxistinp; mechanical discrepanc)'
9. APU {GTPU 70·9)- OFF. "Ire tlHIS largely elimina ted from cvaluat ion of
('Iimh carhureti()J1.
EN ROUTE CLIMB. D. Minim um chart dimb rpm is thc most '<.!csir·
ahl(', due.to propell er eflidcn cy. (.'owl flap drag.
I~n coute dimh is 1:,2' kno.ts: lAS. L()wcr speeds
at fuel flow. and t'ahin noise l<tn:J considc rations .
C(luul (:owl Ihip 'g~p: \\:(~,l.',~~LI~rovide_"a slightly higher
Th('rcf ore, full throttle in Ilig-h hlo\,:~r rutio
rllte of dimh. hut th'c' ai.fWdonal (:0,\"1 fbp opcnifl g
should 11(' reached before rp'rn is advanc ed.
require d to mainta in tht· dt·sirc.td (:ylindcr Iwad tl'J11-
peratltt e' or 'I"(}OO to '!OO°'C dfTscis t1'fis. Hnd' the milt·age E. Door.Ii and cl11crgt'IKY latches.-

2-25
Sect.ion II T.O. le·1I8A·1

a. After Takeoff Climb checklist is completed SYSTEMS OPERATION.

and pressurization is begun, a male crew
member will check pressurization and align· Refer to Section VII for detailed information regard-
ment of bayonets on all doors. ing operation of the various aircraft systems.

b. Doors and emergency latches must not be

tampered with during pressurized flight. In
the event a pressure leak develops or a door DESCENT.
warning light illuminates, passengers should
be removed from the danger area (6 feet) For a normal cruiSing descent, the use of cruise power
and the area roped off and guarded by a settings (manual lean adjusted for altirude) or auto
flight Cfew member. lean is permissible. Airspeed should be .limited by.
considerations such as placard airspeeds, clearance, and
c. If door handle or bayonets arc not in place, use of the autopilot. Whenever a power lower than
descend to 12,000 feet or below, as terrain normal cruise is required, it is suggested that the nee..
clearance permits, and depressurize. Con- essary power reduction be made with manifold pres..
tinue nonpressurized flight to station of next sure and rpm. Blowers may be shifted to low rario
intended landing. when at or above low blower critical altitude. Positive
indication bf a shift renders a check shift unnecessary
CRUISE. during the next ground runup. Do not exceed 155
bmep in low blower while using manual lean mixture.
Level off upon reaching cruising altitude and maintain Compare fuel Rows at equal manifold pressure to check
climb power setting until desired cruising airspeed is for stuck automatic mixture control (AMC) units.
attained.

1. Cruise power - SET (see Appendi").

o Radio altimeters-OFF. (P-CP)
Note
.Whenever icing conditions are anticipated,
auto-rich mixture and 15 CAT. are desirable.
3. Cabin pressurization - CHECKED.
4. Tank selectors _ AS REQUffiED. • A minimum of I inch manifold pressure
(See Section VII for fuel management proce· should be maintained for each 100 rpm.
dures.)
CRUISING DESCENT CHECK
5. Booster pumps - AS REQUIRED.
(See Section VII for booster pump operations.) @ Safety belt and shoulder harness - FASTENED.
(P'CP'E) .
6. Water alcobol quantity - CHECKED. Start marker _ AS REQUffiED. (See Section
2. IV for operation of pressurization system.,
® Mixtures - AS REQUIRED. (P)
BLOWER SHIFTING. 4. Blowers-LOW.
'I<;-.

The shock associated with a blower shift will be mini- 5. Windshield heat - CLIMAnco
mized by reducing the pumping load on the super- @ Antiskid brakes - ON. (P)
charger through a momentary manifold pressure re-
duction to approximately 25 inches Hg while affecting *7. Fuel tank selectors-MAIN ON.
the shift from 'low to high ratio. The use of autorich Crew engineer moves all fuel tank selectors to
mixture during the shift from low to high or high to the MAIN ON position.
low ratio is beneficial because the change in fuel/ait *8. Reverse flag (if installed) - DOWN.
ratio obtained in moving from manuallean to autorich
changes the temperature pattern within the combus.. @ Altimeters - AS REQUffiED. (p.cP-N)
tion chambers and causes lead and carbon deposits to Pilot, copilot, and navigator will set tbeir
be carried out the exhaust, thus prolonging spark plug altimeters to meet local requirement ••
life.

FLIGHT CHARACTERISTICS.
WARNING I
Refer to Section VI for detailed information on the
aircraft flight characteristics. Special attention should be givea the .

2·26
 T.O. IC·118A·I Section II

altimeter to assure that the 10,000 foot fore not cause unduly lean mixture in the event of a
pointer is reading correctly. It is pos· go-around.
sible for the correct reading to be set
Water-alcohol should be switched on in time, for 5 to
in the Kollsman window while the 01·
10 seconds, to bleed the system if it is desired to use
timeter reading is 10,000 feet in error. full wet takeoff power in the event of a go-around. At
bhp less than 1000 (llS bmep at 2400 rpm), water-
@ Radio altimeters - SET. (P-CP) alcohol /low will be negligible.

PRECAUTIONS.

* ® Crew briefing - COMPLETE. (p)

A. The tutn to final approach mUSt not be less
than 600 feet above the terrain and not less
than 2 miles from end of the runway.
MANEUVERING DESCENT CHECK B_ The landing procedure. modified to fit the situa-
1: Mixture - AUTO RICH. tion. will be used by the pilot when making a
Crew engineer sets mixture controls to AUTO long base leg or straight in approach.
RICH.
C. The pilot is responsible for the proper use of
2. Hydraulic bypass lever- DOWN. (ON). [he checklist. The crew engineer will read the
Crew engineer moves hydraulic hypass lever to checklist and chalienge crew members for the
the ON (down) lx)Sition proper accomplishment of each item on the
checklist. Accomplishment of each item will be
*Q)Rpm - 2100. (P)
indicated by the proper response.-
Crew engineer sets rpm at 2100 when directed
by pilot.
BEFORE LANDING CHECK.
4. Booster pumps - LOW.
Crew engineer will place nlain booster pump
switches in the LOW position.
CD Rpm-2.iOO. (p)
Pilot states "Rpm 2400." Engineer sets 'Pili
5. Cabin pressure - LESS THAN 1.8 PSI. of all propellers to 2400 and states, "Rpm set!'
Crew engineer will check cabin pressure control
instruments for proper indication. eD Landing Aear - DOWN. (P,(CP·E)
~'hen pilot ~ives command, "Gear nown," co ..pilot

@ Wing flaps. AS REQUIRED. (P) places Acnr lever in .the n()~'N rosition and states,
"Gear ~oing down~" Pilot checks Itear indicators
Pilot will determine required flap setting
and gear wRrninlt light (or proper indi cnrion~i co"
based 00 flight conditions and ATe clearances. pilot checks gear is down Rnd locked; engineer
checks gear indicators, warning IiAht, hydraulic
@ Landing lights-AS REQUIRED. pressure and qUilntity~
8. APU (GTP70-9)-ON.
3. Cowl flaps _ AS R EQlJlR ED.
Crew engineer turns APU (GTP70-9) ON.
9. Seat belt and No smoking lights-ON. @Water-alcohol _ AS REQUIRED. (p)
Crew engineer positions switches to the Engineer positions water-alcohol switches as
00 position ..
directed by the pilot.
10. Cabin report-SECURE.

BEFORE LANDING.
o nefore .• nding check _ COMPl.ETFO. (p.CP)
Crew enAineer ch.lIen~es hoth ni ht and copilot,
who answer, "check completed,~' sillnifyin~ their
knowled~e that the ~e.r is down and all steps of
A setting of 2100 rpm is rccommended for the normal
four~engine approach c()nfi~urati()n before Itear down.
the before landin~ checklist have heen completed.
If approach conditions rllake it lul"isablc to usc car·
buretor henr, the heat should he retained at 20 e and
0

carefully monitored to avoid excessive CAT. in the LANDING.

event of a go-around. If carburetor heat is not needed
during an approach, it should be removed at least 2 Prior to landing. it is recommended that the pilot
minutes prior to landing to allow the mixture control thoroughly brief the crew b)' stating perf()rmance data
to adjust properly to Jl!llbient temperature, and there- and by gi\'in#t any ncccssnt)' instructions,

2·21
.
Sectlonll r.o. U::·118A·l

NORMAL LANDING.
PILor COPILor CREW fNG/NffR
Reduce~ a~.peed to 170 knot. A. On command, extends wing A. On command, sets rpm at 2100.
(figures 2-,4 and 2"5). Call for, /laps, to 20 degrees and stares, Reads checklist and assists in
Rpm ~100. flaps 20 degrees,. and, ,"Flaps set 20 degrees." completing items. After com-
completes descent checklists. pletipn, states, UDescent check-
On entering traffic pattern, re- list complete."
duces airspeed to 140 knots.
B. Proceeds downwind at pattern B. On command, places gear B. Set rpm at 2400. On com·
altitu<Je,an<! 140 knots, lAS. lever in DOWN position and mand 'IIGear down", checlc:S
Turning base, calls for,Rpm states, uGear going down, gear indicators, warning light,
2400, gear down, /laps 30 de- flaps set at 30 degrees." hydraulic pressure and quantity
grees, and Before Landing Checks gear indicators, warn- for proper indications and
checklist. Establishes base so as ing light and hydraulic pres- states, ttGear down and
to roll out on final at a mini- sure for proper indicatioDs, locked."
mum altitude of 600 feet above and states, "Gear down and
field elevation, 120 knots lAS, locked."
and 2 miles from approach end
of runway.
C. When" gear is down, checks C. Continues ' with checklist, posi-
landing gear position indicator tioning cowl /laps and water-
for gear down indication' and alcohol switches. Challenges
red warning light to be out, both pilot and co·pilot on
then states. cCGear-doWQ. and completion of BEFORE
locked." LANDING CHECK.
D. Rolls out on final at 600 feet
minimum altitude above field
elevation, airspeed 120' knots,
and 2 miles from approach end
of runway.
E. States, ttpilot's throttles; en~ E. Checks gear iQdicators, red E. Follows up on copilot's
gineerfollow, reCheck gear." light out and hydraulic pres- throttles adjusting manifold
sure. pressure as requested by piiot.
Rechecks gear indicators and
warning light and reports,
"Gear down Before Landing
Check complete."

F. Calls for /laps full above 200 F. Sets wing flaps as ordered a,nd F. Monitors. ~ngine instruments.
feet. states, "Fhtps set." Follows up on throttles.
G.Gradually decreases, airspeed to G. Call out airspeeds below 120 G. Monitors engine instrpments.
130 percent of stall speed (V .. ,). knots. Follows up on throttles.
H. Crosses threshold at a ~inimum H. Monitors engine instrument~.
height of 50 feet. Airspeed 130 Follows up on throttles.
percent of stall speed. Main-
tains '8 minimum of 15 inches.Hg
until touchdown with maiQ. gear.'
I. Orders actuation of reverse I. Steadies co)"rol column. I. Actuates, ,reverse bar on 'pilot'S
throttle lock release bar (if in- command. Adyises pilot of any
stalled). Reverses propellers if malfunctions 'and opens cow I
required. /laps after reversing is ,'com-
pleted.
J. As aircraft clears runway, calls J. Assists in completing After J. Reads checklist and as~ists it)
for After Landing checklist. Landing checklist. completing step~, states, u4-fter
I Landing Check completed;"
2-28
 T.0.le·118A·1 Sed;on II

GUST CORRECTION,S. pany differing rates of blade actuation or engine pow-

"c" er response. Propellers should be returned to forward
~'Wheo g~~~. wirids .ex4st,. -a. ,co:rreetion factor should thrust in case of malfunction. If yaw is encountered
'be added to best flare 'speed to compeD~ate for maneu- during the landing roll, the following sequence should
ver loads which the P••ot may ,im,pos~: 00 the aite_raft be \lsec;J to maintain, directional control: rudder, nose-
while CQuectiog fpc' gustsQ The gus,t '_c:6rrectioo fact.Qr w~'e~l~ bra'kes, and asyminetrical power.
is dete'rmined bY,takin!! one·half oft/le reported gust, Cowl /laps should be positioned to full OPEN as soon
velocity", that is, orie-h,aH of _t~'e' 't\iJ.l.o~t the wind is a:s, reversing is -~o~pleted. The engine baffles, cowling,
gusting:' " 'ove·r'the constant wiodo' 'For;~,e,xample, if the: and"CHT instr)1m~niation are designed for forward-
wind is ,reported at 30 knots ,with ,gust,to 42 knots, to-aft airflow, anq' are "riot effective during reverse
the gust velocity would be 12 knots; ·One·halfof II pitch operadon, atJow airspeed.
is 6, which is the gust correction in knots that should PrDpellers sh\>uld nDrmally be returned to fDrward
be added to best flare speed. Tf\.e maximum gust thrust befDre the aircraft has decelerated to 50 knots.
correction that should be added- is 10 knotso Gust Below 40 knots, rudder and elevator cDntrol buffeting
correction is introduced only 00 the final approach is encountered and exhaust fumes enter the cabin air-
and is not applied throughout the landing pattern. scoop in Dbjecdonable quantity. Throttles should be
returned smoothly to forwar4 thrust position and then
NOTE :retarded as required for taxiing. At low airspeeds, re-
verse propeller wash tends to starve the carburetor
scoops, thus enriching the fuel/air mixture at low rpm
Use of a correction factor for gusts or to the point that afterfiring on stoppage may Dccur at
other accelerations wh~ch may affect the the IDLE position of the throttles.
aircraft should be undertaken with con-
sideration of all the factors involvedo Note
If a correction is required to compensate
for a given gust velocity, the value of the ,StDppage may be corrected by manual lean-
correction must be the same regardless of ing.
wind directiono This is ttue because the
objective is' to provide a safety, margin
for maneuver loads while flying' 'the air-
craft through a series of accelerationso
The accelerations can be equally severe
whether they are produced by headwind, Due to the possibility of damage to the air-
crosswind, or tailwindo However, since a craft and injury to crew members and passen-
pilot cannot estimate the frequency or gers, the After Landing Check will not be
timing of gusts with practical a'ccuracy, made until the- aircraft is off the active run-
it is possible for the aircraft to arrive at way and clear, of all obstructions.
the flare point, with gust cO,trection added
during aa interval when gusts have st0p'ped' AFTER LANDING CHECK.
momentarilyo Under such conditions, the
dis~nee •¢onsutped NSipating excess i. Cow1 flaps • (HN. . . fl' b
Crew engineer pOSItions cowl ap r eostats to
airspeed could move thetollChllO)!ln point OPEN.
f~thC!r down the run\vai"t"an~,',planned. 2. Pitot beat· OFF.
Th~refore~ whenevet" ,il ..c·on'ee(lol(:,lactor is 3. Gear safety solenoid· VISUALLY CHECKED.
adlledfor ,gtistsof,ot~er'accelefll,~ons, the 4. Propellers' FORWAR:D.
pill>t must b,eprepared toacce,pt:'a, corre· 5. Anti·icers· OFF.
spondingly higher approach speed with the
6. Cabill lieaters • SET.
possibility of increased landing distance.. 7. Boost.; Ji~i!ips. OFF. ' .
If ,stopping ,distance availableb~yond the G,rew eoiiill~er I!,ces each booster pump sWItch
1!,

ma#J!lum estimated touchdoW\l' ,':;, point is in the OFF' posmon.

mar,ioal, 'the pilotsbould' s~lectc:'a longer 8. Water-alcohol· Of". .
Crew eDgineer move_ADI swttcbes to the OFF
ru~w"y or pfocc<edto analtetn~te base. , position. ,,'.. .
. ,; ,,'
® Willg flaps· Ull (CP) ,
Copilot moves flap lever to the UP, positioD.
, \ 10. Cabin Pressure· WINDOW OPEN.
When reversing, pause momentarilf at the reverse idle
detent before applying appreciable reverse thrust., This
will reduce the yawing tendency w~ich would acco",-
2-29

i
Section II T.0.le·118A·l

lANDING

Figure 2-4 (Sheel I of 2)

2·30 Changed 15 March 1961
 T.O. 1C-1l8A-l Section II

Pattern shown is typical and is based on 88,200 pounds gross weight.

For other gross weights and conditions, refer to performance data.

Figure 2-4 (Sheet 2 of 2)

2-31
 • - • •
Section" T.0.lc.118A.1

PILOT'S INDICATED AIRSPEED - KNOTS (lAS)

. '. . .
... ... '". .
......
Tb~.sbo/~ ,A'irilp ••d.
.'

DUIJIP LUtoll V. ff.>r Zeto An~/. t>1-E3pnlc .

TI,"~ Speed .. 730% ~.o

••
"

:
'.

Wing Flop 20" Q. 20',. 30-, Full 0- 20°' 30- Fuli I' . Wlng·Flop
S.H/~g I...
....' ,.
.. . '

'''-, Down I. Down.'. I»~ Serilltg

.. .....
.
..' .'
~

"
•...... ...•. <:
Cro •• Weigh, Gros. -W.I.g"t
Pound. IIS% V. Pounds
.'

112,000 9.0 120 U8 105 97 92 153 136 127 120 U2,OOO

,
110,000 8.2 118 U6 103 96 91 151 134 125 119 110,000

107,000 7.0 117 U4 ,. 102 95 90 148 133 124 117 107,000

105,000 6.2 116 U3 101 94 89 147 i31 122 U6 .. , 105,000

100,000 4.2 113 III 99 92 87 144 129 120 U3 100,000

95,000 2.5 110 i08 96 90 85 140 125 J1'l UI 95,000

92,610 1.7 109 107 95 89 84 139 l24 116 109 92,610

90,000 .6 107 105 94 88 .' 83 137 122 U4 1

108 90,000
.

88,200 0 106 104 93 87 82' 135 1.21 U3 107 88,200

85,000 0 104 102 91 85 81" 133 U8 IU 105 85,000

-
SO,OOO 0 101 99 89 83 I· 78' 129 116 108 101 80,000

75,000 0 98 96 86 80' 76" 125 112 104 99 .

75,000

70,000 0 95 93 83 78' 73' 121 108 101 95 . 70,000

65,000.. o· 9~ 90 .1: .SO· 75' 71' 117 '104.', ".98';' . 92

';" , ... ',
65,000

60,090 . o· 91~·
.
.86. ',,,. 72' 68' 112 :'i60
d"
•
94' 88 60,000
,"
No,e: . St"li!I>e~d at
" ·L~I. ,. - , ','",
Uf(!

" - . '
,htuS' (V.).
tb'~-'aunim~' ~Iltrol '~eed (Vmo)
'- - A
with one engine out in the '.
'0','

' . '
,

'-k(~3" k..~t,~)AS);
"

_,'"
." .i,-,

"110 percent of minimum control speed (91 knots lAS).

BASED ON: FLIGhT TEST DATA
DATA AS OF 2-15-59 .
'.'

Flgur.2·5
 ,.0. IC·lleA·1 Section II

'ii' Controls .' Locked. (PI

~ Crew enllineer J>Jll1s the cOlllrol'slIrfaceJqck
LANDING ON SLICK OR ICY RUNWAYS.
le",r to'lbe ENGAGED (up) posinon an locks
the controls. When landing on slick or icy runways, use full /laps
12. Anticollision light. OFF. and make the touchdown at minimum speed with
power on. Reverse propellers, apply brakes cautiously,
13. Tutbine switcb • OFF. and taxi slowly. Directional control can be maintained
by use of the outboarderigiries, as. nosewheel steering
® Antiskid brake· OFF. (P) is frequently inadequate. . .

® IFF' OFF. (P·N) The antiskid system is very effective on icy and slip~
pery runways; it assists the pilot during the landing
operation by automatically preventing wheel skidding.
This provides the greatest possible braking efficiency
NOTE and reduces landing roll and tire wear.

.rum pitot. beat OFF .as soon as possible

MINIMUM RUN LANDING.
to prevent' overbeating due to decreased
air' flow over pitot head.
The procedure for a minimum run landing is the
same as for a normal poweroOn approach and landing,
CROSSWIND LANDING.
except for·the fOllowing:
In making a crosSwind landing, tbe following items
must be considered: A. Make a normal landing with /laps full, touching
the main wheels as .near th~ approach en<J of
A. Wind velocity. the runway as possible.
B. Wind component. B. Allow the nosewheel to touch as soon as pos-
C. Runway length and condition. '. sible and apply full reverse thrust and maxi>
mum braking without skidding the tires.
D. Wind gust velocity.
C_ Wing/laps should be raisedimmediarely :after
touchdown to assure more poSitive braking ac-
Note tion at higher speeds.
Maximum recommended crosswind compo-
nent is 30 knots except in emergency.
TOUCH-AND-GO-LANDINGS .
See Takeoff and Landing Cros.• wind Cban,
in Appendix•. (Figure A3·l!i).

Note
Establish a slightly longer final approach than normal;
either crab into the wind or align the axis of the air- Touch.and-go landings introdut'e a signif-
craft with the runway and lower the upwind wing. icant element of danger because of the
Usc opposite rudder as f_cquired to maintain a straight many actions which must be" swiftly e:<e'
course. Align ':'ih(; ai'ecraft with the runway before, cuted while rolling on tbe ruilway at blgh
touchdown and contact the runway with t~e upwind speed or wbile flying in immediate proximo
gear. Lower th~. nosewh<'C1 and apply forward pres.• ity to the ground. Toucb~nd.go landings
sur~ on"thc corl.frOI c()lu~n t~~assure positive ,ste,ering'. should be made only wh'fn authorlzed and
control. Cnndrlllc"tO rdll the' aileron control toward the duected by tbe ~jC!f co_....a 'concemed.
wrnd as speed ·d-ccreases. h is' +ecommen~ed that only"
the- innoard prope'lIers'''hc reversed in extreme cross·"
\\'ind conditions'. 'Appl}' hraking action as necessary. "

LANDING ON STEEL MAT RUNWAYS.

\X'hc" landing-,:-pn steel' mat nlnwlIYs, tOlKh d6\\'n to The.l'roeedure. for pattern.approa.ch and.landing are
the center of ...tbq"":lltlt .to Hydid sharp edges. Apply identical to those of a typical normal approach and
landing. Prior to tbe approach, the pilot will brief
hrakes cautiollsly and intermittently to prevent hump. tbe co·pilot and fligbt engineer regarding their duties
ing t~~_".pier~·c:d ,~~,c~t pl"-.Qk~ ~1J1d <I)"oid excessive wear after landing. After touchdown the following proeed
on the tires. ures will be usect.
Section II T.O. lC.118A·l

PILOT COPILOT caw rNGINfr.

A. Indicates decision to go around, ad- A. Steadies control colUIIUI.

vances throttles and cails for "MAX
POWER". As soon as rate of descent
is stopped, caUs for "GEAR UP"
and "FLAPS 20 desrees".

B. CaUs for props full forwanl B. Moves winS flap control to B. Places props full forwanl
and flaps 20 dearees. 200 position and states, and with indicator lISbca on
un.ps comins up to 20°." states, "props full forward."

C. Advances throttles and caUs C. Adjusts elevator Uim tab and C. Follows up on throttles and
for maXimum power. states, ttTrim Set. u adjusts to maximum power.

D. Releases steering wheel at D. Steadies eOGtrol column. D. Moaitors eDlille iD.trume1lts.

90 knots (if applicable) and
places left band on yoke
aod mes aitctaft off runway
at lift off speed.

E. Calls out lift off speed.

Procede as in a normal takeoff. (Reference TAKEOFF

procedure tbis Section).

FOUR·ENGINE GO·AROUND. b. Propeller master le\'er to full increase rpm,

If the pilot considers it necessary to make a go.around,
he will proceed as follows: c. Trim aircraft as necessary and proceed as
during a normal takeoff.
A. If on the runway:
a. Retract wing /laps to 20 degrees. B. If airborne:

PILOT COPILOT CREW ENGINIER

A. Indicates decision to So- A. Moves sear handle to UP A. Repeats "MAX POWER,"

around aDd advances throttles, positioo and calls out advances propellers and
calls for "MAX POWER, "GEAR COMING UP," throttles as required, watches
GEAR UP," after descent moves wing flap lever to 20 for overs peed, and monitors
is stopped ••calls for" Flaps degree position and states, engine instruments.
20 dearees." "FLAPS COMING UP to 20
DEGREES."

B. When 130 knots lAS is B. Retracts flaps and states, B. Wheo propellers are set,
attained, calls for, "FLAPS "FLAPS COMING UP." states RPM. Adjusts cowl
UP." flaps .s required.

c. Monitors eDsine instruments.

 T.O. 1C-1l8A-l Section II

rpm mixture is too lean. After maximum rpm

Note
rise has been obwined and rpm starts to
Climb at liftoff speed with maximum power decrease with further movement of the mix·
and wing flaps 20 degrees if obstacle ture control. return the mixture control to
clearance is requiredo Compute minimum AUTO RICH.
climbing airspeed for landing gross weight
from takeoff speed charco
Note
TAXIING AND SHUTDOWN. The idle rpm fuel/air racio must check
according to the above procedure to
A_ Normally, cowl flaps should be full open for prevent spark plug fouling, which
ground operation. to prevent excessive tempera- causes excessive magneto drop at, igni-
tutes which are not evident in CHT indica- tion check, incorrect fuel/air ratio in
tions. the cruise range, and low torque oil
pressure during takeoff.
B. Taxi at an rpm adequate to provide generator
output (800 to 900 rpm).
O. Do not close cowl flaps for 15 minutes after
shutdown, in order to allow residual engine heat
to escape.

Do not leave parking brakes set if Note

brakes are overheated.
Critical engine temperatures rise im-
mediately after shutdown and may not
c. Shut down with mixture controls whenever begin to drop again until 15 to 30
CHT has dropped to l5o-C. It is suggested that minutes have elapsed. However, the
throttles be positioned to 800 rpm. Make an cylinder head temperature indication
idle mixture check as follows: begins to drop immediately.

a. Propeller levers - FORWARD.

b. Cylinder head temperature - NORMAL.
c. Oil temperature - NORMAL.
d. Manual mixture control- AUTO RICH.
e. Retard throttle to IDLE RPM. BEFORE LEAVING AIRCRAFT.
f. Move mixture control slowly and evenly to
IDLE CUTOFF. 1. Engine analyzer - OFF.
Q Parking br:kes - Set. (P)
Note 3. Mixtures - IDLE CUTOFF.
"Slowly" may be defined as the rate of 4. Ignition switches - OFF.
movement which would require 12 to Crew engineer places the igomon' 'switches in
15 seconds to move the mixture con~
the OFF position after each,,: propeller has
trol lever from AUTO RICH to IDLE stopped.
CUTOFF. This slow movement of the
lever is necessary to make the engine
5. Oil coolers - OFF.
respond to the change in fuel/air ratio
and to obtain an accurate reading as 6. Cowl /laps - OFF.
the beSt power mixture is reached.
7. Inverters and instrument switches - OFF.
Crew engineer places each switch in the OFF
position.
g. If a rise of more than 10 rpm or a drop in
manifold pressure exceeding V. inch Hg is 8. Battery selector switch - GROUND POWER.
'noted, the idle rpm mixture fuel/air ratio is Crew engineer places seleeror switch in the
too rich. If l\I) rise in rpm is noted, the idle GROUND pbWER position.
2·35
S.~lon II T.O. lC~"8A-l

@Radios and radio altimeter. - OFF. (P-Cp-N)

Pilot and copilot tUrn off all radio switches.

In addition to .established teq,!irements
10. Fuel selectors - MAIN ON. ,for reporting any system defects or
Crew engineer moves all fuel tank selectors to . unusual ,or ,excessive" operations, the
MAIN ON. 1Iight crew must also make eimiesin
Form 781 to indicate '",hen any limits
11. Carburetor air doors - SET. stated in the Flight Manual .have been
exceeded.' .
Chocks-IN PLACE. (P-CP ),

3 Brakes- OFF. (p)

• Seat belt light _ OFF. STRANGE FIE,LD PROCEDURES ••
IS. Gear safety pins-INSTALLED. (p) WheDcompelled to operate through bases Dot 'Dormally
visited by the aircraft aDd the grouDd crew is Dot
16. Circuit breakers - SET. familiar wi th the aircraft. the flight crew will perform
the required iDspection. contained in T.O. IC-a8A-6.
17. APU (GTP70) ~ AS REQUIRED.
'ABBREVIATED CHECKLIST.
18. Master switch - AS REQUIRED. The pilot's normal abbreviate'! checklist is now
19•. Lights - AS REQUIRED. contained iD T.O. lC-l1SA-CL,.!-I.

/,.'

" '

2-36
 T.O. IC·lIeA·1

SECTION III

e... ergenc, procedures

TABLE OF CONTENTS

Engine Failure ................................................................................. 3.2

Propel'.r Failure ............................................................................... 3.'
Fire ............................................................................................... 3.11
Emergency Descent Procedure ............................... "............................. 3.19
Takeoff and Landing Emefgencle • .................................. "•...•. ~ ............. 3.19
Cargo Jettisoning ............................................................................ 3.22
Emefgency Entrance ........................................................................... 3-22
.Ditching and Survival .................•............................•.....••.....•..•........ 3.23
Crew Members' Duties ...................................................................... 3-32
3-45
Bailout ...................................... ~ ........................ ~ ..........................
System Failures ..........................••........................................•......... 3-45

LIST OF ILLUSTRATIONS
Number TItle Page

3.1 Fire Extinguish•• Selecto. Valve Handle Positions. Typical ............. 304
3..2 Reve.se Throttle Lock Releas. Ba. and Th.ottl. Position ................ 3-6
3-3 Miscellaneous Emergency Equipment. Typical ............................... 3.18
3-4 Fuel Dumping System ................................................................ 3.23
3.5 Total D'.posable Fuel and· Dumping Rate. Table ............................. 3.24
3-6 EmergenG)' Exits ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 3.25
3.7 Typical Evacuation Plan. Ditching .............................................. 3.29
3~ Ditchl ng Chart. C.118A .............................................................. 3-34
3-9 Ditching Chart. VC118A ......................·....................................... E.36

3·1
Section III T.O. le·IISA ·1

that the aircraf t can be control led in flight is that

EMERGENCY PROCEDURES speed require d to provide suffici ent control to enable
the aircraf t to be flown on a straigh t flight path when
section cootain s what is conside red the best the critical engine (No.1) has failed. This speed is
proced ures for meeting the various emerge ncies that based on takeoff configu ration with gear up, propell er
be encoun tered during flight and ground opera· on failed engine windmi lling, takeoff jMAX Power
It is realize d that each emerge ncy may presen t availab le on the remaini ng engine s and not mOre than
differe nt problem . A thoroug h knowle dge of the five degree s of bank away from the failed engine .
pro,cedu,res contain ed herein will enable the aircrew The minimum control speed, with two enginf"s out OD
cope better with those ~mergenc}es which tb.er one side (propel lers windmi lling) and maximum power
may encoun ter" applied to the' remaini ng engine s, is 99 knots lAS.
Minimum control airspee d with the critica l engine
NOTE (No.1 ) propell er windmi lling and the other three
engines at maximum power is 83 knots lAS.. Howev er
• Althou gh many infligh t emerge ncies require note that the stalling speed exceed s 83 knots lAS for
immedi ate correct ive actioD, frequen tly aircraf t gross weight s greater than approx imately
difficu lties .are compou nded by the tempo 69,000 pounds . In determ ining which engine is in·
of the pilot's command and a too hurried operati ve, check for below normal hmep or any abnor-
execut ion by tbe crew.. It is essent ial that mal indicat ion of the engine instrum ents.,
the pilot careful ly analyz e the difficu lty
prior to issuing instruc tions.. The pilot PROCEDURE UPON ENCOU NTERIN G ENGINE
must exercis e positiv e control of the crew FAILURE.
by allowin g time for acknow ledgme nt and
Of primary importa nce, upon encoun tering an engine
execut ion of his orders.. This wi 11 e limi-
failure , is to maintai n airspee d and directio nal control
nate confus ion and ensure efficie nt and ~t all times while executi ng the proper emerge
ncy
expedi tious -handling of the emerge ncy .. procedures.,

• Critica l emerge ncy procedu re actions , ENGINE FAILURE, FIRE, AND FEATHERING.
those tha t must be perform ed immedi ately
and instinc tively if the emerge ncy is no't NOTE
to be aggrav ated, are identif ied on the
checkl ists by bold face type and must be It is mandat ory that the first action taken in the
memori zed ~nd perform ed in proper sequen ce event of engine fire in flight is to actuate the feath·
withou t direct. referen ce to the checkl ist.. ing hutton.. Actual tests have shown an enor mollS
Follow ing comple tion of the bold face advanta ge in extingu ishing an engine fire when the
items, the applica ble checkl ist will be propell er was feather ed as compar ed to when the
comple ted in its entirety by delega ted propell er .was not feather ed. (On identic al tests,
crew members .. almost 7 times more Bromoc hlorom ethane was require d
to extingu ish a fire on an engine in which the propeller
.Non-c ritical emerge ncy proced ure actions was not feather ed). While the feather ing action is
are those which contrib ute to an orderly progres sing, other critica l items on the engine fire
sequen ce of events ; assure that all neces .. procedu re will be comple ted so that the extingu ishing
sary prepara tions are made prior to initi.. agent can be dischar ged with the least possib le
ating the emerge ncy action or serves as a time delay.
comple ted review of action taken.. These
are comple ted by direct referen ce to the I. THROTTLE. CLOSED (NOT APPLICABLE
applica ble checkl ist. FOR ENGINE FIRE).
2. FE.ATHERING BUTTON· PUSHED IN.

3. FUEL SELECTOR LEVERS· MAIN; SELECTOR

ENGINE FAILURE. FOR FAILED ENGINE· OFF; CROSSFEED5-0FF.
Only at maxim um power and slow speeds does the air- Note
craft require a great amoun t of control force to com.. Compl ete visual inspect ion after step
pensate for turning action caused by engine failure.
3 to determ ine any evidenc e of fire.
. Very little trim is require d at cruise power. As air-
Steps 4 throug h 8 may be omitted if
speed is decreased, more rudder deflection is necessary
to counte ract unbala nced thrust.. The minimum speed
fire is not evident .

3-2
 T.O. le-118A-1 Section III

4. FIRE EXTINGUISHER SELEctOR VAL VE UNfEATHERING.

HANDLE - ARMED.
If it shuuld becume necessary tu unfeather the pru·
5. COWL'FLAPS. 8 DEGREES. peller after an engine shutduwn in flight, proceed
6. CREW OXYGEN. MASKS ON: 100% as folluws:
OXYGEN.
1. Airspeed - 135 KNOTs.
7., CO DISCHARGE HANDLE· PULLED.
2 2. Oil cooler door switch - AUTOMATIC.
Note 3. Cuwl Rap switch - POSITIONING.
Accomplish steps 9 through 16 when 4. Booster pump switch - LOW.
time ~rmits.
5. Generarorswitch - ON.
8. Combustion heaters -OFF. 6. Bluwer switch -'tOW.
9. Booster pump switch - OFF. 7. Fire extinguisher selectur valve handle -IN.
10. Oil cooler door switch - CLOSED AND OFF. 8. Fuel selector lever - ON (pressure checked).
II. Cowl Reps switch -CLOSED AND OFF (after 9. Propeller selector switch _ TOGGLE TO DE·
fire, if any, is extinguished).
CREASE RPM; indicaturlight - ON.
12. Generator switch - OFF. 10. Throttle -'CLOSED.
13. Turbine switch - SET. 11. Carburetoi air cuntrollever - COLD.
14. Ignition switch - OFF. 12. Propeller deicer - OFF.
15. Propeller master selector switch _ SELECT 13. Turn through nine blades with starter (starter
OPPOSITE ENGINE IF PROPELLER OF selector switch _ OFF).
MASTER ENGINE WAS FEATHERED.
14. Feathering button PULL INTERMIT-
16. Mixture cOlltrol - IDLE CUTOFF. TENTLY (maximum 2 seconds).
17. Propeller _ TOGGLE TO LOW.
15. Rpm stabilized ~ 1200 RPM.
NOTE 16. Ignitiun switch -BOTH.
After the prop_eUer has fe~thered, 17. Mixture - AUTO RICH.
the position of the feathering button
should be checked to ensure it has re- 18. Engine instruments-CHECKED.
turned to the neutral position .. (If a pro-
peller is 'feathered due to loss of oil
quantity ,_ the feathering button should NOT~
be manually pulled out as soon as the
propeller is feathered to conserve oil .. Check for congealed oil in oil cooler.
The- .featherin~ timer is set at approxi-
mately 15 seconds and the pump will Warm up engine at ]590 rpm and 20
continue to. operate during this period)o inches Hg. If engine. is c'lld soaked
If the propeller continues to windmill ( + 20'1 C oil temperature or lower),
and will DOt feather, the fire extin-
attempt' to wart;n- ,up en'g~ne at' 1200
guisher selector valve handle should be
pushed -in to the spring stop to provide rpm. If the engine, has been feath-
oil to the engine (figure 3·1). If after ered as a precautionary measure, and
featherin~, the propeller windnlills back~ is to be started again, f~ landing,
wards, momentarily pull the feathering cons'ideraiion should be given to
button to stop rotation. However, care
should be exercised so as OO,t to-call.'ie diluting the oil prior "lo: shutdowD.
propeller to uofeather.
ENGINE FAILURE DURING TAKEOFF •
• Prior to' each takeoff, the acceleration aDd' refusal
speed for the takeoff configura~.ion must be deter-
mined by reference to the applicable charts in the
i'\orm:dly. do- not (:x((.'cd 190 knots Appendix. During_ takeoff ,if an., engine falls prior
to reaching ref~s'al speed, r,ejec.t t~e takeoff. For
lAS; ,hut nt'\'cr cxc(.'cd 2 I -; knots lAS.
reject procedure~ refer tc? Takeo,r and Landing Emer~
with pt:opt'lIcr"fcathcred. except in an
gencies, this section. If an engine fails at or above
clllcrg:cncy. refusal speed, proceed as follows:
3·3
Section III T.O. 1C·118A·l

FIRE EXTINGUISHER SElECTOR VAlVE HANDlE POSITIONS - T~pical

POSITION' POSITION 2 POSITION 3 POSITION 4 POSITION 5

I
FULL IN
t FULL IN CLOSES co,
VALVE IF COt WAS
NOT DISCHARGED,
ALLOWING AIR aLAST
t MANUAL RETURN TO
TO REACH GENERATOR
AND ENGINE DYNA·
FOCAL LORD MOUNTS,

I
_NG STOP POSITION
AND OPENS AlL RUID
PAmAlLY OPENS OIL
SHUTOFF VALVES AT
SHUTOff VALVE aUT
FIREWALL
DOES NOT ClOSE CO,
VALVES IF COt WAS
AUTOMAnc ODSlNG NOT DISCHARGED.
Of co, VAlVES ONlY
IF COl HAS IUN
DISCHARGED.
FULL OUT aOSES ALL FlUID SMUTOF!' VAlVES
AT RREWALL. OPENS ~ VALVES, ANO SHUTS
Off AIRBLAST TO GENERATORS AND TO EN-
GINE DYNAFOCAL LORD
= ..;M
=",NTS
OU =::..
. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _.....

AAl-1Z7
Fiqure 3·'
A. Takeoff aod climb at liftoff speed. range airspeed. If this altitude cannot he main·
B. Raise the landing gear after being safely air-
tained because of the terrain, dump fuel to
r~uce gross we~ght. If terrain altitude can·
borne.
not be maintained, provisions are made for
C. Fealber Ibe propener of the failed engioe. jettisoning the aft small entrance door as a last
D. After obstacles arc cleared, cettact wing flaps resort, making it possible to jettison equipment
at the appropriate airspeed and accelerate: to and cargo.
tbe en route climb airspeed.
E. Complete tberamaiuiagstrps under Engine
r-[:=J-W-A-R-N-'-N-G-"
Failure, Fire, aod F catheting.
ENGINE FAILURE DURING FLIGHT.
The cabin must he depressurized he·
If an engine fails during Bight. and It .s .mperative fore jettisoning the door. (This door.
that the propeller he feathered. perform the following when jettisoned, may strike or wrap
operations for that engine: around the horizontal stabilizer.)
A. Maintain Bying speed and directional control. Note
(See the Appendix for information on three·
engine performance.) Monitor the electrical load on the reo
maining generators.
B. Perform all the steps under Engine Failure,
Fire. and Feathering.
FAILURE OF TWO ENGINES.
C. Try to discover the cause of failure. Check fuel
and oil quantity gages, fuel valve controls, If tl!:o engines fail after ,takeoff. with a gross weight
fuses, circuit breakers, lines, and wiring as of 10',000 pounds in the clean coofiguratioo, under
much as possible. standard Day, sea level cODditioos, it is possible
to establisb a rate of climb of at least 100 feet pet
D. Descend gradually at long range airspeed minute at takeoff speed. If a speed of 140 knots
to the lowest possible altitude consistent with lAS caD be attained, it is possible to establish a
power and fuel available at recommended long rate of climb of 225 feet per minute. See Two· Engine
 T.O.le -118A- 1 Section III
Emergency Climb Chart in the Appendix for specifi c During Flight.
datao When two engine s are out and the feather ing
procedure has been accomp lished, maintain METO If the fuel pressure drops below the operati ng
power and cowl flaps as require d to mainta in bead during flight, but the engine continues to O~"'ti.tc
temperatures under 232 0 C. normally, the cause may be one or more of
lowing: primer leakage, oil dilutio n solenoid leaka,ge,
Not.
engine-driven fuel pump bypass valve leakage. clogged
Monito r the electrical load on the remain ing preSlSure line, instrum ent failure, or line leakage.
genera ton. sible courses of actioQ, depend ing on the cause of
Lighten aircraf t, jettison fuel if necessary (carefully pressure drop, are listed below.
compu te fuel require ments to intende d point of land-
ing prior to jettison ing), and be careful not to
jettison any emerge ncy equipm ent or clothin g needed
in case of emerge ncy landing or ditchin g. (Prepar e
for emergency landing or ditchin g.) Proceed to the
nearest suitabl e air/ield, if possible, using only that
power necessary to mainta in safe flying speed. Whene ver fuel pressure drops and the engine
continues operati ng normally, the first con-
Not. cern of the crew must be to guard against the
outbrea k of an engine fire. The greates t
It has been determ ined that even small
amoun ts of wing flaps do not add to the danger lies in the fact that the crew develops
perform ance of the aircraf t on two engines. a false sense of security because no fire exists
at the time that the fuel pressure drop is
For cruisin g 'with three or two engines operati ng, the noticed nor after several hours of flight. How-
best range is obtaine d with power require d to main· ever, when the throttle is retarde d (as in prep-
tain, long range airspee d. As altitud e is decrea sed, aration for a landing ), an engine /ire develops
power require d to maintai n this speed also decrea ses, and the results are usually disastrous. What·
therefo re, in case ODe or more engine s fail during has happen ed is that a fuel leak existed, but
cruisin g flight, altitud e should be reduced gradua lly the cooling and dispers ing effect of the air-
by the amount necess ary to bring power require ments flow throug h the engine nacelle at cruisin g
within cruise power limitso If the terrain permits , speed has preven ted the start of a /ire. When
a gradua l let down should be made at long range the throttl e was retarde d, the airspee d
airspee d, with maximum cruise power used on the droppe d and the airflow was reduced suffi-
remain ing eogioes o With tbis techniq ue, the aircraf t ciently to permit ignitio n of the leaking fuel.
will level off at the maximum ceiling for this power. Any change in the airHow pattern , such as
If above the three- or two-en gine service ceiling and feather ing the propell er or enterin g a climb,
if maximum operati ng altitude is required, it will be can start a /ire if a fuel leak exists. Increas ing
obtaine d by use of the speed for en route climb and the power is less likely to start a /ire since
METO power, with a gradua l let down being made. airspeed will be increased, but even here there
Using this speed and power, the aircraf t will level is a possibility of /ire since the exhaus t heat
off at its ceiling . and flame pattern may change sufficiently to
To obtain beSt efficiency in either of these operati ng outwei gh the increase in cooling airflow. Ac-
conditions, elimina te all unnecessary drag from such cording ly, it must be the objective of the crew
items as out of trim, cowl Haps, oil cooler doors, etc. to elimina te the fuel before any change is
made to the airflow or exhaus t pattern .
FAILURE OF THREE ENGINES. A. If power is not necessary to sustain flight or
It is not possible to mainta in level flight at any gross to reach a safe destination, cut th~ engine im-
weight with three engine s inoperative. mediately by moving the mixtur e control to
IDLE CUTO FF and the Propel ler FEATH ER-
FUEL PRESSURE DROP - ENGINE OPERATING
ING BPTT ON to FEATH ER; and close the
NORMALLY.
During Ground Operat ion. /irewall shutoff valve by pulling the a pplicah le
Engine Selector Valve Handle on the Main
Jf the fuel pressur e drops below the operati ng limits Fire Contro l Panel.
during ground operati on, but the engine continu es to
operate normal ly, stop the aircraft , set the /ire extin-
guishe r selector to the affected engine , and shut down B. K ••p th. affected engine in operation lit or
immed iately. Do 001 'ake off. Investi gate the cause "boff' cruising sp.ed while maint,,;,,"'g wmch
and correct. for fire. This can be done if it cannot be de·

3-5
 T.O. 1C-1l8A-l

LANDING WITH ONE OR MORE ENGINES

INOPERATIVE.

In all landings with one or mOre engines inoperative,

-s.
the ADI water-alcohol injection system should be ON
for the engines in operation. In case any of the in-
operative engines can be safely used for any amount
of additional power, and a fire hazard does not exist,
unfeather the propeller, start the engine, and operate
it during the final approach.

On aircrafc equipped with a reverse bar, if an engine is

inoperative or feathered on landing, the throttle for '
that engine must be in either the OPEN ( full forward)
or CLOSE (normal idling) position before reversing
lll lll lll can he accomplished on the remaining engines (fig-

000 O[][}
,, ,, ,, O[]O
,, ,, ,,
, , ,
ure 3-1 ).

1ft) t,'t';\ ~i~. t,"t~t,"t~.lft~

-- --
" •••••••• II ::"' ....:::.(. • .#'~-!.
~:" .:

.... ....
i!..!# l..;: :.:..;

..........
...........
......... ". . •.. ....... -
POIIIIOII a
Reversing in Right is possible. Reversing

............
.11..., . . .

-.....
tis. t • • • v • •••• ttl •• t. must not he used except for ground opera-
I ••• ' ........ -.~otIt! tion.
.......... 'a'•••".... ~Ioote

100.._ _ _
......- '. Pill
0- -- landing With One Engine Inoperative.

Figure 3·2 Usc the following procedure during a landing with

(ermined whether or not an actual leak existS one engine inoperative.
and the engine is required (0 either sustain Right
or maintain the required altitude for arrival at A. Make a normal approach and landing except
a safe destination. However. prior to power rpm at 2400 on descent check. When at high
reduction for entrance to the landing pattern, aircrafc gross weights, make the approach
Cut the affected engine completely (as cited in slightly higher than normal.
step 1 above. and not by retarding the throttle)
and accomplish a partial power landing. Unless B. Do not extend the wing Raps past .~O degrees
the added power is absolutely essential to effect until cenain that the (Ield caf\ he reached.
a safe landing. do not reduce airspeed until the
affected engine is shut down. Co Rpm _ 2600 0:-1 TIlE BEFORE LA:-<DI:-IG
CHECKLIST.
C. COtltimle opt!ratirlg the engiue normal/.l'. This
landing With Two Engines Inoperative.
may be done if it can be reasonably ascertained
that the indicated fuel pressure drop has not Usc the following procedure Juring a ItlnJing with
resulted from a fuel leak. two engines inoperative:
Note
All other facmrs being equal, step 1 A. I"pol1 l'lHl'Cing 1raflil' pal1l'Cn. RP~l 2()00. gl'ar
above is generally the best. However, and fbps lip, airspeed I )0"; V" On hase leg
action to be taken depends entirely tapl'r a ir~pl'l' d to I iO"'; V ..
upon the circumstances existing at
the time. Such factors as the known B. On final approach, maintain 140 knots and
condition of the airplane and the re- do not extend ,... ing flaps past 20 degrees. When
maining engines, the stage and re- it is cenain that the fielJ can he reached, posi.
quirements of the mission, and power tion the landing getlr control lever to DOWN,
requirements of the aircraft should operate at 2800 rpm, and usc wing Raps as
all be considered. required.
3-6
 T.O. Ie-lISA -I
Section III

c. If both inboard engines are inoperative, pro-

A. Apply maximum power (wet)
ceed as follows to operate the wing flaps, land·
ing gear, and hydraulic brakes.
B. Retract landing gear, wing'- flaps 20 degrees,
and accelerate to 120 knots lAS.
D. Emergency hydraulic pump selector valve lever
- GENERAL SYSTEM.
Note
E. Emergency hydraulic pump switch - HOLD IN A wing flap retraction airspeed of 1'20
THE ON POSITION. knots is based upon liS percent of the
stalling airspeed at 88,200 pounds gross
F. After gear and flaps are positioned for landing, weight, gear and lIaps up.
position the emergency hydraulic pump selector
valve lever to BRAKE SYSTEM.
c. Reuaet wing flaps and continue acceleration
to two-engine climb airspeed (140 knots lAS).

GO-AROUND WITH ONE ENGINE INOPERATIVE.

Note
Use the followi ng procedure in case it is necessary to
make a go-around with one engine inoperative: If obs,tacIe clearance is necessary, start
climb only after. reaching 130 knots
lAS. After obstacles are cleared, com-
A. Apply maximum power (wet) and attain best plete flap retraction and increase speed
climb airspeed. to two-engine climb airspeed (140
knots lAS).
B. Retract landing gear.

C. Retract wing flaps to 20 degrees. If obstacle D. Maintain maximum power until sufficient al.
clearance is required, climb at liftoff speed. titude' is reached to maneuver;' then reduce
When obstacles are cleared, make the transi· power to the amount req'uired' to maintain
level lIight at 150% Ys. At minimu m
tion to en route climb configuration and speed.
control speed (Y"".) plus 10 percen t margin
(110 knots lAS) with two erigines on one side
D. Procee d as during a normal takeoff. Be alert operating, as power is applied for the over-
to meet control requirements resulting from shoot, nearly fun rudder, onechaif to two-
application of- maximum power at low airspee ds. thirds aileron, and a S-degree bank angle toward
Maximum power should not be applied if speed the two operati ng engines will be required to
is below minimum control speed (83 knots lAS). maintain a constant heading.
Make the transition to tbe en route climb coo ..
figuration and speed.
With two engines on one side inoperative, Ii sman
gain in rate of climb will result from using approx-
imately a S-degree bank angle toward. the twO op-
erating engines. Maintain correct climb airspeed, and
trim out directionally with reference to the turn-
and-slip indiato r by displacing the ban .aproximately
GO-AROUND WITH,TWO ENGINI$ INOPERATIVE. one-quarter width away from the ,inoperative engines.
Use power as, required up to th~ maxim um available
If a two-engine go-around is necessary when operating for terrain clearance, and METO power for en route
within the range of normal gross weights from an climb.
, airspeed below two-engine, climb, airspeed (140 knots
lAS), gear and lIaps extended, then transiti on to If a two-engine go-around is required from a speed
two-eljgine climb configuration and airspeed must be at or above thetwo -engin e climb airspeed, and the
aircraf t .is in the clean configuration, apply maxim um.
made before a positive rate of climb can be established
power, establish two-engine climb airspeed, main-
The amoun t of altitude lost during this transition will tain maxim um power until sufficient altitude is
vary with gross weight, degree of lIaps extended, and reached to maneuver, then reduce power to the amount
airspeed existing at, the time the go-around is in- required to maintain level flight at 150% Ys.
itiated. Proceed as follows.

3-7
Section III T.O. IC·11IA·I

PRACTICE MANEUVERS WITH ONE OR MORE THREE·ENGINE TAKEOFF PROCEDURE.

INGINIS INOPERATIVE.
There are two types of three.engine takeoffs: one is
Engine failures may be simulated for practice. To made with an inboard engine inoperative and the
simulate a feathered propeller condition, establish other made with an outboard engine inoperative. In
~ero 'thrust on the failed engine (approximately 17 either case, observe the following precautions:
inches Hg and 1700 rpm). The items on the Engine
Failure, Fire, and Feathering checklist may be called A. Ad just seat and rudder pedals so that full
out without actually performing steps. rudder travel may be obtained.

PRACTICE ENGINE FAILURE ON TAKEOFF B. The propeller of the inoperative engine must
BEFORE REACHING REFUSAL SPEED. be feathered or removed, the ignition off, and
the cowl /laps full closed.
If a throttle is retarded during takeoff prior to reach·
ing refusal speed, close all throttles and Stop. C. Set the trim tabs to ~ero.

PRACTICE' ENGINE FAILURE ON TAKEOFF D. Extend the wing /laps to 20 degrees.

AFTER REACHING REFUSAL .SPEED.
If engine failure is simulated after refusal speed is
E. Keep the nosewheel in contact with the ground
until minimum of 91 knots lAS is attained.
reached, continue the takeoff, using rudder and ailerons
to maintain directional control. Raise the landing gear
as soon as possible after liftoff and climb at takeoff TAKEOFF WITH AN INBOARD ENGINE
speed until clear of obstacles. Retract the wing /laps INOPERATIVE.
at approporiate speed and accelerate to en route climb
airspeed and configuration. To accomplish a takeoff with an inboard engine in·
operative, proceed as follows:
PRACTICE LANDING WITH ONE OR TWO A. Align the aircraft with the runway and hold
ENGINES INOPERATIVE. the brakes; advance the throttles on engines
No. 1 and 4 to maximum power and release
To simulate a landing with one or two engines in. brakes.
operative, set the throttles and rpm as recommended
under Practice Maneuvers With One or More Engines B. As the aircraft starts the takeoff roll (apprC?xi·
Inoperative, and trim the aircraft for directional con· mately 9 to 17 knots), gradually advance the
trol. Unbalanced power can also be used to maintain throttle on the. inboard operative engine to
directional control. When turning final approach for maximum power~
landing set rpm of the inoperative engines to the same
rpm as the operative engines so that rapid power C. Maintain direction with nosewheel steering.
applications may be made if needed. Refer to LAND· Apply down-elevator, as required, to increase
ING WITH ONE OR MORE ENGINES INOPERA· nosewheel traction. With an aft cg, down·
TIVE, this Section. elevator is required throughout the takeoff run.

PRACTICE GO·AROUND. D. Apply full rudder opposite the inoperative

engine until a speed of 61 to 69 knots is at·
Practice go-around using three engines at altitude tained, and then decrease rudder deflection to
and notice altitude loss during the manuever. Notice the amount required to hold the aircraft straight.
also the amount of power that can be applied on the (This will be approximately one· half of full
three engines without loss of directional control. rudder throw at 87 knots.)

E. When the throttles of ~he operative engines

THREE·ENGINE FERRY OPERATING LIMITATIONS.
are set for maximum power, apply approxi-
Maximum takeoff weight limitation - 76,000 pounds. mately one·half aileron toward the side with the
Center-of-gravity limitations! twO operative engines.

Forward limit (landing gear down) ........ 11 per· F. Directional control must be maintained by use
cent of nosewheel steering lip to 61 to 69 knots.
From this speed up to liftoff speed, directional
Aft limit (landing gear down) ................ 28 per· control is maintained by use of nosewheel steer..
cent ing and displacement of the rudder and ailerons.

3-8
 T.O. IC·lleA·1

At liftoff speed (minimum 91 knots lAS), fly the PROPELLER FAILURE.

aircraft off and establish a 5-degree bank away from
the inoperative engine, which will decrease the
amount of rudder required to maintain a straight PROPELLER MANUAL RPM CONTROL
course. MALFUNCTION.
G. If obstacle clearance is required, climb at take- On early aircraft, if a short circuit occurs in the
off speed. When obstacles are cleared, make the peller automatic rpm control circuit, an a~:::::;~
transition to en route climb configuration and control circuit breaker will trip, causing the a'
speed. system to become inoperative. Propeller manual
control is normally accomplished by simultaneous
H. . Proceed as during a normal takeoff. actuation of the four propeller selector switches located
on the control pedestal; however, in case a short circuit
exists in anyone of the four individual manual control
TAKEOFF WITH ONE OUTBOARD ENGINE circuits and the propeller selector switches are toggled
INOPERATIVE. simultaneously, a lO-ampere propeller manual control
circuit breaker, located on the main circuit breaker
To accomplish a takeoff with an outboard engine
panel, will trip, and further rpm control ..ill be im-
inoperative, proceed as follows:
possible until the manual control circuit breaker is
reset. To change propeller rpm manually when a
A. Align the aircraft with the runway and hold short circuit exists in an undetermined individual
the brake$; advance the throttles on engines manual control circuit, proceed as follows:
No. 2 and 3 to maximum power and release
brakes.
A. Reset the propeller manual control circuit
breaker.
B. Gradually advance the throttle on the operative
outboard engine to obtain maximum power at
B. Toggle each propeller selector switch separately
approximately 61 to 69 knots.
until the malfunctioning circuit is found (circuit
breaker tripped).
C. Maintain direction with nosewheel steering.
Apply down-elevator as required, to increase
C. Reset the propeller manual control circuit
nosewheel traction. With an aft cg, down-
breaker.
elevator is required throughout the takeoff run.

D. Apply full rudder opposite the inoperative D. Toggle only the remalnmg propeller selector
engine until after liftoff; then decrease rudder switches for rpm change. (Full rpm control is
deflection to the amount required to establish available for the remaining propellers.)
best performance attitude.
E. Land as soon as possible.
E. When the throttles of the operative engines
are set for maximum power, apply approxi-

l:::::J
mately two-thirds to three-quarters aileron to-
ward the side with the two operative engines.

F. Directional control must be maintained by use

of nosewheel steering up to 61 to 69 ·knots.
From this speed to liftoff speed, directional Do nOt actuate the propeller selector
control is maintained by use of nosewheel steer- switch for the propeller in which a
ing and displacement of the rudder and ailerons. short circuit exists, as the Olanual
At liftoff speed (minimum 91 knots lAS), fly control circuit breaker will trip.
the aircraft off and establish a 5-degree bank
away from the inoperativ~engine, which will
decrease the amount of rudder required to main- On later aircraft, the lO..mpere magnetic-type manual
tain a straight Course. control circuit breaker is replaced with a 5-ampere
thermal-type circuit breaker. A '-ampere fuse in each
G. If obstacle clearance is required, climb at take- of the individual manual rpm control circuits is
off speed. When obstacles are cleared, make the replaced with a 2..mpere slow-blow fuse. These
transition tc;> en route climb configuration and changes permit simultaneous actuation of the propeller
speed. selectOr switches, as the 2-ampere sjow-blow fuse will
open and isolate the shorted circuit without tripping
H. Proceed as during a normal takeoff. the manual control circuit breaker.
3·'
Section IIi T.O,IC.118A·l

ALL ENGINES HUNTING OR SURGING. 4. PROPEl.LER SELECTOR SWITCH' TOGGLE TO

If all engines are hunting or surging, attempt to DECREASE RPM.
establish synchronized operation as follows: 5. ENGINE FEATHERING PROCEDURE "AS RE·
QUIRED.
A. Position the master e~gine sele,~~or s~,i,t~h. .,to
the opposite engine.
Not.
B. If this does not correct the trouble, place the The two most important' factors to be
maSter engine selector switch in'the MANUAL considered .in the event of propeller
position. overspeeding are the true airspeed of
the aircraft and the power to the en-
C. If the engines continue to hunt or surge, place gine.' If overspeeding occurs during
the tachometer isolation switches in the EMER· cruise, feather the propeller, reduce
GENCY position. all throttles, and increase the angle
of attack (if conditions permit), in
order to slow the aircraft to the
INDIV,IDUAL PROPELLER OUT OF recommended 135 knots lAS as soon
SYNCHRONIZATION. as possible. If engine feathering is im-
possible, reduce the throttle and main-
If an individual ,propeller is out of synchronization in tain rpm within limits by regulating
AUTOMATIC and the remaining propellers are func· the T AS of the aircraft.
tioning properly, perform the fOllowing:

A. Push the resynchronizing button repeatedly Airspeed may be resumed after the propeller becomes
until the propeller is in synchronization. stationary. In a high rpm windmilling condition, pas-
sengers should be moved aft of the plane of propeller
rotation. A high rpm windmilling condition may be
B. If th,is doe,S not correct the condition, actuate partially restored to normal by descending to a lower
the respective propeller control switch ~o bring altitude, inasmuch as the propeller windmilling, charac-
the propeller back into synchronization. teristics are a function of true; airspee<;l.
C. If the propeller does not stay in synchronization, When engine overspeeding occurs, land at the nearest
place the master engine selector switch in the base. The following information should be noted on
opposite inboard engine position an<J push the Form 781 and reported to maintenance personnel: The
resy,nchronizing button. ' maximum rpm and' manifold pressure that were - ob~
tained during flight, duration in minutes of the over~
D. If the propeller will not stay in synchronization, speed condition and overpower condition, and the
place the master engine selector, switch in. the reason for overspeed, if 'known. Allowable rpm is
MANUAL position and operate the individual 2800 to 2950, while an inspection is required at 2950
propeller selector switches for synchronizing to 3400 rpm. An engine change is required when rpm
and c,h,ange' of rpm. exceeds 3400 rpm.
"'/', "

E. If th~·:"~:Q.gine tachometers -continue to fluctuate,

place;'tb,e, ,tachomet,~r isolation 'switches in the
EMERGENCY pilsiiion, , which deletes auto· Not.
matico-operation. Engine overspeeding usually occurs after a
momentary power loss that is followed by a
return to full engine power.
PROPELLER ,OVERSPEEDING.
If an engine tends to seriously overspeed, indicating
that (·he, p,ropeller is, no~ functioning to. reduce· rpm, ENGINE SURGING AS RESULT OF
proceed as follows: MALFUNCTiONING FUEL SYSTEM"
It should be remembered ,hat vapor locking of the
fuel system, either in the fuel lines or in the ~arburetor
I. THROTTl.E Cl.OSE. chamber itself, can resllt, in alternating slugs of fuel
and vapor entering' the 'engine, resulting in intermit..
2. AIRSPEED' DEC!l.EASE TO 135 KN9TS lAS,
tent power loss and subsequent surging. See Fuel
3,' FEATHERING BUTTON· AS REQUIRED. System Failure, this section, for corrective steps.
3·10
 T.O. lC·118A·l Section III

ENGINE SURGING RESULTING FROM EXCESSIVE d. Engine - SECURE.

LEAN MIXTURE.
C. If propeller feathering pump continues to op·
If, after correcting the preceding conditions, engine erate beyond usual point of automatic cutoff
surging is still evident, the trouble is probably origi. after unreversing (malfunctioning blade cutout,
nating in the engine itself. Place the fuel booster switch), immediately trip the reverse control cit..
pumps in LOW, then place the mixture control in the cuit breaker to prevent full feathering of· pro.
AUTO RICH position and apply carburetor heat for peller. Propeller blades should automatically
several' minutes. If' necessar-y, actuate 'the primer to return to the low pitch, high rpm setting. If
furnish additional fuel supply to the engine. This will propeller has reached full feather position, se·
usually correct the trouble, and 'the carburetor tein- cure the engine as outlined in step Bo
perature then may be returned to the desired range.

Note
If an engine has stopped immediately
UNREVERSING IN FLIGHT.
after coming out of reverse, or is in
If a propeller is inadvertently reversed during (light, the feathered position w hen coming
proceed as follows: out of reverse, the engine should be
restarted prior to servicing the oil
A. Reduce the airspeed to 135 knots lAS or less.
tank. This will preclude overfilling
. B. Move the throttle forward of detent to the the oil tank when excess oil (P umped
CLOSE position. into engine nose section by tbe
featheriog pump) is returoed to the
C. Depress the feathering button. oil taok.

Note
FIRE.
In case a propeller, is re.versed im·
mediately .after takeoff, make certain ENGINE FIRE· ON GROUND.
the throttle is forward of the detent If an engine lire occurs during an engine. start,perform
and feather the propeller. the following:
A. Throttle - CLOSE.

FAILURE OF PROPELLER TO UN REVERSE DURING

Note
GROUND OPERATION. If an induction lire occurs, advance the.
A. If one or more reverse indicator lights remain throttle to fuJI OPEN and keep. the
on after the' dlrottles are' tet-urned to forward engine turning with the starter, while
thrust position (or if' failure to ll:~reverse is the following steps are being per·
suspected on aircraft not equipped with re- formed.
verse indicator lights), check the propeller de·
icing ammeter for load. If load· is indicated, B. Mixtu.. control lever - IDLE CUTOFF.
trip affected reverse control circuit breaker(s) C. Ignition switch - OFF.
and momentarily depress feathering button to
position blades to forward thrust positioo. If D. If the lite continues to burn, pull t.he lire
no load is indicated on the ammeter, momentar.. extinguisher selector valve control handle for
ily depress the feathering button. t)te affected engine f,,11 out and discharge CO.,
open the cockpit side windows, and signal the
ground crew to use portable lire extinguishing
B. If the aboveprocedlll'.e iails ~ accomplish
equipment.
onleversiog, secure the. ~!Jl!~p'e as folldw.s:
E. 1£ the lire· continues, summon lire lighting
a. Throttle - REVERSE RANGE. equipment.

b. PropeJler reverse and feathering control F. Shut down the other engines, ifoperati"g.
circuit breaker - TRIPPED. G. Proceed with, and. assist in, the evacuating of
c. Mixture control leve~..,. IDLE CUTOFF. passengers.

. 3.·1\
 Section III T.O. lC·118A·l

H. Do not attempt to restart the engine after dis- OVERHEATED BRAKES.

charging CO2 ,
During training flights, when frequent landings are
ENGINE SECTION FIRE BEFORE TAKEOFF. being made or when excessive braking is required in
an emergency stop, it is possible to overheat the brake
If a nre occurs in an engine section or nacelle while system and cause a nre.
taxiing, as indicated visually or by a nre warning light,
perform the following immediately: To avoid the possibility of retracting a gear with hot
brakes into the wheel well and having it burst into
1. Close the throttles. flames, it is desirable to have a visual brake check made
2. Open the side windows. while taxiing or prior to takeoff. If brakes have been
used excessively during taxiing, or during repeated
3. Fire extinguisher selector valve handle for the landings, it may be advisable to leave the gear down
affected engine - PULL OUT_ for cooling while making the entire pattern around
the neld.
4. Either CO. discharge handle - PULL OUT.
5. Complete the engine shutdown. BRAKE FIRE.

6. Proceed with, and assist in, the evacuating of In case of brake nre, proceed as follows:
passengers. A. Upon detecting a brake nre, notify tower to
ENGINE FIRE IN FLIGHT.
dispatch crash equipment and stop aircraft by
means of opposite brake and reversing of out-
Complete the steps under Engine Failure, Fire, and board engines. After aircraft is stopped, hold
Feathering checklist. aircraft by means of oppos ite brake and nose
wheel steering.
Note
All cockpit crew members must put on oxygen
masks before or simultaneously with the dis- B. Shut down all engines except the inboard engine
charge of CO •. The crew member delegated on the side of the affected brake, and advance
to discharge CO. to the nre zone, however, the throttle to blow combustible fluids away
may delay putting on his mask until after this from the burning brake.
operation is accomplished.

C. Send someone aft to see if the fire is out and to

alert the flight attendant for possible evacu-
ation.
If a nre occurs in any engine, turn off all
heaters.
D. If unable to extinguish the nre, order the evacu-
After an engille nre has been extinguished and it ation of personnel as quickly as possible.
becomes necessary to use the airfoil heaters or the
cabin heaters, proceed as follows: .
A. If the nre occurred in engine No. 1 or No.4, E. The remaining engine should be shut down and
the cabin heater may be operated normally. the crew evacuated when the crash equipment
Do not operate the airfoil heaters unless arrive,.
absolutely necessary. If it can. be detetmi ned
that the fire was limited to zone 1, the airfoll
he.ters can.be operated on the normal system.
Note
B. If the nre occurred in engine No.2; turn off
If the left gear is burning, it may not
the cabin heater fuel pump circuit breaker and
be feasible to evaCllate the passengers
use crossfeed fuel for operation of the cabin
from the main exit. In this event, they
heater. If it can be determined that the fire should be evacuated through the
was limited to zone 1, the cabin beater can be forward crew entrance door. One crew
operated in the normal system. member should be stationed on the
C. lEthe nre occurred in engine No. 3,turn off the ground to keep people away from the
airfoil beater fuel pump circuit breaker and use turning propeller and also to keep
crossfeed fuel for operation of the airfoil them a safe distance from the nre
heaters. because of the danger of an explosion.
3·12
 T.O. 1C·1I8A·1

GENERAL FIRE PROTICTION INFORMATION. OUT position. Approximately 2 seconds after CO2
discharged, ,the selector valve handle should
% inch toward the OFF position to close the sel,ecc.)r
Note valve. This automatic closing eliminates the nec:e ..lity
The engine and nacelle area is divided into of manually closing the selector valve before CO2
three zones: Zone I is the power section released into another area. If a second fire occurs
(forward of the inner ring), Zone II is the the same area, or if the first fire is not ex,tinguish,ed
accessory section (between the inner ring and with one charge of CO2, pulllh. seleclor 1J1Il1Je "",..a,r.
the firewall), and Zone III is the area aft of complelely DUlag";,, and then pull the other
the firewall. discharge handle. However, do not release the .''';UD,Q
CO2 discharge until the first has proved ineffective, to
avoid wasting CO2 , If the propeller of the inoperative
While there is no CO2 protection in Zone I, a fire
engine cannot be feathered, and no fire is present,
may burn through this zone into Zone II or III; there·
fore, CO2 should be discharged regardless of zone indio the fire extinguisher selector valve handle may be
cated. With the cowl flaps open, some CO. will be pushed into the spring stop (approximately one·half of
drawn forward into Zone I to aid in preventing the fire the total travel distance). This will partially open the
from spreading; the CO. discharged into Zones II and oil shutoff valve and permit oil flow to reach the en·
III will also serve to cool the heated surfaces in those gine, reducing the possibility of an engine seizure. The
areas and will help prevent the ignition of fuel and fuel and hydraulic fluid valves will remain closed when
oil. Zones II and III, both equipped with thermal the handle is returned to the spring stop from the
detectors and CO2 discharge systems, are to be consid· FULL OUT position.
ered as one zone since the thermal detectors are inter·
connected to a common warning light system, and
CO2 discharges simultaneously into both zones. The
thermal detectors for both Zones II and III will' AIRFOIL ANTI·ICING HEATER FIRE.,
illuminate the respective engine selector handle and
both CO2 discharge handles. The tail anti.icing heater is equipped with an 'in-
dividual CO2 cylinder, while the wing anti.icing
heaters are protected by CO. discharge from the two
banks of large CO2 cylinders in the main system.

If a nacelle selector valve handle is pulled

completely out, and CO2 is not discharged to
WING ANTI.ICING HEATER FIRE.
the area, the system will remain open until
the selector handle is manually returned to
the FULL IN position. Pushing the handle In the event of a wing anti.icing heater fire, proceed
into the spring stop position will not close as follows:
the system, thus permitting a split shot of
CO2 if another selector valve handle is pulled 1. When either wing antl'lclng heater warning
out and CO 2 is discharged. If the selector light illuminates, use the heater master switch
valve handle for an engine has been pulled to gang bar on the heater control panel to turn
the FULL OUT position with no fire present OFF both the airfoil and the cabin heater
and a fire subsequently develops in another master switches; this will 'shut off the heater fuel
area protected by the main aircraft system, it
pumps, fuel cycling valves, and heater ignition
is necessary to momentarily return the pre.
viously selected handle to the FULL IN systems.
position prior to the discharge of CO2 to the
new area. Approximately 5 seconds after the ,2. Declutch the cabin supercharger on the affected
system has been discharged, the handle side. The supercharger oil, under pressure, is a
selected originally may be returned to the fire hazard; and the possibility of smoke being
FULL OUT position in order to again close drawn into the cabin is reduced by disengaging
the fuel and oil shutoff valves (figur. 3·1).
the supercharger.

Th. lIIndu.g getit' tw flaps shoultl 1101 be .,,'enaea 3. Turn back, the hinged plastiC cover on the
until Ihe IIlSI possible mo~ before lIInding, thus heater fire control panel and depress the heater
preventing extensive fir~'diimage to the landing gear lire extinguisher selector switch opposite the
system or flaps. Leave the selector valve handle in the illuminated light. This energizes the circuit for
3-13
 T.O. lC-118A-l

.the heater selected and shuts off the fuel supply If the fire is not under control, land as soon as possible.
to all airfoil heaters. If the fire is out, it is advisable to land as soon as
practicable.
Not.
If necessary, the cabin heater may be restarted, pro-
In case of improper actuation of the vided the heater fuel system crossfeed is not used.
heater fire extinguisher selector switch,
the selected switch may be repositioned
by pressing the three quick-release
fasteners on the heater fire control LOWER COMPARTMENT, CABIN, TAIL HEATER,
panel, dropping the control panel and OR APU (TAIL) FIRE.
resetting the improper selected switch
to the normal position. . In case of nre in the lower compartment, cabin, tail
heater, or APU (if the APU is located in the tail
section of the aircraft), the following procedures will
4. Crew oxygen masks on 100 percent. be used in thek entirety or in part. Specific items to
be followed are prescribed in the paragraph dealing
with the particular location of the fire.

All cockpi t crew members must put on

oxygen masks before :orsimultaneously
with the discharge of CO 2 , The crew
1. HEATERS-OFF.
member delegated to discharge the CO 2
to the. fire zone, however, may delay Z. COPn.OT OXYGEN - MASK ONi 100% OXYGEN.
putting on his mask until this. opera- ~. H.EATER AIR SHUTOFF SWITCH- EMER (or
tion is accomplished. cabin temperature ~ontrols (6~oF).
4. EMERGENCY DEPRESSURIZATION LEVER - UP.
5. Wait 5 to 10 seconds to clear the heater of fuel; ,. HEATER FIRE CONTROL SELECTOR - ARMED.
then push the CO, discharge button adjacent to 6. CREWOXYGEN- MASKS ON: 100% OXYGEN.
the wing heater selector switches. The button
must be held in the depressed position for 7. CO - DISCHARGED.
2
approximately 2 seconds.
8. Hydraulic bypass lever- AS REQUIRED.
a. If a second discharge of CO2 into the same 9. Em~rgency descent - AS REQUIRED.
wing heater becomes necessary, position the 10. Cockpit temperatUre - NORMAL.
CO2 bottle selector switch on the. heater fire
control panel to .the opposite bank and again 11. Windshield he.at -. OFF.
depress the discharge button for approxi- 12. Turbine switch- OFF.
mately 2 Seconds.
1~. Alcohol de-ker - OFF.
b. After discharging a bank of CO, cylind~[s· 14. Fuel selector levers· SET.
into either wing anti-icing heater, reposition 15. Compartment - INSPECT.
the CO, selector switch to' the RIGft'r
BANK.

Not.
If the second bank of CO2 is discharged
to the opposite wing anti-icing heater,
the discharge will be divided betWeen Not.
the twO heaters, ·thus reducing the total
amount of CO 2 discharged into· the Immediately after CO2 discharge, ac·
subsequently; selected heater. complish items 8 through 16.
3-14
 T.O. IC·1I8A·I Section III

TAIL ANTI·ICING HEATER, FIRE. LOWER COMPARTMENT PROCEDURES

(SMOKE OR FUMES).
In the event of a tail anti·icing heater fire, proceed
as follows: Note
A. When the tail anti·icing heater warning light These procedures are to be used' in all cases
illuminates, use- the' heater master swjtch -gang where underfloor Inspection is specified 'as
bar on the heater control panel to turn OFF 'a part of emergency procedures, or, if under-
both the airfoil and the cabin heater master floor smoke or fire is suspected for reasons
switches. This will shut off the heater fuel other than those described.
pumps, fuel cycling valves, and heater ignition
systems. A. If accessible, inspect, the indicated or suspected
B. Complete steps 2, 3, and 4 under Lower Com· compartment through the holes provided, using
partment, Cabin, Tail Heater, or APU ('fail) 'the viewer both with and without the com-
Fire procedure. partment lights on.
B. If fire exists, remove the viewer, dose and latch
C. Turn back the hinged plastic cover on the
the cover over the viewer inspection hole, and
heater fire control panel and depress the heater
proceed with Underfloor Fire procedures for
selector switch opposite the illuminated light.
the compartment involved.
D. Wait' to 10 sec,oods to clear the heater of fuel; C. If no fire is visible, inspect the remainng under-
then push the CO 2 discl1arge button for the flOd.{ 'compartments, if viewer holes are ac-
tail heater. The button must be held in the cesslble.' ,
depressed position for approximately 2 seconds.
D. If rio fire is obse~ved in any underfloor corn·
E. Complete steps 8 through 15 under Lower partfl).~rit b.ut srnQke ,is, p,resent, investigate other
Compartment, Cabin, Tail Heater, or APU possible sources of fire and continue to inspect
(Tail) Fire procedure, and then inspect the compartments until landing is made.
tail compartment.
F. If the fire is not under control, remove pres- LOWER, COMPARTMENT FIRE PROC.• DURES.
sure dome and apply CO 2 with hand ex· If a fire is indicated in any of the lower fuselage corn·
tinguisher; land as soon as possible. If the partments (evidenced by both an illuminated fire
fire is out, it is advisable to land as soon as extinguisher selector handle and both CO 2 discharge
practicable. handles) complete all steps under Lower Compart-
ment,' 'Cabin, Tail Heater or APU (Tail) Fire pro·
G. Do not use any of the airfoil heaters or APU
cedureandproceed as follows:
following an airfoil heater fire or APU (Tail)
fire. If necessary, however, the cabin heater
may be restarted, provided the heater fuel Note
system cross feed is not used. When the cabin emergency depressurization
control lever is actuated, the cabin pressure
regulator \. valve'closes, the emergency'depl!es-
D-2 APU FIRE. surization valves lock in the OPEN position,
In case of fire in the D-2 APU, located in the forward and the superchargers lock ilf the 'DE·'
baggage compartment, proceed as ,follows: "ClUTCH position. These' posItions' should '
be mairttained until reset by the ground ~rew.
1. Ignition ... OFF, .

2. Crew oXY8en_M~SKS ()N; 100% OXYGEN.

3. CO, - DISCHARGED.

4. APU throttle - DOWN.

w=:::a
Do not discharge the second bank of CO 2
. cylinders . into the fuselage in le.s than 3
GT1'70 APU FIRE. .m}nu~s, Earlier'<lischarge of lhe second bank
,can "ca\.lsedangcroJ\sly high concentrations of
In case of fire in the. GTP70 APU, located in the CO, il1,th. ,habitable,p.ortions of ,i)e aircraft.
tail section~ complete steps 1 through 16 under Lower .The use ",f,one. 'bank.of CO 2 cylinders on
Compartment, Cabin. Tail heater, or APU (Tail) Fire 'fuselage fires should provide adequate pro-
procedure. tective concentration in most cases.
 T.O. Ie-IlIA-I

A. If accessible, inspect the lower compartment to A. Turn. back the hinged plastic cover on the
make sure the fire is out. heater fire control panel and depress the cabin
heater selector switch (opposite the illuminated
Not. warning light).
In case of fire in the hydraulic acces· B.· Pilot's oxygen mask-ON; 100% OXYGEN.
sory compartment, the bypass control
should be placed in the UP position C. Wait 10 seconds to clear the heater of fuel;
and the hydraulic system pressure reo then push the CO. discharge button for the
lieved. cabin heater.
The button must be held in the depressed· position for
approximately 2 seconds to discharge the 1.3·pound
individual CO. bottles into the cabin heater.
Under most CO. discharge conditions,
fog is formed momentarily and may D. Complete steps 8 through 15 under Lower
be mistaken for smoke; tberefore, ex· Compartment, Cabin, Tail Heater, or APU
treme caution should be used in in· (Tail) Fire procedure; then inspect the heater
spection of the compartment affected accessories compartment to make certain that
to determine the actual existence of a the fire has been extinguished.
fire. E. If a second discharge of CO. into the cabin
heater becomes necessary, either bank of CO.
cylinders may be discharged into the cabin
heater and the heater compartment by pulling
out the HEATER COMPT. selector valve
handle and by pulling out either CO. dis·
charging handle.
Winterized CO. contains nitrogen and F. If accessible, inspect the heater accessories com·
is invisible a few seconds after dis· partment.
charge. Caution should be used before
entering the compartment or releasing
a second CO. discharge.

B. If a second discharge of CO. into the lower

Under most CO. discharge conditions,
. compartment becomes necessary, pull the selec·
fog is formed and may be mistaken
tor valve handle completely Out again, then
for smoke; therefore, extreme caution
pull out the other CO. discharge handle.
should be used in inspection of the
.C. If the fire is not under control, land as soon compartment affected to determine the
as possible. If the fire is out, it is advisable to actual existence of a fire.
land as soon as practicable.
G. If the fire is not under control, pull the selec·
CABIN HEATER FIRE. tor valve handle compleiely OUT again and
then pull the other main CO2 discharge handle.
The cabin heater is protected by an individual CO.
cylinder that discharges directly into the combustion
air and the ventilating air duct, and also by the main
CO. system which protects. both the cabin heater
and the heater compartment. If tbe cabin heater fire
warning light illuminates, complete steps 1 through
4 under Lower Compartment, Cabin, Tail Heater, or
APU (Tail) Fire procedure, and proceed as follows: Do not discharge the second main
bank of CO 2 into the fuselage in less
than 3 minuteS, because earlier dis·
Not. charge of the second bank can cause
If the lights in the heater compartment main dangerously high concentrations of
CO. selector valve handle, the CO2 discharge CO 2 in the habitable portions of the
handle, and the cabin heater fire warning fuselage. The use of one bank of CO.
light illuminate, the main CO. syStenl should on fuselage fires should provide ade·
be operated rather than the control on the quate protection concentrations in
heater fire control panel. most cases.
3-16
 T.O.IC·lleA·1 SectIon III

H. If tbe fire is still not under control, land as tory and eye protection from eJ:ces-
soon as possible. If tbe fire is out, it is advisable sive exposure, including tbe use of
to land as soon as practicable. oxygen wben available, sboUld be
sougbt as soon as tbe primary 'fire
I. Do not operate tbe cabin beater following a emergency will permit ..
fire. However, if it becomes necessary to use
the airfoil heaters, they may be restarted, pro-
vided tbe beater fuel system crossfeed is not If tbe source of smoke or fire is definitely identifie
used. as being of electrical origin and the source is no
determined, continue as follows:
Not.
D. All circuit breakers - TRIPPED.
Step 3 under Lower Compartment,
Cabin, Tail Heater, or APU (Tail) Fire Note
procedure is mandatory. If CO" is
The above steps have eliminated elec-
discharged with the mixing valve in
trical power in all circuits except the
the heater port, it is possible to induce
emergency inverter. The following
CO'I fumes into the cabin.
steps should be initiated progressively
to determine the defective electrical
ELECTRICAL FIRE. circuit. It may be necessary to perform
the steps under Lower Compartment,
If tbe smoke or fire is definitely identified as being Cabin, Tail Heater, or APU (Tail)
of electrical origin, proceed as follows: . Fire procedure.
I. EMERGENCY INVERTER· ON.
b. Battery and generator switches - ON.
2. BATTERY AND GENERATOR GANG BAR· OFF
(down). c. Generator and field circuit breakers (one
circuit at a time) - SET.
3. CREW OXYGEN MASKS· ON: 100% OXYGEN.
d. Either inverter circuit - ON.
4. ENGINE BLOWERS· LOW.
e. Circuit breakers (one at a time) _ SET IN
Note
ORDER OF IMPORTANCE, AS CIRCUM.
When all d-( power is disconnected STANCES REQUIRE.
from the normnl bus the engine
f. Emergency inverter - OFF.
blowers automatically return to LOW
position. In order to prevent damage When the source of the smoke has been found in the
to the engines when doc power is re- above manner, leave that circuit inoperative and restore
stored, engine supercharger switches power to the remaining circuits.
must be positioned to the LOW posi.
tion. MISC •. lANEOUS CABIN OR FLIGHT
COMPA.cTMENT FIRE.
5. ISOLATE AFFECTED UNIT/CIRCUIT AND FIGHT
FIRE. Hand fire extinguishers are located in the cabin and
flight compartment to be used at the crew's discretion

I
on localized fires (fig/Ire J- J). Operating instructions
WARNING
I nre attached to each extinguisher.
SMOKE ELIMINATION.
]n the event of heavy smoke conccntrarions in the
cabin or cockpit. perform the following steps:
Prolonged eJ:posure (5 minutes or I. Crew oxygen masks _ ON; 100% OXYGEN.
more) to bigb concentration (pro-
nounced irritation of eye and nose) 2. Emergency cabin altitude control _ OPEN
of bro..ocblorometbane (CB) or it. (FULL COUNTERCLOCKWISE).
decomposition products should be
3. Cabin to cockpit door - CLOSED.
avoided.. CD is an anesthetic ageot
of moderate intensity. It is safer to 4. Emergency descent _ STARTED (IF RE.
use than previous fire e~iDguishing QUlRED)'
Heavy smoke concentrations may be reduced in the
agent. (carbon tecbachloride, meth.
cockpit by opening the copilot's side window after de-
ylbromide). However especially in
pressurizing. (If installed, open the hinged window in
confined spaces, adequate respira- the flight compartment door.)
3·17
Section III T.O. le·1l8A·I

1. PORTABLE FIRE EXTINGUISHER 151

2. PYROTECHNIC PISTOL BLAST TUBE AND
3. ESCAPE ROPE 151
4. SIGNAL FLARE PISTOL STOWAGE
5.
6.

LONG DURATION FLARES

AFT CABIN LlFERAFTS 121
FIRST AID KIT 131
PERSONNEL RETAINING HARNESS
EMERGENCY RADIO TRANSMITTER
ITWO ON AIRCRAFT AF53'3223
THROUGH AF53.33051
12."" ___
20·MAN
'*
"",~
LlFERAFT
"',,*,_""""tl

20-MAN CREW LIFE RAFT AND

SURVIVAL KIT
8. EMERGENCY EVACUATION SLIDE
STOWAGE
9. FIRST AID KIT 141
10. 20-MAN PASSENGER LIFE RAFT
AND SURVIVAL KIT 121
PASSENGER ENTRANCE DOOR

Figure 3·3

3·18
 T.O. le-118A-l Section III

There are two proced ures for- emergency descen t, one

with the aircraft clean and the oth~r with the gear
and /laps down. For discussion, these will he known
Do not exceed 260 knots lAS with a window as procedure A and procedure' B, respectively.
open to avoid excessive negative pressure in
the fuselage. Procedure A.
A. Gear-UP.
Heavy smoke concentrations in the main cabin area
may he reduced by opening a forward emer-
gency exit over the wing, after" 'depressurizing and B. Wing /laps -UP.
below 195 knots lAS. C. Propellers - SET.

I WARNING
I D. Throttles - SET.
E. Mixtures - SET.

Procedure B.
ryo not open the crew entrance door in flight,
and do not exceed 220 knots lAS with an A. Gear - DOWN.
emergency exit over the wing open. Maxi-
mum lAS for opening the emergency cabin B. Wing /laps - DOWN.
exits and cockpit and exit door windows is
195 knots. C. Propellers - 2800 (full high rpm).
D. Throttles - CLOSE.
E. Airspeed - 152 knots.
Do not exceed 220 knots lAS with the exit
open to avoid excessive negative pressures in F. Mixtures - SET.
the fuselage.

I,.. .......
WARNING I Procedure A will be used mainly when a high air-
speed is ne"ded to cover a long disrance from start
of letdown to the point of intended landing. When
practicable, descend at maximum dive speed (Vno).

Caution should he used to govern airspeed so that

Judgment must be used when opening the penetration speed is not exceeded during turbulent
emergency exit, since this will produce an in .. conditions.
creased air/low through the ventilating sys-
tem with the possible result of increasing the Procedure B is used when the distance from srart of
fire hazard. letdown to the point of landing is short and when
landing is to be effected immediately. Maximum rpm
provi~esmaximum propeller drag; 'however, high rpm
EMERGENCY DESCENT PROCEDURE. should be avoided except in an emergency. .

TAKEOFF AND LANDING EMERGENCIES.'

If nature of flying conditions in descent reoo Note

quires a large reduction in power, reduce rpm
as well as manifold pressure. For descents Combustion heaters should be turned off
or other low power ~aneuvers, or perhaps a prior to all emergency landings.
simulated engine failure, it is important to
cushion the high inertia loads on the master
rod bearings which occur at conditions of high REJECT.
rpm and low manifold pressure. As a rule of
thumb, it is well to remember that each hun- If an engine fails 'prior to'refusal speed or it i •. neces-
dred.rpm requires at least 1 inch Hg mani- saiy' to reject the takeoff for any reason hefore refusal
fold pressure .. For example,. 23 inches Hg at speed hes l)~enreached, proceed as follows:
2300 rpm. Operation at high rpm and lnw
manifold pressure . shouldbekept to. a mini- A. Retahl all
throttles.
mum. a.A~pry braking
0'"_,, '-,,_
aDd reverse thrust as necessary.

3-19
Section III T.O. lC·llSA·l

NOTE When the aircraft has slowed, reverse thrust

may be used On the outboard engine opposite
With dry tunway, reversing three engines the side of the blown tires to aid i\1 maintaining
is permissible. With slick or icy runways, directional control. Do not applyl brakes to the
reverse symmetricallyo wheels with the blown tires during the landing
roil nor attempt to taxi after the aircraft has
ANDING GEAR TIRE FAILURE. stopped.

A. If a tire is blown during takeoff and the remain-

ing runway is sufficient to stOP the aircraft, close NOSE GEAR RETRACTED - MAIN GEAR DOWN.
the throttles and maintain directional control
by using brakes and nosewheel steering. Use Landing with the nose gear up and the main gear down
reverse thrust as necessary. If the remaining is much the same as landing in deep mud or snow,
runway is not sufficient to accomplish a safe when the nose is held up as long as possible. Use the
stop, continue the takeoff, but do not retract following procedure: '
the landing gear, since the blown tire may jam
the gear in the wheel well.
A. Shift the passengers in the cabin to give an aft
B. If the nosewheel tire is flat at time of landing, cg of approximately 33 percent and fasten seat
keep this wheel off the ground as long as pos- belts.
sible, with aft cg at 33 percent.
Note
Note
With a normal passenger load, the
optimum cg is 25 to 28 percent aft. With a normal passenger load, the
Moving two passengers from the center optimum cg is 25 to 28 percent. Mov-
cabin area to the rear cabin area will ing two passengers from the center
shift the cg aft approximately I per- cabin area to the rear cabin area will
cent. Also, during flight, the cg will shift the cg approximately 1 percent.
move forward slightly due to the
depletion of fuel. During landing, B. Make a normal landing on the runway in a
keep the nosewheel off the ground as slightly tail-down attitude.
long as -possible and use a minimum
of braking. C. Immediately upon ground contact, apply suffi-
cient up-elevator to keep the aircraft in a level
attitude.
c. If one or both tires are flat on one main gear,
D. Maintain this level attitude until full up-
drop the nose gear as quickly as possible. There
is very little actual danger in landing with one elevator position is reached and the nose pitches
flat tire on one main gear. The landing should Over. If the tail is too low JUSt before elevator
be made smoothly and taxiing should be done effectiveness is lost, the nose' contact with the
slowly. ground will be severe.

Note
D. If both tires are flat on one main gear as a
result of striking some object on the runway, With the cg at 33 percent, the nose will
damage in addition to the flat tires may have contact the ground at approximately 52
occurred. For example, a bydraulic hose may also knots at zero wind.
have been torn loose, a wheel may have been
broken, or the landing gear itself may have been E. Apply as little braking as possible.
sprung. Move passengers forward, as seating
permits. to obtain a forward cg which will place F. During initial rolling contact on the main gear,
more weight on the nosewheel and provide the fuel selector levers should be placed in the
positive steering after touchdown. Make a OFF position, electrical gang bar OFF, mixture
normal approach and landing. After touchdown, levers in the IDLE CUTOFF position, ignition.
the aircraft will tend to swe~ve in the direction switches OFF, and all four main fire extin-
of the blown tires; therefore, land the aircraft guisher selector valve handles should be pulled
on the side of the runway away from the blown full out. If a fire breaks out in any nacelle, dis-
tires to allow space for possibl~ swerve during charge both banks of CO.. After the aircraft
deceleration. The use of aileron on the flat tire has $topped, personnel with hand fire fighting
side will ease Ihe weight on the blown tires. equipment should stand by.
3-20
 T.O. IC·1I8A·l Section III

Not. LANDING WITH ZERO WING FLAPS

If desired, the load can be adjusted by A. Compute total landing distance from 50 feet
moving passengers aft to obtain a cg over runway threshold as follows:
of 35 percent to attain a stop with the
tail resting on the ground. When the a. Obtain landing ground rol1 from figure
aircraft does come to rest with the A6·1. Multiply ground roll by 140%. This
tail on the ground, do not allow any figur~ represents total landing distance for
movement of passengers within the full nap configuration.
cabin, since this may result in upset..
b. Multiply total landing distance for ful1 /lap
ting the balance of the aircraft. Wait
until the ground crew can either install by 165%. This figure will represent toral
jacking equipment under the nose or runway required to stop aircraft, after land-
tie the tail to a ground securing point. ing from 50 feet over threshold.
c. Based on computation made above, select a
BELLY LANDING. runway for landing which provides adequate
safety margin.
There is a tendency to overshoot during a belly land·
ing because of the reduction in drag resulting from B. Proceed downwind at pattern altitude and 150%
Y, (See figure 2·5.)
the gear being fully retracted. Perform the following
steps prior to making a belly landing: C. Upon turning base, complete before landing
checklist and maintain not less than 140% y,
A. Reduce gross weight by dumping fuel. Refer (approximately 10 knots below downwind
to the Fuel Dumping procedure, this section, speed).
and to figure 3·5 for fuel dumping system and
total disposable fuel and dumping rates table. D. Rol1 out on final a minimum of 600 feet above
field elevation ahd approximately two miles
B. If time permits, it is recommended that /lares from end of runway. It may be desirable to
be jettisoned, pilot'S and copilot's oxygen pres· plan the roll-out at a distance greater than twO
sure be bled off, and the deicing alcohol be miles in order to provide more time to ~tab~lize
depleted. the approach angle and/or airspeed. If 'this is
Emptying these systems minimizes the danger of fire. done; however, altitude above the runway' must
be increased proportionately so that a minimum
C. Open the emergency exits aftp.r dumping· fuel descent rate of 500 fpm can be maintained.
(figure 3·8).
Not.
D. Warn the crew and passengers to assume a crash
or ditching position. Due to increased airspeed there will
be a tendency to overshoot the turn
E. Make a normal approach. onto final approach. Plan the approach
F. Wing /laps - Ful1 down as soon as landing on accordingly.
the field is assured.
.E. Taper airspeed in order to cross the runway
G. Throttles - CLOSE immediately prior to. ground threshold at 130% Vs and approximately 50
contact. (Ground contact should be made in feet. During the no-/lap approach and touch.
levei to slightly tail·low attitude.) down, aircraft attitude will be more nose high
than experienced during normal landings. The
abnormal attitude should pose no problem to
H Battery and generator gang bar - OFF. forward visibility when the proper descent of
approximately 500 fpm is maintained.
1 Ignition switches - Off.
F. Touchdown at 120% Vs. Touchdown below
J. Firewall selector - ARMED. 120% V•• should not be attempted since it is
possible to drag the rail skid at lower airspeeds,
K. Upon ground contact, discharge both banks
of CO2 , G. Nose wheel contact with the runway can be
severe due to the abnormally nose.high attitude
Note at touchdown and lack of cushioning effect from
If one main gear fails to extend, retract wing /laps. The nose has a tendency to pitch
the gear if possible, and make a belly forward sharply after touchdown. Although it
la~ding. is advisable to lower the nose as soon as pos-
3·21
Sedlon III T.O. le.IISA.1

sible so thai brakmg can be initiated, the· pitch- CARGO JETTISONING

ing tendency should be anticipated and the nose
lowered promptly but ge\J.t1y. In the event it becomes necessary to jettison cargo dur-
ing flight the following procedures are recommended.
H. Use. reverse thrust and brakes as required.
Not.
FUEL DUMPING. The main entrance door can be jettisoned in
Whenever it becomes necessary to dump fuel (fig- flight; however, this procedure is not recom-
ures 3-4 and 3-5) use the following procedure: mended unless absolutely necessary due to
the poSSibility of serious damage to the hor-
1. Maximum airspeed - 18~ KNOTS lAS. izontal stabilizer.
2. Gear and wing flaps - UP.
3. Combustion heaters - OFF.
4. Fuel selector levers - MAIN.
Do not open the rear cargo loading door for
5. Crossfeeds - OFF. jettj'<>ning cargo.
6. APU-OFF.
7. Unnecessary radio/radar .equipment-OFF.
8. Pull fuel dump control handles completely aft A. Extend wing flaps to 30 degrees and maintain
to -he OPEN position. (The first two·thirds of 120 to 130 knots lAS. (Extension of wing flaps
the control handle travel, to the detent, extends may be'limited by the instantaneous emergency
the chute; the final one-third of travel opens or engine power available; however, it should
the fuel dump valve.) be remembered that a reduced airspeed and. use
of wing flaps are vital to the success of cargo
Note jettisoning. )
After 'fuel dumping has started, B. Depressurize aircraft by opening the cabin
v is ual reference should be made of emergency dump valves.
t"e fuel gages to determine the
flow of fuel ftom each tank. In the C. Personnel designated to jettison cargo through
event of a malfunction in any of the the main entrance door should donsaiery har'
dump valves or chutes that would ness al1d attac" harness. to a cargo tie down ril1g
result in unbalanced 'fuel dumping, on the opposite side of the aircraft,. At least
the operation should be stopped. two persons are necessary to jettison cargo
Dumping can be stopped at any time through the door as one person is required to
after it is startedo hold the door open. ,

AnER FUEL DUMPING.

If fuel dumping procedure has been used, proceed as
follows after the necessary weight of' fuel has been
dumped:' ,
'A. Push each dump control handle forward to the Disperse cargo from floor level m
detent or DRAIN position. This doses the order topredude striking the hori-
dump valves but leaves the chutes extended. zontal stabilizer.
Leave the control handles in the DRAIN posi.
~.r,?n, for 5 minutes to allow proper drainage.
B. It is required that a crew member,visually check
the. chutes during the drain period to make
certain the valves Ioave dosed and no fuel is EMERGENCY ENTRANCE.
running' out. All chutes can be checked from
the aft cabin area. ' The structure of the fuselage is so designed in various
C. P.Iace the control handledn the CLOSED (full areas that ground personnel can chop through the
<lown. fot"I!Vard) positions to retract the dump structure to gain emergency entrance to the airplane
~hutes. interior. '

3·22
 T.O. le·11IA·I Section III

WING REFERENCE

I
PLANE
DUMP CHUTE IN FULL REAR SPAR
DOWN POSITION

DOWN
AND
DUMP VIEW A

AAl-56
Figure 3·4

DITCHING AND SURVIVAL. each crew member to review.his duties on the ground
or in the air. It may be used by supervisory personnel
The procedure outlined herein for each phase of to check on the knowledge of crew members during
ditching and survival tog.,ther with related infor.ma. ditching drills. It should be pointed out to all crew
tion is a consolidation of the data and recommendatIons
members that ditching cards list the most essential
of the NACA Research Laboratory, US Coast Guard,
duties, in the sequence of importance and in coo-
the aircraft manufacturer, and commercial and military
sideration of the time element. The responsibilities of
operations. The tests conducted by NACA clearly in· the crew member do not end with the completion
dicate that the ditching characteristics of the aircraft
of the duties specified on the ditching card. Anum·
are good and that the reaction of the aircraft .upon ber of variable factors will be present, such as the
ditching and during. the subsequent runout wIll be
result of the emergency which dictates a ditching, the
very similar to that of the C·54.
success of the ditching itself, and the measures taken
The successful ditching of an aircraft and subsequent thereafter to insure survival until rescue is accom~
survival differ from other emergencies in that a highly plished.
coordinated and cooperative effort is vital on the part
The utilization or' 20·man liferafts provides a number
of each and every crew member. Therefore, it is
of advantages. There is a definite reduction in overall
essential that all crew members be thoroughly trained
weight when compared to the number of small rafts
in all phases of ditching and survival. Wet and dry
which must be carried to acc0tt;lmodate the same pas~
ditching drills should be conducted frequently and
senger load. There is an ov~rall reduction i? space
as realistically as possible. The equipment utilized for
required for stowage. The SIze of the raft, Its con·
drills should be identical to that carried on overwater
struction, and its emergency equipment content are
flights. Written examinations should be comprehen·
definitely advantages in the open sea. The general
sive. Emphasis should always be placed upon a thor·
acceptance of the 20·man liferaft places it in the cate·
ough knowledge of individual duties, including the
gory of standard equipment. Ditching procedures are
care and use of emergency equipment; In general,
therefore based upon the 20·man raft. In the eve~t
the duties of other crew members should be under·
that liferafts with a capacity other than 20 men IS
stood in the event that one or more crew members
utilized the unit ccncerned will be responsible for
become incapacitated.
the proPer assignment of crew personnel and duties.
Ditching cards outlining specific duties will be posted These assignments will be consistent with th~ pro·
near each crew member's duty station. This card serves cedure specified herein and will be governed, baSIcally,
as a checklist, provided time permits. It will allow by the number and types of rafts installed.
3·23
Sedion III T.O. lC·I1BA·l

COMBINED OUTBOARD
TANKS (NO.1 AND NO.4
MAIN, NO.1 AND NO.4 2442 14652 2210 13260 232 1392 9.5 232 1392
ALTERNATE)

COMBINED INBOARD
TANKS (NO.2 AND
NO.3 MAIN, NO.2 AND 2962 17772 2638 1582e 224 1344 11.8 324 1944
NO.3 ALTERNATE)

AAl-131
Figure 3-5

Additional crew members may be handled as pas-

sengers; however, it is recommended that they be
in consideration of the areas involved and at the dis-
cretion of lowest echelon of command to which such
(
assigned to a crew member to assist in performing authority is delegated.
duties designated by the pilot or crew member con-
cerned. Additional crew members who are familiar Cabin exits are numbered one through six commencing-
with or qualified in any crew position can be partic- with the main cabin door as No. 1 and numbering
ularly useful. forward on the left side to the crew compartment.
Continuing with the right forward window exit as
Prior to each overwatcr flight. the pilot or his desig- number 4, number to the rear of the cabin to the
nared crew member representative will determine that No.6 window exit (figure 3·6).
the following equipment is on board and is properly The flight attendant will, before departure. divide
stowed:
the passengers into a maximum of four groups and
inform each of the groups as to the exit to be used
A. Liferafts - Adequate to accommodate the max- in case of ditching.
imum cabin capacity plus maximum crew com-
plement.
COMMUNICATION.
B. Life vests - A minimum"of one life vest will be A ditching may be highly successful; however, the
aboard for each person. possibility of surviving until rescued will be greatly
reduced unless it is known that you are in distress.
Note
Ie should be rememhered that the necessity for ditching
• For aeromedical evacuation require- an aircraft is usually the result of more than one
ments, consult directives 10 effect. difficulty or emergency condition. Therefore, whenever
you arc in trouble, the most intelligent thing to de
• Seat belts, udlizing deck tie down are is to advise a station, ship, or other aircraft of your
provided for crew members use aft of prohlems and intentions. Any message may be ampli.
any cargo when no seats are availableo fied or cancelled by another message. This should
Basic emergenc), equipment, other than Iiferafts and he done 01'1 the same frequency to insure that the
life vests, will he placed ahoard in the quantities stations originall); intercepting: a message may take
specified in the directives of the major air command necessary action to continue or discontinue their effort~
concerned. Additional equipment will he placed ahoard in your hehalf.
3·24
T.O. le·IISA·1 Section III

Figure 3-6

3·25
 T.O. Ic·nIA·I

The first transmIsSIon of a distress message should the nearest surfareship.' In this, regard 'it is retom-
be on the assigned air.ground frequency. This is ap- mended that ship . positions be obtained prior filan
plicable on VHF. UHF. HF. Voice. or CWo and when overwaterllight. lJy plotting theship's position. course.
/lying on airways. advisory routes. or uncontrolled and speed. an intercept heading can readily be Com-
routes over land or water. If acknowledgement is puted to the nearest ship.
rec:eived. do not change 'frequency until directed to Consult the Supplementary Flight Information Docu·
so or a change' in 'condition .warrants such action. ment and Radio Facility Chart for current procedures
fdt alerting rescue facilities with partial or complete
aircraft equipped with dual HF equipment. one
loss of communications.
set can be shifted to another frequency. preferably 8364
kilocycles. If contart is not established on the assigned
air-ground frequency. utilize 8364 and call any ship.
PREPARATION FOR, DITCHING.,
station, or aircraft. Should this prove unsuccessful,
shift to, 500 kilocycles and transmit in the blind to When a decision has been reached. immediate steps
any or all stations. After the first call on 500 kHocycles. wHi be', taken to transmit the distress message and
precede all subsequent calls with the automatic alarm to advise all crew members and passengers of the
signal of twelve 4·second dashes with intervals of I pilor's intentions.
second between dashes (i.e .... 4-second dash. I·second
interval; 4·second dash. I-second interval; etc). This Instructions will be issued to appropri~te crew mem-
signal will automatically sound an alarm on all ships 'bers concerning methods for jettisoning carg,? equip-
at sea. This system is employed on ships when the 'ment and fuel. This matter can normalt y be covered
complement of radio operators does not alJow can· prior to" a flight. When the aircraft is used as a per-
tiouous 24~hour coverage. The radio operator is sQnnel transport, the gross weig:t)t cannot be greatly
berthed near the alarm and is therefore alerted when reduced, except for rhe p!,ssible·jetlisoning of fuel.
the alarm is activated by the above signal. When the aircraft.,is used as a cargo transport, extreme
'c-aution is advised when jettisoning.' ,The resultant
Not. effect of .raising and lowering. the rcar cargo door
during flight has not been cak~lated., Therefore, the
Simultaneous transmISSIon on HF·618S·1 drag induced by jettisoning or opening the passenger
radios is impossible. Care should be taken so door and opening the main cargo door is not known.
as not to' inte~fere with radio contact on one With the passenger qoor streamed open, it is. believed
HF set by using the other. that the main cargo door can be opened and closed:
howcyer, it is possible that these doors may be jammed
The frequencies referred to above are a few of the in such an opcration. In case cargo is to be jettisoncd~
many frequencies which can be employed in establish- the crew member.s concerned wHI be securely fastened
ing contact with rescue faCilities. Current procedures I(l the aircraft. The length of the securing line should
and frequencies are listed il) the Supplementary FJight <~,"nJ~ow mb.\'ement~ but not heyond the ea,rgo ·door. It
Information 'Document and Radio Facility Ch"rts for ",.ill ptohahly he "advisahle" to station one man on each
the area concerned. side of.thc door. '
Serious consideration should be given' t.o establishing ',In jettisoning c.irgo'"or equl,pment. serious considera-
communications with the nearest ocean station vessel tion must he gi,;en to the possibiliry of the loss' in
at the earliest opportunity. These vessels gua"rd 8364 structural .strength incurred" by jettisoning the door.
kilocycles and 500 kilocycles in addition to a number ')J)' dumi,)ng or c()nsun'iing f~lel, huoyant'y will he
of otlier frequencies. including UHF. Provided the liuprovcd. A redll(:tipn in weiAht· will reduce the for-
aircraft can establish contact and reach the ocean ward momcntum .aftcr tou<:hdown. This will proyide
station vessel. the possibility of a successful ,ditching for a shorter de<"clcration period a'nd a reduction in
is excellent. This course of action is highly recom- impact fOffe. A short ruriout or'dcceleration distance
mended. Ocean station vessels are equipped to provide is parricuhuly important>'in ,the Atlantic, since the
a modified radar aPPJtR1!~h, bearing and distance in- 'distam:c hctween swells is "usually less thilO that in
formation, i~lumipadon of the ditching area, the othcr wllters.
conditions of thEr sea, distance between swells, the
recommended ditching heading, we~ther conditions, The 'iQilial 'stowage llnd suhsc(luent relocation of
and rescue ·boats. These vessels wiH take immediate equipment for dItcbing may hayc a t>r:ofound effcct
action ·to· close the distance between the aircraft and' on the possihility of 'suryiyal. I:mergenq' cquipmcnt
the vessel when a distress (lle~sage is received ·or inter- and liferi\fts in partkular shouldhc 'dispersed through-
cepted. out the cahin. The impormnce of this 'matter has been
proven in 'a"ircraft' ·wherein the rcar scction parted
When an aIrfield ,o~ocean station, v~~sel cannot be upon ditching and the ,c'mergen'cy equipment wits It)st.
reached. 'the heading should 'be altered to intercept When. a particular configuration does not lend itsclf

3.26
 T.O.l C·118A·l Secllon III

to a permanent, stowage plan which provides for Length of swell- The horizontal distance from the
adequate dispersal, a plan should he developed for crest of one wave to the crest of the~adjoining wave.
relocation in /light. All loose equipment should he
securely fastened to prevent injury to personnel from Height of swell - The vertical distance between the
trough and the crest of the wave.
/lying objects. This is particularly true of food and
water cootainers, portable lights, stores, temporary Period - The time in seconds for the crest of two
tables, and navigator tables. adjacent waves to pass a given point.
Do not conduct an evaluation of sea conditions at When the-probability of a ditching existS"every effor
extremely low altitudes, except at night' when flares should he made to determine the direction of the swell
are not available, or when ioformation cannot be' ob- the length and height of the swell, the period and
t~ined from surface ves~ls, etc. This is importa~t velocity of the swell, and the wind direction and
stoce there. are usually two or more swell systems in velocity. The swell is the primary factor in evaluating
the open sea. Combined w'ith the height of the swell, the sea for ditching since it normally is the greatest
currents a'nd wind c()~ditions, the sea w,ill appear can·, force or factor. In the event that essential information
fused at low altitude. The primary, or basic, swell is not available through a ship or station, the sea may
can be distinguished readily from high altitude and he evaluated through the use of smoke or light /lares.
will first be seen during descent. Once low altitude By timing the rise of the /lare to the crest of two ad-
(1500 feet or so) is reached, the primary swell may jacent swells, a period is determined. Usually, the
disappear from view. After selecting a ditching head· period is determined as an average of the time over
ing based upon a r'easonable sea evaluation, the head- five swells. When a period has been determined, the
ing should nOt be altered more than 10 degrees. Serious length and velocity can he calculated from the formula,
considerations should be given to the relationship be- L equals 5p2 and V equals 3P, when L equals length
tween swell and wind direction. There are times when in feet, P equals period in seconds, and V equals
a landing parallel to the swell may be accomplished velocity in knots. The height of the sea will he very
in a crosswind of more than 30 knots. An actual ditch- difficult to estimate from the aircraft. The following
in'g. of a C-S4 alQrtgside an ocean station vessel was information will be helpful in the Atlantic Ocean. The
accomplished in a crosswind of approximately 40 average swell has a slope of I to 14 feet, and runs 6
knots. In 'this instance, the' swell and wind movement to 8 feet in height. The maximum height seldom
were in the same'direction. It is interesting to note exceeds 10 to 12 feet. The length of the swell will
that in this ditching, a second impact did not occur. average about 125 feet. It should be emphasized that
the sea must be evaluated at 1500 feet or above in order
The forward speed of the aircraft, at touchdown, must to determine the direction of primary swell. At lower
he as low as possible, consistent with the desired angle altitudes, it is almost impossible to observe the primary
of attack ane! gross weight. NACA tests have concluded swell system. The wind can. he determined by /lying
that a full /lap configuration (50 degrees), a forward parallel to ,the wind streaks on the surface and solving
speed of 94, knots at touchdown ,and a nose-up attitude the lSD-degree ambiguity hy watching' the white caps.
of7 degrees is the best possible comhination. This will The white caps will break into the wind; however,
provide for a runout distance of approximately 600 the spray will be carried downwind.
feet. The maximum tlg" force with the foregoing com-
bination is ,expected to he 2 g's. This force would No white caps - 0 to 10 mph.
probably be less ,,:,hen landing parallel to the swell.
Although the runoutdistance would be reduced to,450 Pew white caps - 10 to 20 mph.
.feet, utilizing 12 degrees nose 'up, full /laps, and 85
knQts at, touchdown" this combination is not recom- Many white caps - 30 to 40 mph.
mended. A nose· high attitude will result in greater
damage to the underside and empennage and greater Many white caps with spray - 40 mph plus.
decelerado~ forces. With this combination, a decelera-
tion force of 2.5 g's, may be expected, together with
greater damage.

The following information should be carefully studied

in ,o~der to conduct a sea evaluation prior to ditching: When the sea evaluation ,has been completed, the
pilot is in a position to decide upon a ditching head-
ing. There are three major ditching-possibilities.
DEFINITIONS. Given the following con!'litions, we can then 'urther
2Villuate ditching possibilities: P (period) equals 10
Sea - A wave, or,undulating ;"otion, caused by I~I seconds; L equals 500 feet; velocity equals 30 knotS;
disturbance. , , ' ,
then the runolit average is 600 feet in 8 seconds (deter-
SweJl-A wave, or undulating motion, cilused by a mining period mathemliticaUy, L equals 5P' and V
remote disturbance, ' ,equals 3P, as previously explained).
3·27
 III T.O. IC-lleA·1

DITCHING INTO SWELL. and set up a landing pattern in that direction. Use
flight instruments to establish proper attitiude of the
In this instance, the swell moves toward' the aircraft at aircraft. Hold wings level to avoid dragging awing
the rate of 30 knots or approximately 260 feet in 8 into the water and cartwheeling the aircraft. Caution
seconds, so that the effective distance between swells is advised concerning the use of landing lights. The
would be only 240 feet (L equals 500 feet - 260 feet, .pilot will probably be blinded, particularly at low
,or 240 feet) and the aircraft tends to nose into the altitudes. It is recommeded that the copilot be utilized
swell. This course of action is not recommended and to determine vertical distance visually and the pilot
s~ould be avoided when possible. and copilot utilize the radio altimeter.
DOWN SWELL.
The wing lIaps will (in all probability) be carried
away at touchdown and, therefore, will not provide
In this instance, the swell moves with a vel.ocity of a plane to give a nose-down action. It must be remem-
30 knots in the same direction as the aircraft. The bered that the jagged metal, where the flaps are torn
aircraft is touched down with the receding swell and. loose, will provide an area dangerous to the liferaft
realizes an effective distance of 760 feet to come to and personnel during evacuation. This is particularly
rest. This is practical where the swells are far apart. true when evacuating through the exits over or near
This approach is not normally recommended in the. the wing. In addition to utilizing full flaps to reduce
Atlantic with its short swells. speed, the vertical descent must be as low as possible
at touchdown. Therefore, ditch while power is still
DITCHING CROSS SWELL.
available. The. rate of descent should not exceed 200
feet per minute during the approach nor 100 feet per
The third major condition is to ditch cross swell. Ininute just prior to touchdown. When the approach is
This is a practical and recommended procedure. This made with power; the aircraft may be dragged along
procedure wiIl usually provide a crosswind so that the approach until a comparatively calm sea is found
crabbing is necessary. Do not lower the wing morc for touchdown. While this procedure is permissible, it
than is necessary. Ditching crosswind can be made should be emphasized that the judgment of height,
in the trough, parallel to the swell or on the receding particularly at Jlight, will be difficult; therefore, during
(back) side of the crest, parallel with the swell. The darkness it would be preferable to establish the lowest
sun should be kept at the pilot's back when practical possible rate of' descent and maintain this descent
and altitude should be maintained by reference to the until contact.
swell rather than the horizon. Do not attempt to
land on the face of a rising swell. The existence of a
wind may create a sea condition, as well as a swell After touchdown, the aircraft should be held on the
system. If a wind and swell oppose each other long water. This does not mean that the control column is
to be forced into the nose-down position. The con-
enough, the swell wiIl decrease. If the wind and swell
are at right angles, a normal trough is provided, and trol column should not be pulled full back, or nose-up,
ditching can be made into the wind as well as parallel immediately after contact since it is possible for the
to the swells. In the average condition, the wind and aircraft to become airborne again: The resultant stall
swells arc moving in the same direction, so that ditch- and damage can be considerable. The force to be ap-
ing parallel to the swell provides a crosswind. The plied to the control column will depend upon the
following criteria have been established to aid the planning action encountered. That is, when an appre-
pilot in determining the effect of wind on the ditching ciable nose-down or nose-up force is felt, an ~pproxi­
pattern:
mate counteracting force should be applied. When the
counteracting force is fn effect,· caution is advised
A. Winds from 0 to 20 knots - Land parallel with to avoid a porpoising effect. Porpoising is basically
the major swell and down swell to the secondary the result of overcontrol and planing due to sea con..
swell system. ditions. Unless the pilot has had previous experience
B. Winds from 20 to 35 knots - This is a difficult in seaplanes or ditching, a neutral position of the
control column throughout the runout is recom..
area for decision, wherein the best choice ap-
pears to be a heading at an angle to the wind mended. The runout distance is relatively -'ort and
line and slighdy cross sweIl. the design of the landplane fuselage does not indicate
that an appreCiable change in attitude can be accom-
C. Winds over 35 knots - Head into the wind. The plished in the time available. Shoulder straps will
reduction in ground speed due to a high wind greatly reduce the possibility of personal inj\1ry to
will improve the overall ditching problem. crew members. When installed, these straps must be
worn during ditching. Although rearward- and for-
WhIm ditching at night or under instrument .condi- ward-facing seats are designed for the same stress (6
tions, information concerning sea conditions may not to 9 g's), there are advantages in the rearward-facing
be available unless ditching near an ocean station seats. A normal sitting position with the back and
vesskl or other surface ship. In these circumstances, head. against the seat, in an upright position, elimi-
the ()cst course of action is to usc the known wind nates the seat belt and braCing problems common to
 T.O. 1C-118A-l Section III

. . -
TYPICAl EVACUATION PlAN-DITCHING

3 s
4

LEGEND,
Note,
Lif.rafts will b. EMBtGENCY EOUPMENT IN
AIRCIAFT AND RAFTS
......... as indicaled
pri... to ditching. EVACUAnON RO\III NO. 1

EVACUAnON RO\III NO. 2

5. PASSENGaS
7 ClEW _ S EVACUATION ROUTE NO. 3

_ EVACUATION ROUTE NO. 4

1. UfHAfTS NO. 1 AND 2 ISTOWED POsmON' 13. LlFERAFT5 NO. 3 AND 4 ISTOWED POSITION'
2. NO. 1 GIlSON Gill RADIO ISTOWED POSITION' 14. NO. 2 GIlSON GIll IIF ABOAID'. VERY PISTOL.
3. URRAFIS NO. 1 - NAV1GAT08 AND AND fLARES
15P_ 15. PILOT
4. GIllSON GIll IAIIIO 16. COPIlOT
5. UFEItAFT NO. 2 - PIlOT. 1ST RIGHT ATTENDANT 17. ClEW ENGI_
AND 1 3 P A _ I • . un NO• •
6. Exn NO. 1 19. EXIT NO. 5
7. 1ST RIGHT ATTENDANT 20. NO. 2 GIlSON Gill BAOtO Ilf ABOARD'
•. un NO. 2 21. UFDAFT NO. 4-CBEW ENGINEER. ~ND
9. un NO. 3 16 PASSENGEIS
10. 2ND FlIGHT ATTENDANT 22. NAV1GAT08
11. BAOtO OPSIAT08 23. un NO. 6
12. UFHAFf NO. 3-COPILOT. IAIIIO OPSIAT08.
2ND FLIGHT ATTENDANT. AND 14 PASSENGERS

/1..11.1 - 103
Fjg ure 3-7

3-29
Saction III T.O.le-1I8A-1

forward-facing seats. When seats are. not available, 40 inches. Do not kink the antenna. Use. the instruc-
personnel should be seated in rows of three, bobsled tions and ch~ckoff list which accompany this eq\1ip-
fashion facing the rear of the aircraft, with the back ment.. Prepare distress signal inessages fo~. immeai.:t,e
of the forward man braced against a bulkhead (wall). use. It is recommended that the first signo:i be used'for
Where forward·facing seats are utilized, the seat belt actuating the automatic alarm on surface ships on 500
should be fastened tight and low on the hip bnnes and kilOcycles. Shift the transmitter to manual and transmit
with the head down and braced on the knees. An alter- twelve 4-second dashes with I-second intervals between
nate position would be with the head braced on the dashes. This signal may be repeated between messages
back of the seat immediately in front. transmitted on other frequencies. Remember that the
,The average transport aircraft should stay afloat at Gibson Girl is energized by hand cranking and may
least 3 minutes. Ditching drills and procedures should therefore be used continuously. Rotate this duty among
therefore be designed to evacuate the aircraft in 3 personnel aboard the raft.
minutes. The average floating time of aircraft has been
between 5 and 12 minutes. The floating time is basic- An effort should be made to insure that spare portable
ally influenced by the amount of fuel in the tanks, URC.4 radios are carried into the raft. This equipment
amount of fuselage damage, and the amount of cargo is battery operated and is limited in range to line of
on board. sight. Conserve this equipment until rescue parties are
in the vicinity or aircraft are observed in the vicinity.
SURVIVAL.
Remove other distress signals from the accessories
Survival action begins when the aircraft comes to rest kit for ready use. Distribute signals among personnel
(figure 3-7). The launching of liferafts and the evacua- aboard the raft and assign responsibility. After remov-
tion of personnel must be orderly. Crew personnel ing equipment from the accessory kit at any time,
responsible for launching liferafts should utilize the
insure that it is dosed and remains attached to the
main cabin door exit to the fullest extent, considering
the damage to the aircraft and the number of person- raft. In this manner, equipment will not be lost should
nel involved. Extreme caution must be exercised in the raft overturn. The signaling mirror can be effec-
removing rafts through the emergency window exits. tively used even though aircraft are not in sight. It
Provided that liferafts are properly packed and the is;possible to attract attention of aircraft at a distance
shape is maintained, the rafts will pass through of 30 to 40 miles. In order to establish the sighting
these exits. In the event that rafts become flattened point, flash the light onto the raft and align. Next
through stacking or by piling other equipment on top s~eep the' horizon' for maximum distance t<! signal an
of rafts, considerable difficulty may be experienced in aircraft or ship in the vicinity, establish the sighting
removing the raft. The possibility of damaging the point as outlined above, and aim directly at aircraft
raft will also be increased.
or ship. Conserve flashlight batteries and smoke flares.
Rafts that are launched over the wing area should not
be inflated in the vicinity of the flap area. If possible, Carry antiexposure suits into th'e raft if not worn at
remove the raft .to a position outboard of the flap sec- the time of ditching. Put the suit on over wet clothes
tion. Flaps will, in aU probability, be carried away if necessary. The suit can be useful for many purposes
upon landing. This will leave jagged metal edges oher than protection from exposure; e.g:, it may be'
which inay cause considerable damage to the raft. The cut into strips to fashion slit goggles, to' bind splints,
launching and inflation of rafts should be accomplished. etc.
by twO or more people. The assignment of such duties
l11,ay be made to other than crew personnel at the As early as practicable, equipment should be set up
pilot's discretion. When rafts are loaded, a check to collect and manufacture water. The. equipment
should be made to ascertain that all personnel are ac-
,aboard. the raft includes solar stills which require
counted for. At night, display lights to enable any
missing persons to locate the rafts. As soon as possible, some time to make water. Chemkal desalting kits are
check survivors for injuries and administer necessary also included. The kits are a positive means of ob-
first aid. . taining drin'tdng water and should not be used until
all other means for obtaining water are exhausted.
An important item aboard the raft is the Gibson Girl The taste of water can be improved by utilizing the
transmitter. As- soon as practical, the antenna should
be raised and the unit placed in operation. Do not purification tablets contained in the ration kits. The
rush the period of inflation for the balloon utilized canopy should be used to trap .water during periods
to raise the antenna. It will normally require 30 min- of rain. The canopy cover should be installed to pro-
utes to fully inflate this antenna balloon. When fully vide exposure p~otection from extremes of cold and
inflated, the balloon is capable of sustaining the full heat and to attract attention. One side of the canopy is
length of the antenna in reasonably high wind. The flourescent red in color and is visible at considerable
minimum recommended diameter of the balloon is disrance, depending upon sea and light conditions.
3-30
 T.O. IC-lISA·1 Section, III

Other important means of exposure protection from Buoyancy.

the cold are the wearing of the antiexposure suit over
all possible clothing and keeping as, dry as possible. The flotation is more than double that normally re-
Protection from the sun can be accomplished by keep- quired. With a full load, only 80 percent of one tube
ingthe body covered and applying protective ointment is submerged. The tubes are in~ependently airtight
to exposed areas. The opposite side of the, canopy is with the equalizer in place. If by accident the raft
blue in color, and is used primarily for camouflage should be punctured, it can be quickly repaired by a
purposes. Schrader leak plug, several of which are available in
the accessories container.
20·Man Raft.

The following information concerns the operation of

the20-man taft: Inflation.

All inflation valves and other appurtenances attached A steel cylinder of carbon dioxide ,gas inflates both
to the raft are identified by placards so that their func- tubes in a few seconds. Jerking on the PULL handle
tions may be easily understood. actuates the valve on the cylinder, releasing the gas
into the raft. The raft gets very cold, because of the
CO, Inflation. expansion of gas, and in some spots niay freeze hard
and deposit snow which will soon thaw out. The raft
Only the main tubes of the raft are inflated by carbon will also grow more firm as it warms the gases. A
dioxide equipment. The boarding section of both the small section of each tube remains uninflated and is
upper and lower tubes is not inflated by CO2 ,, blocked off by bulkheads. These sections are called
boarding stations, and make it necessary to climb over
Manual Inflation. the upper tube.

, The uninflated chambers, one in each main tube, and Operation.

the bHster in ,the center of the floor, mustb~ inflated
manually. Pla";rds adjacent to the valves iridicate the Each raft with its accessories is individually packed
chambers or sections to which they lead. in a carrying case and is' Carried '00' the aircraft in
Sea Anchor. a position where it is quickly ava\lable. A PULL
handle, connected by a cable to the\inflation valve,
The sea anchor is tied to the raft and, when trailing is attached to the outside of the case u~der a warning
in the water, retards the drift of the raft. The position'" cover designed ,to guard against' inadvertent inflation.
of the raft relative to the direction of the wind can When. the raft" 8til,! inside its case, is thrown over-
be changed by moving the sea anchor attachment to board, the pull handle is held either by hand or by
another position of ti1e raft. The raft is always down- a line attached to the aircraft. The weight of the raft
wind from the sea anchor. in falling provides the pull which actuates the valve.
The raft is partially inflated by its fall 'lnd is quickly
rounded by rapidly expandirig gas. The raft is now
Operating Instructions for 2o;.Man Raft. ready to board, via the boareling station. Numerous
labels, ;with arrows attached to the outside of.,the raft,
The rafts are circular in shape and consist of twin guide persQnnel to the boarding station which also
tubes assembled one above the other. The round shaPe has hand.1es for easy entrance. A strong webbing life-
gives the most room for the least weight and span line extends ,"rQund the raft to enable personnel to.
and is also most stable. The deck. is placed between hang on ".ntiI ,'Ible to board the tpft. " ' ',,
the two tubes and insures the .afi'sbeing riglitside
up no mater how it comes out of the aircraft, it being
the same on either side. The.reason for this construc-
tion is the impracticability of righting a l~rge capsiz-
.,I _ "
Operation Afler Boardl ngRaft.

able raft. An accessories container, attached to the raft by a

ny'lon cord, will be floating in the Water. The container'
carries the following items: '
Deck.
\ 1 Pump,
The deck, which is between the, twO tubes, traps air
underneath 'it and' makes it warmer and, more comfort- 1 Repair Kit with pliers
ai1le, seat for passengers. In order to prevent sagging of
the deck, there is an infl'ltaqle section in the, center .5 Plastic Water Containers
which is inflated by the hand punlp furnished with the
raft. l'Fishing Kit
 Section III T.O.IC·11IA·1
•
canopy mast. The lower edge of the spray shield has
1 Knife Assembly an elastic cord threaded through it, the two ends of
which can be snapped together. After snapping the
1 Survival Manual
cords together, the canopy should be stretched over
1 Nonliquid Compass th~ sides of the raft until the cord rests in the hollow

2 Sunburn-Preventive Cream between the top and bottom tubes. Next, erect the
canopy maSt on the center support from which to
4 Chapping Lipsticks hang the canopy. Two sockets are provided for this
purpose, one at the tOP of the canopy and one in the
1 Nylon Cord, 30 feet center support of the raft, which is folded down on
the deck. The shield can then be supported by the 12
4 Distress Signals tube supports which fit into small sockets on the deck
and into sockets at its upper side. The canopy and
1 URC·4 Emergency Radio speay shield are then snapped together. Either the
spray shield or the canopy can be opened for ventila-
1 Canopy Plus Mast and Poles tion. The canopy and spray shield fits either side of the
raft. After the canopy is erected, the sea anchor should
I Bailing Bucket be put out to hold the raft steady and decrease drift.
2 Cellulose Sponges

2 Mattress Valve Washers

CREW MEMBERS' DUTIES.
1 Emergency Signaling Mirror

6 First Aid Kits, Individual Note

12 Seawater Desalting Kits The following aircrew procedures represent

crew duties for a typical configuration (fig-
2 Seawater Distilling Kits ure 3·8).

8 Survival Rations

Remove the pump from the accessories container. To

PILOT (AIRCRAFT COMMANDER).
lise the pump. screw the hose into the valve caps,
open the valve caps two turns. then pump up the raft Firs' Actions.
and dose ,the \'alves. Ten valves arc located in the
raft, five on either side. These valves service the A. Warns crew to prepare for ditching, giving
upper and lower tuhes. the upper and suhmerged approximate time left.
boilrding stations, and the submerged deck compart-
ment. These \'.lI\,cs for submerged parts of the raft arc B. Alerts cabin personnel over public address
acc.:cssihlc through slcc\'c$ in the deck. The boarding system.
station should he inflated to gain added buoyancy
and to close the gap in the tuhe. The suhmerged deck C. Orders radio operator or copilot to start emer-
support in the middle of the raft should then he in- gency procedures.
Rated. l\fain tuhcs should not he allowed to become
too taut (remedy this situadon by letting air escape D. Decides whether or not to dump fuel (all heaters
from the valves), The action of cold water on the tubes OFF during this operation).
at night mily causc the tubes to become flabby, but
additional air can be pumped in hy means of the hand E. Checks and dons life vest.
pump. Leak repair clamps are available in the acces·
sories container. if leaks become apparent. The raft F. Fastens safety belt and shoulder harness, loosens
is equipped with an equalizer tube to equalize (he collar, and removes tie.
pressure in both tuhcs. The equalizer tube has n shut·
G. Takes over controls of aircraft from copilot.
otT ,·nlve. which is open at inidal inflation. 'Tbis Nlht'
sbollid b•.• blll 00 uli,,' CO, bu.• ,."""'<1"" Ibe Illbes H. Orders copilot to declutch superchargers.
10 p"el'elll Ims of CO! ill cau 0/11 leltk ill eitber ,ube.
I. If fuel is dumped, orders copilot to return dump
The canopy carried in the accessories container is valve handles to DRAIN position.
designed to protect occupants from sun and weather
exposure. The canopy has I2 supporting rods .lOd n J. Turns (,ou radio altimeter.

3·32
 Section, III

has been estab- When Ditching is Imminent (10 Minutes

lished_
B. Resets altimeter from 29.92 to local area pres." A. Assists pilot.
sure.
B. Returns dump valves, to OIl/.' position.
C. Orders all heaters turned OFF.
Ditching Station.
D. Orders navigator to take charge of cabin and' '
ascertains that preparations for ditching ,are A. Copilot's seat.
complete.

E. Orders all personnel to secure themselves in After Ditching.

their ditching positions. Has crew engineer
check and report. A. Leaves aircraft through Eliit No~ 3 and: boards
liferaft No.3, after ~ssisthlg passengers in load-
F. If at night, turns on wing illumination lights. ing, and assumes command.,

G. Immediately prior to ditching, orders crew en-

gineer to take ditching station and informs NAVIGATOR.
everyone to ~·Brace for impact."
First Action ••
H. Orders copilot to return dump valves to OFF c" ,
position, and to check depressu~ization to be A. Gives poslttOn, time, co~r.se",.,s~e~, altitude,
completed. nature of di~tress, and intentions of pilot to the
'r"dio operator ot copilot for 'inClusion in distress
Ditching Station. message. (Complete Emergency Rescue Com-
A. Pilot's seat. munications Procedure,' ye,list<l\l in the ,appro·
priate Supplementary Flight Information Docu-
ment.) Turns IFF to emergency position.
After Ditching.
B. Lights forward exit lights. ,
A. After making certain all personnel have left" C. Dons vest containing URC;4 emergency radio.
aircraft, boards No.2 liferaft through Exit No.
I (main cabin door) and assumes command. D. Checks and dons life vest, I~~ns 'collar, and
removes'de.

COPILOT. E. Secures navigator's chal; t~ cleek near forward

door and places table in 'stowed pbsition;
First Action •.
F. StowS esse~tial navigational equipment, includ-
A. Takes over controls while pilot adjusts equip. ing Very Pistol, flares, and aircraft compass, in
ment. bag.

B. If radio operator is not aboard, assumes h i s " , " " ','

When Ditchingi. Imminent (10 Minute. Remaining).
first action duties, No. 1 and 2.
A. Ifa~ night, orders all cre",members to, light
C. Takes emergency action on VHF/UHF (trans,
emergency flashlights connected to life yest.
mits "MAYDAY" and identification three times,
followed by distress message). B. Takes navigational gear to re~r of ~ircraft and
secures it near ditching'station.
D. Checks and dons life vest, fastens safety belt
and shoulder harness, loosens collar, and re- C. Insures that all preparations for ditching are
-moves tie. , ',complete.
:3·33
 III T.O.le·IIIA·1
!

A. Warns crew to prepare for ditching; gives time left.

B. Alerts cabin personnel.
C. Orders radio operator or copilot to start emergency procedures.
D. Dumps fuel if necessary. (All heaters must be OFF for this operation.)
E. Checks and dons life vest.
F. Fastens safety belt and shoulder barness.
G. Talces over aircraft controls.
II. Orders copilot to declurch superchargers.
I. If fuel dumped, orders copilot to return dump valve handles to DRAIN position.
J. Turns on radio altimeter.

.
------------, ,--------------------------------------------~
COPILOT
A.. Takes over cODtrols while pilot adjuats equipment.
B. If radio operator Dot aboard, a •• mae. his fir.t .moa duties, No. 1 aDd No.2.
C. On pilot's orders, sends MAYDAY followed by distress lDessa..,.
D. Dons life 'Vest and fastens .afety belt and sboulder .......es.. •
E. On order of pilot, dec1utcbes supercbaraera and rerum. dump nlYe. 10 DRAIN.

NAVIGATOR
A.. Gives position, time, course, speed, altutide, nature of distress, and intentions of
pilot to radio operator for inclusion in distress message. Turns IFF to emergency.
B. Lights forward exit lights.
c. Dons vest containing URC-4 emergency radio.
D. Dons life vest.
E. Secures navigator's chair and places table in stowed position.
F. Stows Very pistol, flares , aircraft compass and other essential navigational eqwpment in bag.

CREW ENGINEER
A. Procures life veS[ for pilot, copilot. DaYiptor, ...d radio operator.
B. Secures aliloose objects in crew comparuaeGt.
C. Removes first aid kits and Gibaoa Girl radio at appropriate euts.
D. Dons vest containing URC-4 radio.
E. Dons life vest.

Fieu,. 3·1 (SII.., , of 4)

 T.O. 1C-11SA-l Section III

A. Orders radio operator to send final distress signa~.

B. Resets altimeter from 29.92 to local area pressure.

C, Orders all heaters turned off.
D. Orders navigator to take charge of cabin; ascertains
that ditching preparations are complete.
Pilot's A. Makes certain all personnel have left air-
E. Orders all personnel to secure themselves. craft and then exits through Exit No.1.
seat.
F. If at night, turns on wing illumination lights.
G. Immediately prior to ditching, warns, "Brace for im-
paCt."
H. Orders copilot to return dump valves to OFF and to
check that depressurization is complete.

A. Alai... pilot. Copilor's A. Assisu - . ...... lea... ain:nft

B. RetumS dump vtlvcs to OFF.
I rcat. throup Exit No. 3,

.
A. If at night, orders crew members to light emergency
flashlights. A. Launches lifcraft No. 1 through Exit No.1.
/ Rear seat B. Assists passengers in boarding liferaft No. I.
B. Secures navigational gear near ditching station at near Exit
rear of aircraft. . No.1. C. Boards liferaft No.1 with navigational gear
C. Insures all ditching preparations are complete. and first aid kit.

I
A. Launches Iifcnft No.4 "'rough Exit No. 4.
A. Checks and reports that all personnel are at ditching Seat near B. Assists _ngc.. in boarding lifcDEt No. 4.
stations. Exit No. 4 C. Enters liferalt No. 4 with 6nt aid kit and
Gibson Girl radio.

AA 1 · 221
Fig",e 3-8 (Sheet 2 0/ 4)

3-35
 E I E I
Section III T.O. 1C-IISA-l

FLIGHT ATTENDANT
A. Orders all passengers to remove shoes, check and don life vests, and fasten safety belts.
B. On order from pilot, jettisons all cargo and baggage not necessary for survival.
c.. Secures loose equipment in cabin.

SECOND FLIGHT ATTENDANT

A. Assists first flipt attendant as directed.

Figure 3-8 (Sheet 3 "I 4)

Ditching Station. B. Secures all loose objects in crew compartment.

A. Rear seat near Exit No.1. C. Removes first aid kits and Gibson Girl radio
After Ditching. and secures them at appropriate exits.

A. Launches liferaft No. 1 through .Exit No. 1. • D. Dons vest containing URC-4 radio .

B_ Assists passengers in boarding liferaft No. 1. E. Checks and dons life vest, loosens collar, and
removes tie.
C. Boards liferaft No. 1 with navigational gear
and first aid kit, and assumes command. When Ditching is Imminent (10 Minutes Remaining).

A. Checks and reports all personnel at ditching

CREW ENGINEER_
stations.
First Actions.
Ditching Stations.
A. Procures life vests for pilot, copilot, navigator,
and radio operator. A. Seat near Exit No.4.
3-36
 T.0.1C·118A·l
• • I
•

POSITION Ami DITCHING

A. Sends ftnal Iresa .ignal and mea. . . A. LINnebea 1Iferaft lfo. 3 Ibr...... Exli No.3.
leal ....
ExIt No. 8. As_a ............ 1ft boarding liIoraft No.
B. On order from pilot, screws key doWn and pr'.....ods]
to ditching station.
C. Bater. liIeraft No. 3 with one first aid kit.

on emergency cabin lights.

B. Cautions passenge rs not to smoke.

A. Launches liCeraft No. 2 thr ough Exit No, 1.
C. Checks liCe vests and sarety belts of passengers.
Seat near B. Assists passengers in boardi ng liCerafl No, 2.
D. If at night, orders all passengers to turn on flash- Exit No. 1
li ghts. C. Enters liferaft No. 2 with first aid kit and
Gibson Girl radio.
E. Briefs passengers as to loc ation of exits and liferaft
assignments.
F. Removes safety wire on each exit. (Does not open
exits.

A. L " " ' - UfInft' lfo. 3 through Exil No.3.

Seat _ r B. Assists pu_a In boarding liIoraft lfo. 3.

Exit No. 3
C. Collecla.., _Uona1 equipment and ra·
Uone and boardIIllferail "10. 3.

Figure 3·8 4)
After Ditching. geney message containg poSItiOn, time, course,
speed, altitude, nature of distress, and intentions
A. Launches liferaft No.4 through Exit No.4. of pilot obtained from navi!(ator. (Complete
Emergency Rescue Communications Procedures
B. Assists passengers in boarding liferaft No.4 at are listed in the appropriate Supplemenrary
Exit No.4. Flight Informati6n Documents.)
C. Enters liferaft No. 4 with first aid kit and
second Gibson Girl radio (if aboard) and as· B. Obtains bearings and fixes if requested by pilot.
sumes command.

RADIO OPERATOR.
C. Checks and dons life vest, loosens collar, and
First Actions. removes tie.
A. On orders from pilot, sends emergency dis-
tress signal (on air-ground frequency in use at
the time), followed as soon as possible by erner- D. Continues emergency radio procedure.

3·37
 . • •
Section III T.O. 1C-118A-l

fiRST ACTIONS

PILOT (AIRCRAFT COMMANDER)

A. Warns crew to prepare for ditching, giving approximate time left.

B. Alerts cabin personnel over public address system.
C. Orders radio operator or copilot to start emergency procedures.
D. Decides whether or not to dump fuel. (All heaters must be off for this
operation. )
E. Checks and dons life vest.
F. Fastens safety belt and shoulder harness, loosens collar, and removes tie.
G. Takes over controls of aircraft from copilot.
H. Orders copilot to declu(ch superchargers.
I. If fuel is dumped, orders copilot to return dump valve handles to DRAIN
position.
J. Turns on radio altimeter.

COPILOT

A. Takes over cODtrols while pilot adjusts equipment.

B. If radio operator is not aboard, assumes his first action duties No.1 and NO.2.
C. Takes emergency action on VHF/UHF. (Transmits HMAYDAY" and
identification three times, followed by distress message.)
D. Checks and dons life vest, fastens safety belt and shoulder harness, loosens
collar, and removes tie.
E. On order of pilot:
a. Declutches superchargers .
b. Returns dump valve handles to DRAIN position.

NAVIGATOR

A. Passes position, time, course, speed, altitude, nature of distress, and

intentions of pilot to the radio operator or copilot for inclusion in distress
message. (Complete Emergency Rescue Communications Procedures are
listed in the appropriate Supplementary Flight Information Document.)
Turns IFF to emergency position. Reports nearest ship position to pilot.
B. Dons vest containing URC-4 emergency radio.
C. Checks and dons life vest, loosens collar, and removes tie.
D. Secures navigator's chair and places table in stowed position.
E. Stows essential navigational equipment, including Very pistol, flares , and
aircraft compass, in bag.

Figure 3-9 (Sheet I of 6)

3-38
 T.O.le-118A-1
J:::::::~~~-:' __~-;Sedion
'~':-~~-
111

WHIN DIICHING 1$ IMMININT

(10 MINUIU IIIMAINING,
A. Orders radio operator to send final distress
signal and lock key down or actuate the
automatic emergency transmitting equipment
unless HF contact has been established.
B. Resets altimeter from 29.92 to local area
pressure.
C. Orders all heaters turned off.
D. Orders navigator to take charge of cabin and
ascertain that preparations for ditching arc
complete.
A. After assuring all personnel have lefl
E. Orders all personnel to secure themselves in aircraft, boards liferaft No. 2 through
their ditching positions. Has first engineer Pilot's Exit No.3 and assumes command.
check aDd report. seat.
B. Secures to literaft No.1 as soon as
F. 1£ at night, turns on illumination lights. practicable.
G. Immediately prior [0 ditchirg orders first
engineer to take ditching station and informs
everyone to "Brace for impact."
H. Orders copilot to return dump valve handles to
OFF position and to check that depressurization
is complete.

A. Assists pilot.
Copilor's A. Leaves aircraft through Exit No.3 and
B. Returns dump valve handle$ to OFF position. seat. boards liferaft No.2.

A. Launches liferaft No. 1 through Exit

No.1.
A. If at night, orders ali crew members to light
B. Boards literaft No. 1 with navigational
emergency flashlights connected to life veSL
Rear seat gear and first aid kit and assumes
B. Takes navigational gear to rear of aircraft and neal" Exit command.
secures it near ditching station.
No.1. C. Assists passengers in boarding liferaft
C. Insures that all preparations for ditching are No.1.
complete.
D. Secures to liferaft No.2 as soon as
praccicable.

r;gure 3-9 (Sheet 2 of 6)

3-39
 III T.O. 1C-1l8A-1
!

!
_KIlO.•
RADIO OPERATOR

A. 00 orders from pilot, seads emergency distress signal (00 air-ground

frequency in use at time) followed as soon as possible by emer,eocy
message containing position, time, course, speed, altitude, nature of
distress, and intentioDs of pilot obtained from navigator. (Complete
Emergency Rescue Communications Procedures are listed in the
appropriate Supplemenrary Flight loformatioo Document.)
B. Obtaias bearings, fixes, and ditch headiol_
C. Checks and dons life vest, loosens collar, and removes tie.
D. Continues emergency radio procedure.

FIRST ENGINEER

A. Procures life vest for pilot, copilot, navigator, and radio operator.
B. Secures all loose objects in crew compartment.
C. Dons vest cODtaining URC-4 emergency radio.
D. Checks and dons life vest, loosens collar, and removes tie.

SECOND ENGINEER

A. Checks both life rafts for proper stowage ncar appropriate exits.
B. Collects all first aid kits and Gibson Girl radios and secures them at
appropriate exits.
C. Collects emergency water, food, blankets, and extra flashlights and secures
them at appropriate exits.
D. Checks and dons life vest, loosens collar, and removes tie.
E. Secures all cabin aisle doors open. (Tie open with rope.)
F. Performs any other duties as directed by the pilot.

Figure 3-9 (Sheet 3 of 6)

3·40
 I •
T.O.le-lISA-l Section III

WHIM w,a_ IS IMMIHINT

(10 MINU1IS UMAlNING)

A. Sends final distress signal and message.

Aisle seat A. Assists pilot as necessary.
B. On order from pilot, locks down key, or in crew
actuates the automatic emergency B. Boards liferaft No. 2 through Exit
compartmeot,
equipment, and proceed~ to ditching No. l with Gibson Girl radio and ODe
faciog aft. first aid kit.
station.

A. Launches liferaft No.2 through Exit

A. Checks and reports all personnel in Seat near No.3.
ditching stations. Exit No.3.
B. Boards liferalt No.2 at Exit No.3.

I
A.. Assists first engineer io launching
liferaft No.2.
B. Assists crew in hoatdiDslifelaft
A. Proceeds to ditching station. Seat near No. 2 at EJtit No.3.
Exit No.3.
C. Boards liferaft No.3 through Exit
No. 3 after ascerraioios that all
available water, rations, blaakets,
etc, are aboard..

Figure 3-9 (Sheet 4 of 6)

3-41
Section III T.O. le·1I8A .I

FIRST FLIGH T ATTEN DANT

life vests, fasten safety

A. Orders all passen gers to remove shoes, check and don
remove glasses , denture s, and all sharp
belts, remove ties, loosen colh'rs ,
objects from their person. Checks and dons life vest.
necess ary for surviva l
B. On order from pilot, jettison s all cargo and baggag e not
after ditchin g.
C. Secure s loose equipm ent in cabin.

SECOND FLIGH T ATTEN DANT

A. Assists first flight attenda nt as directe d.

Figure 3·9 (Sheet 5 of 6)

When Ditching is Immine nt (10 Minute s Remain ing). FLIGHT ATTENDANT.

First Adions .
A. Sends final distress signal and message.
A. Orders all passengers to remove shoes, check
and don. life vests, fasten safety belts, remove
B. On order from pilot, screws key down, or actu· ties, loosen collars, and remove glasses, denture s,
ates the automa tic emerge ncy equipm ent (if in· and all sharp objects from their person.
stalled) , and proceed s to ditchin g station.
B. On order from pilot, jettisons all cargo and
baggag e not necessary for surviva l after ditch-
ing.

Ditching Station . C. Secures loose equipm ent in cabin.

A. Seat near Exit No.3.
When Ditching is Immine nt (10 Minute s Remain ing).
After Ditching.
A. Turns on emerge ncy cabin lights.
,\. Launch es liferaft No, 3 throug h Exit No.3.
B. Caution s passengers not to smoke.
B. Assists passeng ers in boardin g liferaft No.3 at
I'xi( No, 3.
C. Checks all passeng ers for proper wearin g of
C. Enters liferaft No.3 with one first aid kit. life vest and securit y of safety belts.

3-42
 T.0.IC-118A-1

WHEN DITCHING IS IMMINENT DITCHING AnI.

(10 MINUTES RlMAINING, STAnON DITaIING

A. Turns on emergency cabin lights.

B. Cautions passengers not to smoke.
C. Checks all passengers for proper wearing of A. Assists navigator in launching
life belts and secure safety belts. liferaft No. 1.
D. If ditching is during darkness, orders all Seat near B. Assists passengers and crew in
passengers to turn on flashlights attached to Exit No. 1. boarding Ii feraft.
life vests.
C. Boards liferaft No.1 last, through
E. Again briefs passengers as to location of Exit No. 1.
exits and raft assignments.
F. Removes safety wire on each exit, (Do not
open.)

figure 3-9 (Sheet 6 of 6)

D. If ditching is during darkness, orders all pas· SECOND FLIGHT ATTENDANT.

sengers to turn on flashlights attached to life
vests. First Action.
A. Assists first flight attendant as directed.
E. Again briefs passengers as to location of exits
and liferaft assignments.
Ditching Station.
F. Removes safety wire on each exit. (Do not
open.) A. Seat near Exit No.3.

Ditching Station.

A. Seat near Exit No. 1.

After Ditching.
After Ditching.
A. Launches liferaft No.2 through Exit No. 1.
A. Launches liferaft No.3 through Exit No.3.
B. Assists passengers in boarding liferaft No. 2 B. Assists passengers in boarding liferaft No. 3 at
at Exit No. 1. Exit No. 3.
C. Enters liferal-c No. 2 with first aid kit and C. CollectS any additional equipment and rations
Gibson Girl radio. and enters liferaft No.3.
3-43
 T;O. IC-IIIA-I

NURSE. When Ditching is Immlne~t (10 Minutes Remaining).

Plrst Actions. A. Assists nurse as directed.
A. Advises patients of situation.
B. Fastens safety belt,
B. Checks and fastens life vests on all patients.
C. Checks and fastens litter safety belts On all Ditching Station.
patients, checking security of litters and litter
straps. A. Re,ar seat.

D. Checks and dons life vest.

After Ditching.
E. Loosens collar.
A. Assists patients into liferafts as directed by
F. Collects necessary medical supplies. nurse:
G. Instructs patients as to procedures of evacua-
tion of aircraft. B. Enters liferaft No.2 unless directed otherwise
by nurse.

When Ditching is Imminent (10 Mlnut.s Remaining).

ADDITIONAL MEDICAL TECHNICIANS.
A. Gives final warning to patients.
First Action.
B. Fastens safety belt.
A. Assist nurse as directed.
Ditching Station.
,A., Seat near Exit No.!. Ditching Station.

A. Will be designated by nurse before flight.

Aft.r Ditching.
A. Directs loading of patients into life rafts No. After Ditching.
I and 2.
A. Assists patients in boarding liferafts.
B. Enters liferaft No.2 with medical supplies.
B. Board liferafr assigned by nurse assigned before
SECOND FLIGHT NURSE. flight.

First Action. Note

A. Assists first flight nurse as directed. • Ditching procedures listed above are
based on use of the 20'man liferaft.
Other type rafts or unusual loading
Ditching Station.
configurations will require procedure
A. Seat as near Exit No. I as possible. modification,.

After Ditching.
• ACM personnel qualified in a particu.
A. Enters liferaft No.!.
lar crew position will assist In the
respective position ditching ~rocedure,
MEDICAL TECHNICIAN. as directed.
First Actions.

A., AsSists nurse -in fastening life vests on padents

andcheeking litter straps and safety belts. • If sealS are not available, crew memo
B. Checks and dons life vest. bers or passengers will be seated on
the deck with ditching belt secured
C. ' 'Loosens collar and removes tie. to deck tiedown rings. '
 T.O.IC-118A-1 SectiCl nlll

BAilOUT. continu es to run smooth ly, shut it down' im-

BAILOUT PROCEDURE. mediate ly. The fuel line to the pressur e trans-
JTlitter may have broken , in which case- con-
When decisio n is made to abando n the aircraft in tinued operation will pump fuel into the nacelle
flight, use the following procedure: acea, creatin g a danger ous fire hazard. The f(lel
A. If possible, reduce airspeed to approximately 135 pressure warnin g switch is set at 18 ~±%) psi.
knots lAS with 20 degrees of flaps. Trim air· If 'he fuel pressure indication fails, but the
craft slightly nose down and head toward an warnin g Jight does not come on, and the fuel
uninha bited area. flowmeter shows normal flow rate, the fuel pres-
sure transmitter has probably failed.
B. Give warnin g over interph one for bailout . Re·
ceive acknow ledgem ent from each Crew mem-
ber and officer in charge of the passengers.
Vapor lock.
c. Give comma nd over interph one ,to bail out.
The fuel system can malfunction as a result of .a vapor
D. Crew and other personnel bail out throug h lock, a condition which occurs when the fuel boils or
bailout exit. when it becomes supersa turated with air·. The usual
indicat ion of a vapor lock starts with regular and
rapid engine surging at high frequency, coupled with
SYSTEM FAILURES. rapid fuel pressure and fuel flow fluctuations. This
FUEL SYSTEM FAILURE. is usually followed by an irregul ar surge of great~r
magnitude, with extreme full pressure and flow fluc-
tuation s. In the final stage, the surge cali become
Fuel Pressur e Drop During Ground Operat ion. great enough to lead to complete engine Jailure . Any.
type of vapor lock can be rapidly and completely
If the fuel pressure of the engine drops to zero during broken by placing the fuel booster pump switch in the
ground operation, shut down the respective engine LOW position to pressurize the main fuel system line
and investig ate. and foroe the air and fuel vapor back into. solution
with .th.efl\el and deaerate the fuelin the tank.
Fuel Stoppa ge in Flight.

If an engine fails in flight because of loss of fuel

pressure, immediately perform the following steps to ELECTRICAL POWER SYSTEM FAILURE.
return the engine to operati on: .
Circuit Breake rs.
A. Check for adequate fuel in the tank supply ing
the failing engine.
If a circuit breaker opens, disconnecting power to any
B. If fuel in .sufficient quantities is present, retard circuit, .it indicat es at) overloa d or short in that circuit.
the throttle and switch the fuel booster pump If the circuit breaker reopens after being reset, do not
for that tank to LOW. use that circuit unless the safety of the aircraft depends
upon' its continu ed operati on.
C. If this does not immediately bring the pressure
up, a failure other than that of the engine-driven
fuel pump is indicated, and the failing engine
should be isolated.

D. If crossfeed is being used, immediately switch

the operati ng engine on t;he side affected to
its respective tank system, and do not use fuel
from the tank in~hich failure. occurred. Manually holding a circuit breaker dC/sed
. after it has been reset and has reopenedconsti-
E. If, ~hile the engine is being operated, the tutesa fire It.zard , inasmuch as the drc\1i~ is
fuel pressure indication suddenly drops to zero th~n· functio ning withou t adequate p\'Otec·
and the warnin g light comes on, but the engine tion.
Section III T.O. le.1I8A.I

enerator•• E. If amperage indications on one generator ex-

ceed the load of the other generator by more
f there is no indication on one ammeter, but the than 30 amperes, turn OFF the high generator
ther indicates normal readings, make the following (at least Y2 hour is required for voltage regula-
heck: tors to warm up and stabilize).

A. Check the generator voltage, which should be F. If the voltage regulator overheat light illumi-
the same as that of the other generators (ap. nates, drop the voltage reguiator access door to
proximately 28 volts). get maximum ventilation and cooling for regu-
lators. Isolate the regulator and turn off the
affected generator.
B. If the switch for the malfunctioning generator
is ON, turn it OFF and note if the readings of G. If neither voltage nor amperage is indicated,
the other ammeters increase. If they do. the check (ammeter-voltmeter) fuses for the gener-
trouble may be attributed to the ammeter. ator affected; also check the field circuit breaker
Check ammeter fuses in the maio junction bOL and reverse current circuit breaker.
Turn the generator switch back ON and leave
it there.

C. If the generator voltage and the amperage

readings are zero, an inoperative generator is
indicated. The generator control switch should Do not attempt to reset the reverse
be turned off to remove excessive load from the current circuit breaker in flight.
equalizer circuit. If reading is zero amps but
residual voltage (1 % to 3 volts) is indicated,
check the field circuit breaker or the overvoltage If operating on one or two generators, proceed as
control. Field circuit breakers may be reset one follows:
time in flights. (This unit protects the system
against doc current surges.) The overvoltage A. Reduce d·c electrical load as much as possible.
control should be reset only once inflighto
B. Turn OFF buffet equipment and keep cabin
lights to a minimum.

It may be necessary to monitor the c. Operate minimum amount of radio equipment

electrical load before turning off a continuously.
generator to prevent the remaining
generators from becoming overloaded. If operating with a total generator failure, use one
Maximum generator loads are 350 am- of the following procedures:
peresper generator above O'C OAT.,
and 400 amperes below O'C OAT.
A. For minimum safe flight, turn battery switch
on and all circuit breakers off with the exception
D. Sbould generator malfunctioning or an elec- of the following: fire detector and warning
trical short be evident in anyone of the four lights, propeller feathering and reverse, na~i­
ge,nerator circuits, as indicated by system instru- gation lights, turn-and-slip circuit, and other
mentation Or otherwise, or should an emergency circuit breakers as deemed necessary.
arise where it is desired to deenergize an indi-
vidual or all generator circuits in addition to
B. Emergency inverter - ON (limit of approxi-
turning off th~ normal generator switch(es), the
mately 2% hours with a fully charged battery).
corresponding circuit hreaker(s) should be·
placed in the OFF position. This action assures a
fully dead generator(s) by breaking the field cir· a. Master switch and all generator switches
. cuit(s), thus eliminating all hot wires in these turned OFF to conserve battery for operating
circuits between the 'corresponding engine oa- flight instl'uments (pull all generator field
celle(s) and the main electtical junction box. circuit breakers).

3.46
 T.O. IC·118A·1 Section III

b. The following equipment will remain oper- the approach and landing before placing the
ative: pilot's and copilot's attitude indicators, landing gear control lever in the DOWN po-
directional indicator (G-2 or S-2), pilot's and sition (which is mandaiory).
copilot's turn-and-slip indicator, inverter F. If the main hydraulic system Buid supply is
warning lights and instrument white light, lost, the nosewheel steering will be inoperative
self-energized engine instruments, magnetic with the auxiliary pump selector in the brake
compass light, periscopic sextant light, and system position. For brake operation from the
pilot's overhead Boodlight. auxiliary supply, place the auxiliary (emer-
gency) hydraulic pump selector valve control
in the BRAKE SYSTEM (forward) position
c. Prior to landing, turn battery switch on and operate the auxiliary (emergency) hydraulic
momentarily and advance propeller to 2400 electric pump for hydraulic brake pressure. (The
rpm. auxiliary emergency hydraulic electric pump
control switch is spring loaded and must be held
in the ON position for continued operation.)
Inveh~rs. Note
In the' event the normal inverters fail, the emergen The emergency hydraulic Buid supply
inverter, which supplies power to the gyro instrumer is adequate for a full extension of the
only, can be started by placing the emergency inst' wing Baps, landing gear, and for oper-
ation of the brakes in a normal land-
ment power and instrument lighting switch ir, t
ing roll. Gear retraction time using the
ON position. All a-c engine instruments are hope: emergency hydraulic pump requires
tive when operating only on the emergency IDverO approximately 2 to 5 minutes.
HYDRAULIC POWER SYSTEM FAILURE.
G. In the event of excessive pressure or over-
Iiololion of Hydraulic Syslem Leak. heating of the hydraulic system, open the bypass
If a failure in the hydraulic system is evidenced valve. Do not close the bypass valve until it be-
the loss of hydraulic Buid (as indicated on the quant comes necessary to operate one of the hydraulic
gage), return all control levers for hydraulically Opel units.
ed units to the OFF positions, and isolate the I.
as follows: LANDING GEAR MALFUNCTIONS (GENERAL)

A. Landing gear control lever - NEUTRAL. A. When difficulty is experienced with either gear
retraction or extension, it is recommended that
B. Wing flap lever _ 5 DEGREES DOWN (va, the gear be secured in the DOWN positIon
CLOSED position). and landing be made as soon as practical. No
attempt should be made to diagnose gear mal-
C_ Windshield wipers - OFF. functions by cycling gear during Bight.
D. With the bypass valve closed, build up system B. If any of the landing gears do not secure
pressure. If the pressure falls from 3000 (+ 100, properly on the uplocks it is recommended that
-50) psi to 2700 (±50) psi in less than 1 min- the aircraft be landed as soon as practical.
ute, the drop is excessive. If the drop in pres- Maintaining landing gear UP by use of hy-
sure is not excessive, move the landing gear draulic pressure should not be attempted for
control lever to the UP position and check for extended periods of Bight. Continuous opera-
an excessive drop in pressure. If the drop in tion and heating of the hydraulic system is
pressure is not excessive, move the flap control
conducive to hydraulic malfunction and/or loss
lever to the full UP position and again check for of up-line pressure.
an excessive drop in pressure.

E. If the trouble still has not been isolated, extend LANDING GEAR SYSTEM FAILURE.
the landing gear only when in the landing area; Failure of Main Landing Gear Downlalch.
then check for excessive drop in pressure. Hold
the brakes in the ON position al,ld check for A. If a main landing gear downlatch fails to en·
adequate pedal back pressure and excessive drop . gage (gear down; red light illuminated), return
in pressure. If the failure is in the gear down- the landing gear control lever to the NEUTRAL
line, immediately return the landing gear con- position momentarily. Place the emergency
trol lever to NEUTRAL to prevent the loss of hydrauliC pump seleCtor valve lever in the GEN·
hydraulic fluid. Extend the I.nding Baps for ERAL SYSTEM (center) position, place the
3-47
 T.0.le·118A·1

emergency hydraulic pump switch in the ON eney; therefore, pull. the. nosewheel off the ground
position, and move the landing gear controllevet as soon as possible. If shimmy oCCurs during the
to the DOWN position. This should lock the landing roll decelerate gradually, since loading the
gear as indicated by the landing gear position nosewheel will increase the shimmy tendeney. In land-
indicators. Place the emergency hydraulic pump ing with a known shimmy condition, keep the nose-
selectOr valve in the BRAKE SYSTEM (for- wheel off the ground as long as possible.
ward) position. If the main gear will not latch
in the down position, make a normal approach BRAKE SYSTEM FAILURE.
and landing. After touchdown, make contact
with the nosewheel as soon as possible to relieve Emergency Hydraulic Brakes.
the weight of the aircraft on the main gear.
Apply light brake action to the wheels of the If the main hydraulic system fails, proceed as follows:
defective gear during the landing roll to prevent A. Emergency hydraulic pump selector valve lever
the gear from collapsing. When the aircraft - BRAKE SYSTEM (forward position).
has stopped rolling, feather the two propellers
on the defective gear side and apply propeller 8. Emergency hydraulic pump switch - ON (hold
reverse thrust on the opposite outboard engine on).
with the brakes set to maintain continuous back C. Brakes _ HOLD ON UNTIL STOP IS
tension on the defective gear. Do not move COMPLETED. ..
the aircraft nor unreverse the propeller of the D. Use reversmg and airbrakes as required.
out.board engine until the defective gear has
been secured.
Mete.red Airbrake Sy~tem.

NOTE If no hydraulic l>ressure is available to the brakes,

stop the aircraft with the airbrake system as follows:
Inboard eosioe opposite defective sear
should be operated to provide bydraulic A. Before landing, break the safetywire.
pr~s.ure.
B. Turn the emergency airbrake control handle
full clockwise to the ON position; then return
B. If the nose gear downlatch fails (bungee link it to HOLD immediately. If less braking action
not on center; wheel down), hold the nose- is desired, return the handle to the OFF (dump)
wheel off the ground as long as possible after position, then set it immediately to HOLD.

ground contact is made. Use the brakes sparing- C. Turn the handle to ON as necessaty for addi.
ly, taking advantage of the entire available tional braking.
runway length to lose speed.
D. Do not return handle to the OFF position un-
C. The landing g""r normally can be extended less desired to relieve braking action, since air
without hydraulic pressure by moving the pressure will be lost, redllcing number of brake
landing gear .control lever to the DOWN posi- applications.
tion. This releases the uplatches, opens the
gear.up .hydrauliclines to return, and. allows E. Air pressure of 1000 pounds will allow sufficient
the gear to extend and .lock by its own weight. application of the brakes to assure stopping.
Not.
Not.
If the uplatches fail to release' after Apply the brakes slowly and intermit-
tbe landing gear control lever has been tently after' groundspeed has been
placed in the DOWN position (no reduced by an .·extended rol1,. gradu-
.hydraulic pressure), full downline hy- ally increasing me braking power
draulic pressure from the auxiliary rather than applyillg it ,"ddenly.·
hydraulic pump will shear the uplatch Braking power will not he felt the
shear bolts, permitting the gear to ex- instant air pressure is applied, but
will lag slightly behind the application
tend.
of air.
Nooewheel Shimmy. F. Do not leave the .handle in the ON position
until brakillg action is felt, since this will lock
Nosewhee\ shimmy is an indication of an unb.alanced the brakes and skid .the tires.
condition of the nosewheel or failllre of the steering
system. If. this occurs during takeoff, decreasing the G. Do not taxi, the aircr•.f~ Place the handle in
load on the nosewheel will decrease the shimmy tend- the HOLD position and stand by for tow.
3"4'
 T.O.IC·IISA·1

EMERGENCY WING FLAP EXTENSION. ENGINE OIL SYSTEM FAILURE.

For emergency extension of the wing flaps, proceed The indications of oil system failure that may
as follows: to engine failure are loss of oil pressure, oil ten'p,,,a·
ture increase, and Joss of oil quantity indication.
A. Gear handle - NEUTRAL.
oil temperatures may result from failure of the
8. Emergency hydraulic pump selector valve lever cooler door to function in AUTOMATIC. If the
- GENERAL SYSTEM. cooler door switch is on AUTOMATIC, switch
OPEN and hold in that position to make certain
C. Wing flap control lever - AS DESIRED. the door will open and that the temperature
However, in the event of congealed oil, opening
D. Hold the emergency hydraulic pump switch in oil cooler will only aggravate the trouble; in this
the ON position until wing flaps extend to case, the door should be closed and a close watch
desired setting. (Wing flaps will remain in posi- maintained of the oil temperature. As soon as the
tion unless there is a leak in the up [retract1 temperature shows a further rise, open the door
line.) slightly and wait for the temperature to stabilize,
gradually opening the door' as the congealed oil thins
Note
out.
During flight, the wing flaps will If a propeller has been feathered for a considerable
retract by air pressure when the flap
length of time, it is probable that oil in the oil
handle is placed in the UP position.
cooler is congealed. After unfeathering the propeller
EMERGENCY WINDSHIELD WIPER OPERATION. and starting an engine, check the bmep and fuel flow
for a positive indication of engine power. Also check
FOr emergency operation of the windshield wipers, the engine temperature and pressure instruments for
proceed as follows: indication within limits. If the engine oil temperature
indicator continues to rise above normal limit, a
A. Emergency hydraulic pump selector valve lever congealed oil cooler is indicated and' the oil cooler
- GENERAL SYSTEM. air exit door should be closed by manual operation
of the oil cooler door switch.
B. Windshield wiper control knob - ON.
Note /
C. Landing gear control lever - NEUTRAL.
If the oil cooler air exit door switch is left
in the AUTOMATIC position, heating of
D. Emergen.cy hydraulic pump switch - ON. the congealed oil in the cooler will be delayed
since excessive engine oil temperature causes
the oil cooler door to remain fully open.

Continue to monitor the oil temperature indicator

until the oil temperature decreases to normal; .then
place the oil cooler air exit door switch in the AUTO-
MATIC positipn.

Prior to landing, the landing gear con- ABBREVIATED EMERGENCY CHECKLISTS.

trol lever must be placed in the The pilot's emergency abbreviated checklist is now
DOWN position and the emergency contained in a separate publicafjon. T.O. IC·USA·
hydraulic pump selector valve lever CL·I·I. See flight manual "A" page for date of
in the BRAKE SYSTEM position. current checklist.

3_49/3.50
 Section IV

IV

'~%\i\description operation of
auxiliary ipment
TABLE OF CONTENTS
Air Conditi."g System .................................................................................. . 4-3
Cabin Pr......lz<ltian Sy.tem ............................................................................. 4.5
Cabin Pres'uti.ation System COntrols ................................................................ . 4·12
Temperature Control System ............................................................................ . 4.15
Airfoil Anti-lei"" System ................................................._••••••••••••••••••••••••••••••••• 4.23
Radom. Anti.lcing System •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 4-32
'<:
D'eicing Systems ._......................................................................................... 4-32
Communication and Associated Electronic Equipment ............................................ 4.35
Lighting Equipment ...................... '!'................................................................. 4-67
Oxygen System ........................... I.~ .................................................................. 4.72
Autopilot .................._.,••••••••••••••••••••••••••••••••••••••• ~ •••••••••••••••••••••••••••••••••••••••••••• 4.73
Navigation Equipment .................................................................................... . 4080
Auxiliary Power Unit (0.2) , •••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 4081
Auxiliary Power-Unit_(4:t!'?O) ............. ~ ............................................................ 4084
Engine Analy::ter •••••,••••~ ••• Il• • • • • • • • • • • • • • • • • • • • • • • • •_.~~_. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4088
'-f;'$',,'.',' -
cargo L~ding Equipm.nt:;'..~~........... ~ .......................................... !t .................... . 4·95
','
Troop Corrying Equipment ';~.............. ~ ................................................................ . 4.97
Pasleng.r Carrying Eq.,i,.III.it......,••••..••,.,•••,....,........,•••• ,.••••••.,................................. 4.97
Misc.lloneous Equipm.nt .............,.....'u ...~ • ••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 4·97

---:::
Section IV T.O. le.1I8A ·1

LIST OF ILLUSTRATIONS
Number TItle Poxe

........ 406
4.1 Air Conditioning, Windshield, and Radome Antl,lclng System .........
... 4-8
4.2 Cabin Pressu re Control Panel ......... ......... ......... ......... ......... .........
......... ... 4.10
4.3 Supet'charger Duct Maximum Pressu re Chart ......... ......... .........
.... 4-.11
4.4 Cabin Altitud e Emergency Control Handle ......... ......... ......... .........
4-5 Cabin Emergency Depres surizat ion Control Lever and Supercharger
4.12
Clutch Control Levers ......... ......... ......... ......... ......... ......... .....
.... 4.16
4.6 Cabin Pressu re System Operat ion' Ratio Control Flight ......... .........
..... 4.19
4·7 Cabin Pressu re System Operat ion' Rate Control Flight ......... .........
....... 4.20
4.8 Cabin Pressu re System Operat ion' Changing F light Altitude .........
....... 4.21
4.9 Cabin Temperature Control Panel ......... ......... ......... ......... .........
....... 4.24
4.10 Heater Fir. Control Panel ......... ......... ......... ......... ......... .........
.. 1•• 4.26
4.1\ Cockpi t and Windshield Airflow Schematl c ......... ......... ......... .........
......... 4-30
4.12 Airfoil Anti.lc ing System ......... ......... ......... ......... ......... .........
....... 4.33
4.13 Wing Antl·lcing System Minimum Indicator Temperature Chart .........
....... 4-34
4-14 Tall Antl.lc lng System Minimum Indicator Temperature Chart .........
... 4.37
4.15 Table 01 Communication and Associ ated Electronic Equipment •• ; .........
... 4-41
4.16 Gmmunicatian and Electro nic Equipment (C.118A) ......... ......... .........
......... 4-96
4.17 Communication and Electro nic Equipment (VC.118A) ......... .........
......... .. 4.51
4.18 Radio Operat or's Station . Typica l (C.ll8A ) ......... ......... .........
........ 4.53
4.19 Radio Operat or's Station . Typica l (VC.ll 8A) ......... ......... .........
......... 4-56
4.20 Na'ttgator's Statio n. Typical (C.ll8A ) ......... ......... ......... .........
....... 4-59
4.21 Naviga tor', Station . Tyaica l (VC.ll8 A) ......... ......... ......... .........
••• 4.70
4.21 Radio Antennas ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••
......... 4-72
4.23 Main Cabin Switch Panel ......... ......... ......... ......... ......... .........
... 4.74
4.24 Oxygen Duration mart· ......... ......... ......... ......... ......... ......... ".........
........ 4.75
4.25 Autopi lot Controller ......... ......... ......... ......... ......... ......... .........
....... 4.75
4.26 Autopilot Mechanical Engaging Levers ......... ... '......... ......... .........
... 4.77
4.27 A.utopllot Contro l, (VC.ll8 A) ......... ......... ......... ......... ......... .........
.... 4.82
4.28 Auxiliary Power Unit Control Panel ......... ......... ......... ......... .........
........ 4-90
4.29 Engine Analyzer Pattern s ......... ......... ......... ......... ......... .........
..... 4.95
4-30 Forward Cargo Door Control Panel ......... ......... ......... ......... .........
... 4.95
4.31 Aft Cargo Door Control Panel ......... ......... ......... ......... ......... .........
........ 4-96
4.32 Interior Arrang ement. Typica l (C.118A) ......... ......... ......... .........
...... 4-97
4.33 Interior Arrang ement. Typical (Ve.lI8 A) ......... ......... ......... .........
........ 4.98
4.34 Crew', Quarte rs, Forward Right Side. Typica l ......... ......... .........
....... 4-99
4-35 Gew', Quarte rs, Aft Right Side. Typical ......... ......... ......... .........

4·2
 T.O. IC·1I8A·I Section IV

AIR CONDITIONING SYSTEM. Air is exhausted overboard through flow·limiting de·

vices across the cabin temperature sel.lsing element
Air for pressurization and air conditioning enters <thermister), at each toilet vent, and at the radio rack.
through scoops located between the nacelles in each The remainder of the air is exhausted from the main
wing leading edge. The air is touted through the cabin to the unclerfloor area. Under the floor, the air
engine·driven superchargers for pressurized flight or passes along the baggage compartments to the heater
through the superch..ger bypass valves during unpres· compartment and overboard through a cabin pressure
surized flight. The air then passes into the fuselage regulator valve. The valve opening is varied automati-
through check valves which serve to prevent the back· cally by instruments that sense cabin pressure. While
flow of air in case one supercharger becomes inopera- on the ground with the engines not cunning and
tive. Air from the two superchargers then enters the ground power connected, air for ventilation and com-
heater compartment where it can be routed through bustion air for the cabin heater are supplied by a
the cabin heater, or the aftercooler. or through the blower located in the left wing fillet.
aftercooler and expansion turbine (figllre 4·/). The
selection of the route is made by a cabin temperature
mixing valve that has three ports (Port A - turbine. CABIN TEMPERATURE MIXING VALVE.
Port B - aftercooler, Port C - heater). The valve: can
select air fc.om anyone of the three sources, or a mix- The cahin temperature mixing valve is a 3-port valve
ture of two. Air from the mixing valve passes into the (figllre 4·/). The inlet ports are selected by a motor
that receives its signal from the cabin temperature con-
air distribution system, which consistr of a main duct
trol circuit. The position of the cabin temperature mix- '
that distributes air to lateral branch ducts which dis·
ing valve is shown on an indicator in the cockpit.
charge the conditioned air into the cabin through Air is selected from the ports to provide conditioned
openings above the windows. Air from the cahin tem~ air to the cabin at any desired tem'perature from 65 0 F
perature mixing valve 'is also supplied to individual to 85· F. A restrictor damper at the discharge of the
ducts for distribution to the cockpit temperature mix· mixing valve is positioned by a separate motor' that
ing valve and the aft fuselage. The cockpit tempera· receives its signal from the windshield heat selector
ture mixi'ng valve can obtain hot air from the cabin switch through a compression ratio limit switch. The
heater through the windshield anti.icing valve (figllre restrictor damper is used to increase the pressure in the
4·11). Air from the cockpit temperature mixing valve duct system and force larger quantities of air through
is dueted to louvered footwarmer outlets located out· the windshield anti·icing duct when the windshield
board of the rudder pedals. The position of the foot· heat selector switch is in the ANTI·ICING position.
warmer louvers is adjusted by push-pull controls If the consequent back pressure causes the supercharg-
located in the cockpit. The cockpit temperature mixing ,ers to approach an t?verload. the compression ratio
valve is positioned by the cockpit temperature control limit switch will caus~ the motor to reverse. This de-
rheostat. Hot air for windshield anti-icing is routed creases the restriction and thus lowers the duct
from the cabin heater through the windshield anti.icing pressure.
valve. This valve is positioned by the windshield heat
selector switch located in the cockpit. Hot air from the
windshield anti· icing valve is discharged be.tween the CABIN HEATER.!
double windshield panels and is exhausted through
windshield anti-icing air exhaust valves. The air ex- The C'"bin heater. located in the heater accessories
haust valves permit the air to be discharged underneath compartment, is rated at 300,OOOBTU's per hour.
the floor or into the cockpit, as selected by the wind· Ventilating air for the cabin passes on the -outside of
shield anti·icing air exhaust control handles located in the coitlbustibn ·chamber. Combustion nir for the heater
the cockpit. -If warmer conditioned ~ir is desired io{ the is suppliec,l through a scoop on the I.nding edge of the
wing between the No.1 nacelle nnd the fuselage. Our·
cockpit, a branch duct from the windshield anti.iFing
ing ground operation of the heater, ,,·'entilating ,air and
valve supplies hot air to the cockpit temperature mix.
heater combustion {air are pro:\~ided hy a ground
ing valve.
: blower. 'Fuel is noimally supplied by a henter fuel
On some aircraft, a defogging bypass (figu;e 4.L)is
pump' from the N'l' 1 main fuel tank, an alternnte
being a"ailable from the No..1 main fuel tank by
provided. to prevent fogging of the' windshield. IA cross feed frem the airfoil anti·icing hent.ers h,el pump.
defogging control valve and flow limiting venturi A heater accessories· container loeatedin the left wing
allow a small quantity of air to flow to t~e ~indshield. fillet contains two independent fuel control systems.
• -j :.
The defogging bypass opens when the windshield heat Each system has a fllelp,essuie regulator, tWO cycling
selector switch is in the 10· to. O· (DEFOG) position. solenoid "ah'es, -and a fuel strairier. A fuel pressure
Air for the individual cold> air outletS and voltage ..ansmitttr ser"es borhsyStems. Either fuel control S)·S·
regulator cooling is ducted directly from i'he discharge tern can beseleclod by the cabin heater fuel selector,
of the turbine. sw.itch located in the cockpit. Fuel consumption of the
4·3
 '<~~,.,,'
t
, .. , ' ',
" "
,.,

Section IV T.O. IC.HIA·1

;i~'~:
't
Ii.
heater is between 2 and 4 gallons or 9 1,. pounds per SYSTEM position. In case of failure of fuel supply
100,000 BTU's per hour. Fuel pressure at the nozzle or ignition ion either system, the other system may be
is shown on an indicator in the cockpit. selected to .,..ate the cabin heater. On AF51-3818
throughA~35 and AF53-3223 through AF53·
Heater fuel cycling valves are controlled by tempera· 3305, a cabin heater fuel and ignition selector
tute cycling switches, installed in the heater discharge switch p1acatde4 ,CABIN is located on the heater con-
airstream, which conrrol the temperature output of trol panel (figuI!(I4-2). The switch has the positions #1
the heater by turning the fuel supply on and off. FUEL AND ("1 IGN. CHECK) and #2 FUEL AND
Cycling temperature is 115' to 135' C. Heater dis- (#2 IGN. CHECK). The switch may be used to select
charge air temperature is shown on an indicator in the either fuel ,and ignition system as required.
cockpit. Ignition of fuel in the heater combustion
chamber is accomplished by dual spark plugs and igni-
tions units. Either system may be selected by an igni- Cabin Heater Igllllio" Selector Check Switch.
tion selector switch located in the cockpit. Dropout
switches are provided to deenergize the heater circuits A cabin heater ignition selector check s ... itch pia.
in case the heater overheats. When the heater is off, carded CABIN is loc .... d on the heater control panel
the temperature of the air at the heater discharge will (figur. 4-2) and b. . , the positions NORM (DUAL
be dependent upon the heat of compression generated IGNITION) and CHECIt (SINGLE IGNITION). The
as the air passes through the cabin superchargers. The switch i. used to cheek the individual ignition sy••
cabin heater is provided with an individual ,tingle- tems. When the heater ilnition seleetor check switeh
shot CO, cylinder and is also protected by 1jIie main is in the NORM (DUAL IGNITION) position, both
fire extinguishing system. (See Fire Extinguishing Sys. spark plug. in the heater will fire simultaneously.
tern, Section I.) Placing the ....itch in the CHECK (SINGLE IGNI.
TION) position ... iII permk one of the spark plu~. to
fire when #1 FUEL is MI.eted; ... hen #2 FUEL is
Cabin Heat.r Master Switch. selected, the other spark plu, will fire.

A cabin heater master switch located on the

wntrol panel (figure 4-2) has the positions ON
Cabin Heater Fire Extinguisher System Switch •••
OFF. Placing the switch in the ON position
the cabin heater electrical circuit, allowing the " The cabin heater is protected by an individual elec-
to operate when the cockpit temperature control , trically actuated /ire extinguishiDg system, which in-
stat Or the windshield heat selector switch is 'corporates a single-shot CO, cylinder. A cabin heater
positioned. Placing the switch in the OFF \ttl"c«" switch and a CO, dischat.., switch are located
deenergizes the heater ignition and shuts off the heater fire control panel (figure 4-10), The
heater fuel supply and fuel pump. compartment is also protected by the main fire
IlCtinE:ui:sh<:r system. (See the Cabin Heater Fire para-
Section Ill.)
Cabin Heater Fuel Switch.
A cabin heater fuel switch located on the heater control H.at.r Fire Warning LiP!.
panel (figure 4-2) has the positions NORMAL SYS-
TEM and HTR. FUEL CROSSFEED. Placing tbe heater fire warning light is located on the
switch in NORMAL SYSTEM position permits fuel to fire control panel (figur. 4-10), ,When the cabin
be supplied to the cabin heater through the heater /ire detectors are aeruated, a 28-'I'olt doc circuit
fuel pump from the No. 2 main fuel tank. When the causing the fire warning light to iIIumi-
switch is in the HTR. FUEL CROSSFEED positiOl4
fuel is supplied to the heater from the No. 3 main
fuel tank by crossfeed from the airfoil anti-icing heat·
ers fuel pump. Normally, the switch should remain in e.,Wi""'.ter Air Temperature Indicator.
the NORMAL SYSTEM position. A thumocouple-actuated cabin heater air dischar..,
rempenture indicator, calibrated in degrees centigrade,
:~, i~ on the heater control panel (figur. 4~2).
Cabin Heater Fuel and Ignition S.I.ctor Switch ••.

A cabin heater fuel selector switch and a cabin heater 66bln Heater Fuel Pre•• ur. Indicator.
ignition seleeror switch are installed on the heater
control panel (figure 4-2). lach, switch is placarded An electrically actuated cabin heater fuel pressure
CABIN and has the positions SYSTEM #1 and SYS- indicator, calibrated in psi, is installed on the heater
TEM #2. Normally, the switches should remain in the control panel (figure 4-2).
4-4
 T.O. IC·118A·I SectIon IV

AFTER COOLER.
The aftercooler (figure 4-1) consists of a number of
tubes through which air, heated during compression Note
in the superchargers, passes to the cabin. Outside air For cooliag turbioe operacioo, C1IrD the
flows over the tubes, cooling the cabin air. At full cockpit cemperaaue CXlDaol r~
c:oolant airflow, the cabin air is cooled to approximately co NORMAL aod tbe wlaclJb/eJd beac
outside air temperature. The coolant air for the after a
selectoJo switCb OFF.
cooler enters through a belly scoop located in the
wing area, on the underside of the fuselage. The air
is ducted through the aftercooler, through a fan, and CABIN GROUND BLOWIL
exhausted overboard through an exhaust door installed The cabia grouod blower (Ii",", 4-1) pcoyicIes _d-
in the fillet area on the underside of the left wing. lating air for tbe cabin areas aod c:ombuIdon air for
In flight, the exhaust door automatically controls the the cabin heater when tbe aircraft is on the grouod.
aftercooler coolailt airflow. During ground operation, With the battery master switch turoed ON aDd the
air is drawn through the coolant circuit by the fan ground blower circuit breakers pushed ia, blower oper-
driven by the turbine. ation is automatic when an excernal power source
is connected to the aircraft, when the aircraft APU is
operating, or when engines No.2, and 3 II1II operating
COOLING TURBINE. above the generator cut-in speed.

The cooling turbine (figure 4-1) receives air from the

aftercooler that has been cooled to slightly above CABIN PRESSURIZATION SYSTEM.
ambient temperature. In the turbine, the high-pressure Cabin pressurization is effected by superchargen that
air is allowed to expand and drive the turbine wheel pressurize the ram air entering tbe system and a cabia
connected to the fan in the coolant circuit. The re- pressure regulator valve that controls the race of ait
moval of energy from the turbine by the fancooIs exhaust to maintain the desired pressure witbio the
the air below outside temperature. Since the super- cabin. In addition, two pressure relief valves aod •
chargers 8ce limited in the amount of pressure rise negative pressure relief valve are provided. Tbe cabio
they can produce, a compression ratio limit switch is pressure regulator valve is electrically actuated by a
used to prevent the pressure from exceeding prescribed motor that receives its signals from the cabin pres-
values with a resultant stalling of the supercharger. sure control instrumentS (figure 4,-2). Upon landing.
As the prescribed value of pressure rise is approached, the 'valve opens automatically at a rate of pressure de-
the compression ratio limit switch stops the mixing crease dictated by the cabin pressure control instru-
valve from forcing larger percentages of air through ments. Cabin pressure can be maintained at sea level
the turbine. If the cabin pressure is then increased, pressure during flight at altitudes up to 9000 feet, and
the compression ratio limit switch will signal the mix- the same pressure differential can be maintained at
ing valve to reverse and allow a'smaller percentage of altitudes up to 20,000 feet. Manual switches are in-
the air to pass through the turbine and thus prevent stalled to control the pressurization system in case of
overloading of the supercharger. In other words, as the malfunction of the automatic cabin pressure control
cabin pressure is increased, the refrigeration available system. A cabin altitude emergency control is also pro-
from the expansion turbine decreases. vided in the cockpit to regulate cabin pressure in case
of failure of the cabin pressure regulator valve or
motor.
Cooling Turbine Switch.
A cooling turbine switch located either on the cabin CABIN SUPERCHARGERS.
pressure control panel (figure 4-2) or on the forward A cabin supercharger is installed in eacb outboard
overhead panel (figure91·lJ and 1.14) has the positions nacelie. Power for operation of each supercharger i.
NORMAL and OFF. The cooling turbine switch should supplied through a discqnneet'ciuo:h. ddveehaft. and
be in the NORMAL position unless the following con- variable speed transmission gearbox. l'he dutcb is
ditions exist: connected by cables to asupeic:harger duach CIOotrol
lever located in the ccx:kpit. Each lupetehN,., iocor·
A. Both cabin superchargers inoperative. porotes an incegral lubrication .y.~m, COR.laiog an
oil pump. oil cooler. 6lcex.Bod oiUines witb the aeqas-
B. Supercharger airflow rate indicators fluctuating sary relief valves. Supercharger geubo¥ oil cempera-
severely over a period of time. ture aod oil pressure are Indicated In the cockpit. In
case of abnormal oil "mperaClira or oil p ....ure. the
C. Cabin supercharger gearbox oil pressures or supercbarlJft shou14 be Ikdlltdled ([ipre '.1). Speed
temperatures not within normal limits. of the supercbarger II a_adcally CDIItrOlled by ao
....
 AI RCONDITIONING, WINDSHIELD, AND RADOME ANTI·ICING SYSTEM

LEFT
SUPERCHARGER

U .T! o. now
TRANIM ITTU ____ L ___ _
RIGHT IMIIOINey
SUPERCHARGER DlttR.HUIIZATlON
AND SUP.RetIA.OII
AUXILIARY POWER OR CLUTCH uVla.
ENGINES NO. 2 AND 3
OPERATING ABOVE G EN -
ERATOR CUT ·IN SPEED
(ON GROUND ONt YJ

'~Il>J- COOliN.
TUR81NE

FROM
HEATE R
fUEL

-
CROSSfEED
o V A LV E

MIXING VALVE
C....N CAtIN HI.nl · CAIIN MIA.... C..IIN MlA'III: POSITION
HlAID PUll AND IGNITION IONlnoN IlUCTOI T..,.I"TUI. TlANSMITTER
_OlD SWlT," IWlTCH INDlCA'r01
SWITCH

CAIIN AIR
MIXING '"WII!
VALV! -'7''--,"" ( I ...no
LIMIT
SWITCH

IMIIGINCY COOLING
CAIIN MIATII ("lIN MANUAL HIAfIR AIR TURIINI CAIIN
> _ ...IUII
> PUlL "snuD CONTaOL SHUTOf' SWITCH MIXING
INDICAfOI CONIIIOL DOOR AND SWITCH VALVI
_AT TIM"I,lfUI' 00_
•w SWITCH.S INDICATOa
 ABOVE 10'" WINDSHIELD
WINDSHIELD ANTI.leING COCKPIT
HEAT
SELECTOR
AIR EXHAUST
HANDLE
TEMPERATURE
CONTROL
fOOTWARMER
CONTROL
CAIIN AIR
TEMPERATURE
A'.
OUTLET
SWITCH (TYPICAL I RHEOSTAT ( TYPICAl) INDICATOR (TYPICAl)

u_
ANTI-ICING
SWITCH WINDSHiElD
ANTI · ICING
J, I I
I
Ji(f
CONTROl I I
VALVE

COCKPIT
WINDSHIELD TEMPERATURE
ANTI-ICING CONTROl
'ADO;M~E~~~~~___ . . . . . . . . . . .o~(' __ - 40° VALVE
ANTI.ICING
SHUTOFF
VALVE - - ; : : : :_ _ _. ._ _...,

.ADOME WINOSHIE~D

..,
-
o

PRESSURE
ANTICIPATOR TRUE
AND CONTROL ATMOSPHERIC
CIRCUIT PRESSURE

CAIIN CAIIN MANUAL CAIIN CAIIN CABIN

"1SSUtI1 PRESSURE CONTROL DOOR PRESSURE AlTiJUDE DI'FIRENnAL
RIGULATOA CHANGI AND CAalN WARNING EMEROENCY PRISSURE
AND CONnCM. UMIT ALTITUDI LIGHT CONTROL INDICATOR
KNOIS CON1'I:OL SWITCH (TYPICAL ... HANDLE
CREW AND PASSENGER
ENTRANCE DOORS J

_ IAMAII _ CONDITIONED A'I CHICK VALYE

-
_ WARM All ~ COMlUsnON A,R EXHAUST MECHANICAL ACTUATION
_ HOT All c:::::::J EXHAUST Ala IUCTRICAL ACTUATION
rzzzi COOLID All c::::::J PltISlURIZED ARIA TlMPUAIUI. SENSING ELEMENTS
_ HlA1IIl FUll
-..- AUTOMAtIC VALVU
 Section IV T.O. le·118A·1

CABIN PR[SSUR[ CONTROl PAN[l

AF53-3223 THROUGH
AF53-3305

AF51-3818 THROUGH
AF51-3835, AF51·17626
THROUGH AF51.17661, AF51·17667,
AND AF51·17668

figure 4·2
..I
 T.O. IC-IISA-I Section IV

airflow control valve located in the discharge air duct. Cabin S'upercharger Gearbox 011 Pre•• "re Gage.
When the rate of airflow varies, the control valve is
A dual indicating cabin supercharger gearbox oil pres.
moved. Movement of the valve actuates an oil valve
and a piston that controls the variable speed transmis- sure gage, calibrated in psi, is located on the right side
sion which drives the supercharger. A supercharger of the upper instrument panel (figure 1-11).
airflow rate indicator for each supercharger is located
in the cockpit. Because of high duct pressures with the Cabin Supercharger Gearbox Oil Pressure Warning
turbine operating, engine speed should remain at 1200 Light•.
rpm or above to prevent stalling the superchargers.
If the superchargers stall, as evidenced by fluctuation Two gearbox oil pressure warning lights, one for each
of the supercharger airflow rate indicators, increase cabin supercharger, are located on the upper instru-
engine rpm or place the cooling turbine switch in the ment panel (figure 1-11). If the gearbox oil pressure
OFF position to reduce the load. If stall indication con- in either supercharger drops below 30 psi, the respec-
tfnues, determine which supercharger is causing the tive warning light will illuminate and the super-
disturbance and disengage it. charger must be dedutched.

Cabin Supercharger Clutch Control Lever•• CABIN PRESSURE CONTROL INSTRUMENTS.

Two cabin supercharger clutch control levers (figure The following cabin pressure control instruments are
4-'), one for each supercharger, are located on the utilized to control cabin pressurization: a cabin pres-
floor outboard of the copilot's seat, and have the sure regulator, a cabin pressure change limit control,
placarded positions ENGAGED and DISENGAGED. and a cabin pressure limit control. The cabin pressure
Pulling either lever up to the DISENGAGED position regulator and cabin pressure limits controls minimize
declutches the respective supercharger. Disengaging oscillations in cabin pressure by utilizing an antiei-
should be accomplished rapidly, since moving the lever ·pator circuit that functions essentially as a miniature
slowly can cause damage to the clutch.
cabin. The pressure of the minia!Ute cabin is estab-
lished by balancing the pressure between the air inlet
duct and the cabin pressure regulator valve at the
cabin exhaust. (Pressures in -the miniature cabin
change more rapidlytban in the main cabin.) Pressure
If a supercharger is declutched, the respective in the miniature cabin is fed to the cabin press·ure
engine must be stopped before again engag- regulator and cabin pressure limits control instru..
ing the clutch. ments which transmit signals through an amplifier to
energize tbe motor on the cabin pressure regulator
valve, positioning the valve as required. The cabin
Cabin Supercharger Airflow Rate Indicator•. pressure change limits control only receives air from
Two cabin supercharger airflow rate indicators, one the cabin pressure regulator valve at the cabin el[-
for each supercharger, are located on the cabin pres- haust..
sure control panel (figure 4-2), and indicate existing Cabin Pre.sure Regulator.
pressures at the flow control valve.
The cabin pressure regulator located on the cabin
pressure control panel (figure 4-2) is the control instru-
Cabin Supercharger Air Duct Pressure Indicator. ment for RA;TIO operation, and is calibrated in feet
of pressure altitude from 0 to ·35,000. Two control
A dual indicating cabin supercharger air duct pressure knobs located on the instrument are placarded START
indicator, located above the copilot's seat (figure 1-7), MARKER and HANDS. Tl'rning the START
is calibrated in inches Hg. The indicator registers the . MARKER knob positions a pointer on the rim of the
existing air pressure in the supercharger discharge instrument that determines the flight altitude at which
duct. Duct leakage can be dete~ted by comparing the cabin pressurization will begin and end. Rotating the
duct pressure indication against the Supercharger Duct HANDS knob moves dual pointers on the instrument,
Maximum Pressure Chart (figure 4-3). Use of this one pointer placarded CABIN, the other FLIGHT. The
chart requires mixing valve tube in full "A" porr and fixed space between the pointers i. a predetermined
the cabin unpressurized. ratio which is based upon the maximum allowable
Cabin Supercharger Gearbnx 011 Temperature pressure differential on the fuselage:
Indicator.
A dual indicating cabin supercharger gearbox oil tem-
perature indicator, calibrated in degrees centigrade, is Cabin Pressure Change limit Control.
located on the right side of the upper instrument panel The cabin pressure change limit control located on
(figure 1-11)•. the cabin pressure control panel (figure 4-2) is the
Section IV T.O. le-1l8A-I

supmCHARGER DUCT MAXIMUM PRESSURE CHART

~
.
:z:

:z:
u
z
...
......
:::>
(

...
Go

......
:::>
0
<I

10 12 13 I. 15
ALnTUDI (THOUSAND 'In)
AA 1-88
Figur. 4-3
control instrument for RATE operation and deter- installed on the cabin pressure control panel ( figure
mines the rate of change of cabin ahilUde under cer- 4-2) is calibrated in feet of pressure ahitude from 0 to
tain conditions. The instrument is calibrated in feet 35,000. Placarded pointer A indicates the aircraft alti-
pcr minute from 0 to 1000 UP,
and 0 to 1000 DOWN. tude; placarded pointer C indicates the cabin altitude.
fwo control knohs arC located on the instrument. one Differential pressure between the aircraft"ahitude and
placarded UP, ,he o,her DOWN. Each knob controls a the cabin ahirude is shown in psi through a window
separate pointer on the instrument. The pointers may
on the face of the instrument.
he set as recommended or as necessary to ohtain the
desired race of cahin pressure change.
Cabin Differential Pressure Indicator.

Cabin Pressure limit Control. A cabin differential pressure indicator mounted on the
cabin pressure control panel (figure 4-2) is calibrated
The cahin pressure limic control located under a cover
in psi from 0 to ) pounds and indicates the difference
on the wall above the copilot's seat is noc visible to
the crew, and has no controls. This instrument prevents between cabin pressure and outside air pressure.
the differential pressure ;1cross the cahin from exceed- Cabin Rate-of-Climb Indicator.
in.~ a specified limit.
A cahin rate-of-c1imh indicator located on the cabin
Cabin Altimeter. pressure control panel (fil:ure 4-2) indicates the rate
of c1imh or descent in feet per minute.
A cahin "ltimeter installed on the «-:ahin pressure con-
trol panel (fiJ,:IIf(' 4-2) is c:1Iihrau:d in feet of pressure Rate and Regulator Contro1 Switch .
altitude from 0 to 10,nOO feet and indicates cahin "hi-
tude. The ;t\timeter should he set at 19.91 harometric A rate and regulator control switch is installed on
pressure prior to takeoff. On APi .' · .' 12 .\ through AF5 .' · the cahin pre~sllre control panel (figure 4-2) and h:ts the
.\.\OS, a dual altimeter and differential pressure gage (ollowing phu..-a rded positions: REG ' LTR ONLY,

4-10
 T.O. IC-lISA-1 Section IV.

the aircraft. The handle on each door is pla-

carded CAUTION - CHECK PRESSURE WARNING
LIGHT BEFORE OPENING DOOR. When the air·
craft is on the ground. the light will be illuminated
if the cabin pressure regulator valve is more than IS
degrees from the open po~ition.
Door-Open Warning Lights.

Two door-open warning lightS. one for the cargo and

Crew entrance doors and the other for the belly com-
partment doors. are located on the cabin pressure con-
trol panel (figure 4-2): In case any door is not closed
and latched while the aircraft is on the ground or dur-
ing flight. the respective warning light will be illu-
minated.

Cabin Altitude Emergency Control Handle.

A cabin altitude emergency control handle (figure 4·4),

located on the wall outboard of the copilot'S seat, has
the placarded positions of NORMAL and DECREASE
PRESSURE. The handle is connected by cables to twO
cabin pressure relief valves and a cabin emergency
dump valve. In case of failure of the actuating mOtor
on the cabin pressure control valve. the emergency
control handle may be moved counterclockwise to
equalize cabin pressure with outside air pressure. Turn-
Flgur.4-4 ing the handle to full counterclockwise position opens
fully the cabin emergency dump valve and both cabin
NORM OPER, and RATE ONLY. The switch permitS pressure relief valves. Returning the handle to the
withdrawing either the cabin pressure regulator or NORMAL position closes the valves and permits cabin
the cabin pressure change limit control from the auto- pressure to increase. The cabin pressure relief valve
matic circuit in case of failure of either unit. Normally, No. I will begin opening automatically at 4.20 psi
the switch should be in the NORM OPER position. differential and valve No. 2 will begin opening at 4.34
psi differential. Both valves will be fully open at 4.6i
psi differential. The ·cabin emergency dump valve h
Manual Control Door and Cabin Altitude Switch. used primarily for smoke elimination or elimination
of CO:,! concentration in the flight compartment.
A manual conttol door is incralled on the cabin pres-
sure control panel (figure 4·2). When the door is Cabin Emergency Depressurization Control Lever.
opened, a switch is actuated which deenergizes the
cabin pressure automatic control system. Closing the A cabin emergency depressurization control lever
door returns the system to automatic control. A cabin ( figure 4·'). located on rhe floor outboard of the co-
altitude momentary contact switch located behind the pilot's seat, has down and up positions. Normally, the
door has the positions INCREASE (up) and DE· control lever remains in the down position. Pulling
CREASE (down) .- The cabin altitude may be increased the lever rapidly to the up position operates a cable
or decreased as required by holding the switch in the system which declutches both superchargers, closes the
respective position. cabin pressure control valve, opens both cabin pressure
relief valves, and opens the cabin emergency dump
valve.

To prevent excessive rate of pressure change Note

while controlling cabin pressure manually, On VC·1I8A aircraft AF53·3229 and AF53·
the manual controls should be operated 3240 when the cabin emergency depressuriza.
intermittently. tion control lever is pulled, a switch located
Cabin Pressure Warning Lights.
behind the copilot's seat, under the floor, is
tripped, shutting off rhe galley exhaust fan.
A cabin pressure warning light is installed adjacent This switch must be reset for operation of
to each cargo door and the crew entrance door inside ,he galley exhaust fan.

4-11
 Section IV T.O. 1C-1I8A-l

In case CO;! has been dlscnarged ineo the underfloor

area, smoke has filled the flight compartment, or
an emergency exists that requires cabin depressuriza-
tjon, the emergency depressucizarion control lever may
be actuated for immediate release of cabin pressure.

If the emergency depressurization control

lever has been actuated, do not again engage
the superchargers during flight.

CABIN PRESSURIZATION
SYSTEM CONTROLS_
Before Right. rotate the START MARKER knob until
the marker on the face of the indicator is set at the
altitude -of the take"ff field. as shown by the 29.92
inches Hg seuing of the cabin altimeter. This is the
altitude at which the cabin will start pressurizing.
The HAND knob should then be rotated until the
FLIGHT pointer is set at the maximum anticipated
flight altitude if this altitude allows the cabin HAND
to be above the START MARKER setting. If not. set
the cabin HAND to coincide with the START
MARKER. The CABIN pointer then will indicate the
altitude the cabin will reach when the aircraft auains
the maximum anticipated Right altitude. Place the
cate and regulator control switch in the NORM OPER
position. As the aircraft takes off and climbs to the
maximum anticipated Right altitude, the cabin altitude
climbs. at a slower rate and the cabin pressure builds
AAI - 90
up. relative to outside air pressure, undl it reaches
Fi gur. 4-5
the maximum differential pressure of 4.16 (to.O!) psi
as the aircraft reaches its maximum anticipated flight
after the cahin has cooled to a comfortahle tempera-
altitude.
ture following takeoff. Under a hot weather condi-
The rate of climb of the cabin depends upon the set- tion, the recommended setting of the START
ting of the cabin pressure regulator and the rate of MARKER knob is 5000 feet, so that pressurization of
climb of the aircraft. but no rate calculations are neces- the cabin will not begin prior to this altitude. The
sary as the pressurization takes place automatically. If cooling turhine can then be operated to ohtain its
the landing field altitude is the same as that of the maximum efficiency in cooling the aircraft. In ocher
takeoff field, no adjustment of the instrument in flight words, maximum cooling can only he ohtained at the
is necessary. As the aircraft descends, the cabin will sacrifice of pressurization. The START MARKER Can-
desceod at a slower rate. As th~ cabin does not have not be rotated around the dial past the CABIN pointer.
as far to descend as the aircraft. the cabin pressure will If this is attempted. the marker will merely push the
be zero at the same time that the aircraft lands at the pointer around ahead ot It resulting 10 100etr"laJ damage '
altitude previously preset on the START MARKER. to the instrument.
However, if the altitude of the landing field is different The following table lists comparisons between the
from that of the takeoff field. then at any time after actual altitude of the aircraft and the pressure altitude
the aircraft reaches the maximum anticipated flight inside the fuselage when the cahin is at its maximum
altitude and before starting the descent. set the START differential pressure of 4.16 psi.
MARKER to the altitude of the landing field. Thus. as
the aircraft descends to the landing altitude. the cabin Prt'ssurt' Alliludt'
Air. rllil Alliludr l,oiJt> ' :uJt>llIgr
will also descend. but more slowly. to the same altitude
as that set on the START MARKER (figllre 4-8). 9.000 fet.'t Sca ICHI
For hot weather operation. if it is desirable to obtain In.ooo feet RIC; fcct
1';.000 ft."Ct 4500 fect
maximum cooling for the comfort of the passengers. 20.000 feet R.OOO fcct
the setting of the cabin pressure regulator should be 2';,000 fect 11.000 fct.'t
such as to demand pressurization of the cabin only

4-12
 T.O. IC-118A-1 Section IV

RATIO CONTROL FLIGHT. and START MARKER of the regulator at the desired
cabin altitude. The cabin will then aescend or ascend
Ratio control i. fully automatic and can be used for at the selected rate regardless of the aircraft altitude
mOSt flights. The controlling instrument for ratio con- changes, provided the operator's calculations involving
trol is the cabin pressure regulator. With this method, time, maximum differential pressure, and complete
all controls can be set for a predetermined flight plan depressurization are correct.
and the cabin altitude and rates of climb and descent
will be proportional to the rates of the aircraft. The The rate and regulator control switch should be in the
maximum differential pressure of 4.16 psi will be NORM OPER position for rate control flight unless a
reached when the aircraft is at the flight altitude malfunction is indicated, in which event the switch can
selected. (S •• figure 4-6). be placed in the RATE ONLY position. When the
desired cabin altitude is attained, set both hands of the
The rate and regulator control switch should be in the cabin pressure change limit control to zero in order to
NORM OPER position for ratio control flight unless a maintain the cabin at the selected altitude.
malfunction is indicated, in which event the switch
can be placed in the REG'LTR ONLY position, pro-
vided no change of the settings of the cabin pressure
NORMAL OPERATION.
regulator is required.

Befor. Starting Engln •••

Make certain before starting the engines that the fol-
lowing instruments are ad jusred as indicated.
When the rate and regulator control switch
is in the REG'LTR ONLY position, any A. All system circuit breakers-Set.
change in the cabin pressure regulator con·
trol$ will cause a simultaneous correspond- B. Cabin pressure warning light-OFF.
ing change in cabin pressure.
C. Cabin emergency depressurization control -
Lever full DOWN.
If a change in the cabin pressure regulator control is
necessary during flight and the rate and regulator D. Cabin supercharger clutch control levers-EN-
control switch is in the REG'LTR ONLY position, GAGED.
open the manual control door and change the cabin
pressure manually. E. Cabin altitude emergency control handle-NOR-
MAL positio1l.
F. Manual pressure control door-CLOSED.
RATE CONTROL .FLlGHT.
G. OAT. - Above -40'C (lower temperature re-
When using rate control, the cabin altitude and rates "Iuires supercharger preheating).
of pressure change are controlled independently of any
change in aircraft altitude. This method is not fully H. START MARKER set to the reading of the
automatic, and the pilot must assume the duties of the cabin altimeter for a 29.92 inches Hg setting.
cabin pressure regulator. The pilot must calculate
the proper rate of change, taking into consideration I. FUGHT hand on tbe cabin pressure regulator
time, maximum differential pressure, and the capabili- set to maximum anticipated flight altitude if
ties of the system. He must make certain that the cabin this setting .:Jlows the CABIN POINTER to be
rate of ascent is not held to such a low value or the above the START MARKER. If the CABIN
aircraft climbed so rapidly that the maximum differen- POINTER will not be· above' the START
tial pressure will be reached while the aircraft is still MARKER, set the CABIN POINTER to· coin·
climbing. (With maximum differential, the cabin will cide with the START MARKER setting.
climb at the same rate as the aircraft.) During descent,
the operator mUSt be sure that the cabin rate of descent J. UP hand on the pressure change limit control
is not held to such a high value that the cabin becomes set to 600 feet per minute.
depressurized while the aircraft is still descending. K. DOWN hand on the pressure change limit con-
Although ratio control shoul': normally, be used, rate trol set to 30Q feet per minute.
control can be used to advantage as shown in figure
4-7. Rate control governed by the r.ate limit control L. Rate and regulator control switch - NORM
can be obtained by setting both the UP and DOWN OPER.
hands to tile desired rate. of ascent (above zero) or
descent (below zero) and setting both the cabin HAND M. Cooling rutb...... switch in the OFF position.

4-13
Section IV T.O. IC·1I8A.I

On Starting Outboard Engines. to deliver maximum quantity of ventilating

air through the cooling turbine, which in turn
. A. Cabin supercharger oil pressure sl;tlluld read a will operate at its maximum efficiency to lower
minimum of 30 psi within 30 seconds after start- the temperarure of the· air in the cabin.
ing. If not, declutch the supercharger.
Note
B_ Airflow indicators should register an airflow
that is stabilized within the green arc within 2 On hot, humid days,. condensation may
minutes after starting. If not, stop the engine appear inside the aircraft.
and check the system.
C. During engine runup, check frequently to make At such times as the cabin has cooled adequately fol-
certain that the following cabin· supercharger lowing .takeoff, presumably at an altitude of about 5000
pressure and temperature ranges are indicated. feet, the START MARKER can be reset if necessary
below the aircraft altitude so that pressurization can
CABIN SUPERCHARGER OIL PRESSURE begin. When the cabin reaches a comfortable tempera·
ture, p.ressurized operation may be started with no
Desired ................................................. .45 to 65 psi discomfort to the passengers.
Minimum ........... ~., ..................................... ___ 30 psi
G. When it is desired to fly the aircraft pressurized
Maximum .................................................... 120 psi with single supercharger operation, maximum
cooling may be obtained by using the cooling
CABIN SUPERCHARGER OIL turbine (cooling turbine switch NORMAL).
TEMPERATURE This will not only supply the maximum quan-
tity of air from one supercharger operation
Desired ................................................ 60· to 80'C (cabin pressurized), but also will supply the
Minimum .................................................... -23°C coldest airo -However, if outside air tempera-
tures are excessively high, it, is desirable,
Maximum .........................-.........................:... 110°C with one supercharger operating, to fly unpres-
.urized and follow procedure. outlined In .tep
H below. At cruising speed., this will permit
Takeoff, Climb, and Cruise.
a greater flow of air to cool the cabin than i.
A. Cooling turbine switch-NORMAL. normally supplied by both .upercharger. under
pressurized cabin or coolin'g turbine operating
. B. All door warning lights-OFF for takeoff. conditionso
C. Cockpit side windows-CLOSED. H. When flying with both superchargers inopera-
D. The cabin supercharger oil pressure, oil temper- tive, it is ne~essary that the pressure control
ature, and airflow indicators should indicate valve be fully open to provide cabin ~entilation.
within the normal range. The airflow indicators This is accomplished. by opening the manual
control door and actuating the manual cabin
may indicate above the green band during take-
off as a result of high engine rpm. altitude switch to INCREASE. Do nOt close the
manual control door sinc-e tbe- automatic
E. No change will normally be required on the conttol. will then atteml't· to pressurize the
FLIGHT hand. If it is necessary to change the cabill by preventing ventilation. Al.o, 'rotMe
.cabin pressure regulator setting during flight, the cabin altitude emergehey control bandlein
reset only during level flight and wait until the a cOilntetdockWls\!· direction i1ntil the stop
cabin rate of climb becomes zero before climb- i. ·reaebeq.· Thl. witI' ptovIde ventilating
ing or descending. floW' to th~ca.bin through the supercharger
bypail.dl!cts •.• Durlnll. this . operation, the
F. To obtain maximum cooling on a hot day with cooliogtdtbine.switch must be OFF. .
both cabin superchargers operating, fly the
aircraft unpressllrized to an altitude above the
takeoff field, allowing sufficient time for normal Descent and landing.
cooling with the turbine' operating at its maxi-
mum efficiency. In order to accomplish this A. If the destination field altitude differs from· the
operating condition, the. START MARKER on takeoff field, the START MARKER must be
the cabin pressure regulator should be set ini- reset to the landing field pressure altitode after
tially at 5000 feet and the cooling turbine reaching the cruising altitude, and before de-
switch should be in the NORMAL position at scending for the approach (figure 4'8) .This pro-
takeoff. This will allow the rabin superchargers cedure will eliminate any sudden change of
~., .
4·14
 T.O. IC·118A·I Section IV

cal:!in pressure altitude during the final stages B. If the airflow indicator fluctuates wildly or re-
of the approach. When the cabin is pressurized, mains out of normal operating range, place th.
do not ,change the START MARKER during cooling turbine switch in the OFF position.
climb or descent. If, this does not correct the condition, increase
the engine rpm substantially and then decrease
B. Do 'not land with a differential pressure exceed- it to the previous setting. If this still does not
ing 1.8 psi. If necessary, dump the excess pres- correct the condition, dec1utch the super-
sure overboard by using the manual cabin charger.
altitude switch.

C. Do not open windows or doors after landing Cabin Pressure ,Controls.

until the cabin pressure warning lights are
A. In the event of malfunctioning cabin autol1llltic
OUT and/or the differential pressure gage indi-
pressure controls, place the rate and regulator
cates zero pressure.
control switch in the RATE ONLY position.
D. If it becomes necessary to hold an altitude after If desired, ad justments can be made on the
change limit control. If a malfunction is still
a letdown from cruising altitude, it is possible,
indicated, the REG'LTR ONLY position may
if desirable, to descend the cabin at a slow and
be used, provided no change of the settings
uniform rate of descent by setting the CABIN
of the cabin pressure regulator is required.
hand to the landing field altitude. This will If a change in the cabin pressure regulator
pressurize the cabin at the rate previously set is necessary during flight and the rate and
on the cabin pressure change, limit control. If regulator switch is in the REG'LTR ONLY
the aircraft remains at altitude long enough position, open the manual control door and
for the cabin either to reach the landing field change the cabin preSsure manually.
altitude Or the maximum differential pressure
of 4.16 psi, whichever occurs first, the descent B. If this fails to provide the desired, control, the
can then be made at the highest rate possible cabin pressure may be controlled by use of
with no discomfort to passengers. However, as the cabin altitude emergency control handle.
a result of the added load thrown onto the (Leave the manual control door open for this
cabin superchargers, the cabin may heat up to operation.)
an uncomfortahle degree, particularly if am-
hient air temperatures exceed 29.4'C (85'F),
as a result of the inability of the cooling tur- Excessive Cabin 'Differential Pressure.
bine to remove sufficient heat from the com- If the cabin differential pressure exceeds 4.2 pSi, open
pressed air. the manual control door and operate the manual
cabin altitude switch to INCREASE. If this does not
correct the condition, proceed as follows:
EMERGENCY OPERATION.
A. Decrease the cabin pressure by operating the
cabin altitude emergency control handle.
Cabin Supercharger Gearbox Oil Pres.ure.
B. Check that the following circuit breakers on
A. If the cabin supercharger gearbox oil pressure the main circuit breaker panel are set:
drops suddenly below 30 psi with little resultant
rise in temperature, declutch the supercharger. Manual cabin pressure control
Cabin automatic pressure control
B. If the cabin supercharger gearbox oil pressure
drops slowly to 30 psi with a resultant oil Cabin pressure control amplifier fuse (on
temperature rise, place the cooling turbine the aoC section of the main circuit breaker
switch in the OFF position. If this does not panel)
cause the pressure to rise and temperature to
decrease, declutch the supercharger.
TEMPERATURE CONTROL SYSTEM.
Cabin Supercharger Airflow. Cabin and cockpit temperature is controlled automati-
cally, but may be controlled manually if necessary.
A. If there is no indication of airflow on the indi- Automatic temperature control is accomplished by an
cator and preSSure and temperature are normal, electrical crieuit which contains elements that sense
declutch the supercharger. outside air temperature, cabin temperature mixing

4-,15
Section IV T.O.IC·IISA·I

TAKEOFF ALTITUDE, 0 FEET

LANDING ALTITUDE, 4000 FEET
MAXIMUM FLIGHT ALTITUDE, 20,000 FEET

INSTRUMENT SETTINGS AND OPERATION

STEP 1. Set cabin altimeter to 29.92 and note field altitude

indicated.
STEP 2. Set START MARKER on cabin pressure regulator to
field altitude as read on cabin altimeter.
STEP 3. Set FLIGHT pointer (HAND knob) on cabin pressure
regulator for anticipated flight altitude of 20,000
feet.
STEP 4. Set UP knob on cabin pressure change limit control
at recommended 600 FPM ascent and DOWN knob
at recommended 300 FPM descent.
STEP S. After reaching maximum flight altitude Band be-
for. descending to landing fi.ld D, set START MARKER
on cabin pressure regulator to landing field altitude
of 4000 feet.

80 100 120 140 160 180 200 220 240

LANDING
FLIGHT TIME IN MINUTES

AA,1-132
Fig,... 4·6 (Sheet I 01 3)
4·16
 T.O. le·llSA·l Section IV

TAKEOFF AND LANDING ALTITUDE,

BOTH AT SEA LEVEL
MAXIMUM RIGHT ALTITUDE, 20,000 FEET

INSTRUMENT SmlNGS AND OPERATION

STEP 1. Set cabin ahime'., to 29.92 and not. field altitude

indicated.
STEP 2. Sot START MARKER on cabin pressuro regulator to
field altitude 01 read on cabin ahimet.r.
STEP 3. Sot tho FLIGHT pointor (HAND knob) on cabin
pressure regulator for anticipated flight altitude of
20,000 '-t.
STEP 4. Set UP knob on cabin pressure change limit con'rol
at recommended 600 FPM ascent and DOWN knob
at recommended 300 FPM descent.
Note:
Check cabin and flight aftimeters occosionally to make
certain altitude differential i, same as that shown on
cabin preuur. regulator indicator.

IE
§

80 100 12.
R.IGHT TIME IN MINUTES

AAl-133
Flgur.4.6 (Sheet 2 of 3)
4-17
Section IV T.O. le·118A·I

CABIN PRESSURE SYSf[M OPtRATION

TAKEOFF AND LANDING AT SEA LEVEL

IAPPROXIMATELY)
MAXIMUM FLIGHT ALTITUDE, 8500 FEET

INSTRUMENT SEmNGS AND OPERATION

STEP 1. Set cabin altimeter at 29.92 and not. the field

altitude indicated.
STEP 2. Set START MARKER on cabin pr.ssure regulator to
field altitude as read on cabin altimet.r.
STEP 3. Set FLIGHT pointer (HAND knobl on cabin pressure
regulator for anticipated flight altitude of 8900 feet.
STEP 4. Set UP knob on cabin pressure change limit control
at recommended 600 FPM ascent and DOWN knob
at recommended 300 FPM descent.
Note:
Check cabin and flight altimetel'$ occasionally to make
certain cabin altitude is held at start marker altitude.

LANDING (
FLIGHT TIME IN MINUTES

AA1'142
Figu'. 4.6 (Sheet 3 of 3)
4·18
 T.O. le·IISA·l Section IV

TAKEOFf ALTITUDE, 0 fEU

LANDING ALTITUDE, 12,000 fEET
MAXIMUM FLIGHT ALTITUDE, BELOW 25,000 FT.

INSTRUMENT SETTINGS AND OPERATION

STEP 1. Sol cabin altlmeler 10 29.92

STEP 2. 501 START MARKER on cabin pres.ur. regulalor 10
12,000 1••, (landing altitude B).
STEP 3. Sel CABIN poinler (HAND knob) on tobin pres.ure
regulator 10 12,000 I.el (landing altllUd. B).
STEP 4. Sel bOlh UP and DOWN knob. on cabin pressure
change limit control to300FPM UP,
STEP 5. Spread hands on cabin pressure change limit con-
trol when desired cabin altitude is reached.
Note:
In this case, since cabin pressure change is to be con-
stant regardless of flight altitude fluduations, setting
of cabin pressure change limit control is determined
by dividing Ilighl allirude by tolal antlelpaled llight
time from takeoff to maximum flight altitude.

) 30 40 50 60 70 80
LANDING
FLIGHT TIME IN MINUTES

AA1-14~
Figu,e 4·7

4·19
Section IV T.O. le-118A-I

TAKEOFF ALTITUDE, 0 FEET. LANDING ALTITUDE, 5000 FEET .

MAXIMUM RIGHT ALTITUDE, 20,000 FEET. MAXIMUM FLIGHT
ALTITUDE CHANGED TO 10,000 FEET DURING FLIGHT AND
BEFORE LANDING.

INSTRUMENT SEnlNGS AND CONDITIONS

STEP 1. Set cabin altimeter at 29.92 and note field altitude

indicated.
STEP 2. Set STAin MARKER to field altitude as read on cabin
altimeter.
STEP 3. Set FLIGHT pointer at 20,000 feet.
STEP 4. Set UP knob ot 600 FPM UP.
STEP 5. Set DOWN knob at 300 FPM DOWN.

Notes:
A. TheM altimatic pressure control settings are corred. The
cabin will begin to pressurize at takeoff, and full cabin
differential pressure will be obtained when the aircraft
reaches the maximum anticipated flight altitude of 20,000
fee•.

B. Th. corred method of operation to maintain maximum

passenger comfort is as follows: After reaching the maxi-
mum flight altitude of 20,000 feet and before changing
the altitude of the aircraft at point B to 10,000 fee., set
the START MARKER to landing field altitude of SOOO feet.
Set CABIN pointer to Sooo feet. Set UP knob to 100 FPM
DOWN. Set DOWN knob to 100 FPM DOWN. With these
seHings, when the aircraft descends, the cabin altitude
will descend to point E and level off at the desired land-
ing field altitude, point D, of SOOO feet. Before the aircraft
reaches the point of final descent at C, be sure to reset
the UP knob to 600 FPM UP, and the DOWN knob to 300
FPM DOWN.

100 120 I •• 160 18. 200 22. 24.

LANDING
FLIGHT TIME IN MINUTES

AAl-141
Flgur·4-8
4-20
 T.O. IC-IISA-I Section IV

Port C (HOT). The other pushbutton will reverse the

CABIN TEMPERATU~E CONTROl PANEl mixing valve mmor and mixing valve movement. To
prevent cabin temperature overshoot, move the cabin
temperature mixing valve in small increments and
wair for ,emperarure changes. Manual conrrol will not
open "AU porr: unless the turbine switch is on.

Heater Air Shutoff Switch.

A 2·position emergency heater air shutoff switch is

10f;ated on the cabin temperature coouol panel (figure
4-9). The switch has a placarded EMER position '
and is safetied to rhe up (off) positioD ~ Breaking
me safetyw~re and moving the switch to the EMER
position causes automatic closure of Port C in tbe
cabin temperature mixing valve to prevenr airflow
across the heater and into tbe cabin air dis tribution
*Not installed on some aim'aft
system during an emergency.

AAI-91
Figure 4-9
Cabin Temperature Mixing Valve Position
valve pOSitIOn , air distribution system it.let tempera- Indicator.
ture, cabin air temperature, cabin temperature con-
trol rheostat setting. wimhhield heat selector switch A cabin temperature mixing valve positIOn indicator.
setting and cockpit temperature control rheostat set- located on the cabin temperature control panel (figure
ting. If the automatic temperature control system 4-9). indicates the position of the mixing valve. It is
fails, the cabin temperature mixing valve must be not unusual during normal operation of the cahin
positioned manually. This is accomplished by open- temperature control system for the mixing valve to
ing a manual temperature control door, located in move from one ex creme to the other in satisfying the
the cockpit, and operating two push buttons whi(:h arc circuit requirements.
connected by direct circuic to the cabin temperature
mixing valve motor.
Cabin Air Temperature Indicator.

TEMPERATURE CONTROLS. A cabin air temperature indicator. located on the cahin

temperature control panel (figllre 4-9). is calibrated in
degrees Fahrenheit from 50 to 100. The indicator,
Cabin Temperature Control Rheostat. registers the existing air temperature of the main cabin.
A cabin temperature control rheostat located on the
cabin temperature control panel (figure 4-9) has a
placarded temperature range of from 65 to RS degrees Cockpit Temperature Control Rheostat.
Fahrenheit. The temperature control rheostat may be
A cockpit temperature control rheostat. located on the
used to select the desired cabin air temperature. If
heater fire control panel (figllre4-10). has the placarded
supercharged heated air is insufficient to heat the
posicions NORMAL. WARMER. and HOT. The
cabin, the cabin' heater may he turned on.
switch may ne positioned at any intermediate settir:tg
to ontain desired cockpit air temperature. Power is
Manual Temperature Control Door and supplied to the heater circuits when the cahin heater
Temperature Control Switches. master switch is in the ON position and {he cockpit
temperature control rheostat is within the last 52
A manual temperature control door is located on the degrees of travel toward the HOT position. Norhlally.
cabin temperature control panel (figllre 4-9). Open- air to the cockpit is at the same temperature ;'IS that
ing the door actuates a microswitch that deenergizes supplied to the c;'lbin. Rmating the cockpit temperature
the automatic temperature control circuit. Closing control rheostat clockwise toward the HOT position
the door returns the system to automatic operation. will increase the temperature of the air. proyided the
Two push buttons, located under the door. control the windshield heat scle("tor switch is nm in the ANTI-
position of the cabin temperature mixing valve. One ICING position.. If the switch is in the ANTI-ICING
pushbutton will energize the mixing valve motor to position. return the cockpit temperature control rhco-
close Port A (COLD) of the mixing valve and open stat to the NORMAL position to maintain the Auw of

4-21
Section IV T.O. IC-118A-1

air to the cockpit footwarmer outlets. Additional heat B. Heater fuel switch - NORMAL SYSTEM.
to the cockpit may be obtained by moving the wind-
shield anti-icing air exhaust valve handles to the TO C. Cabin heater fuel and ignition selector switch
COCKPIT pnsition. - #1 FUEL or #2 FUEL.

Windshield Heat Selector Swltch~' D. Cabin heater ignition selector switch _ NORM
(DUEL IGN.).
A windshield heat selector switch, located on the heat-
er fire control panel (figure 4-10), has the positions E. Cockpit temperature control rheostat _ Last 32
OFF, 10· TO 0', TO - 40·, and ANTI-ICING. On degree~ of travel or windshield heat selector
AF53-3223 through AF53-3305, the 10· TO 00 position -0-40.
of the windshield heat selector switch also incorporates
a DEFOG position (figure 4-11). Power is supplied to F. Manual temperature control door - CLOSED.
the heater circuits when the cabin heater master switch
is in the ON position and the windshield heat selector G. Cabin temperature control rheostat - DESIRED.
switch is in the O· to _40· or ANTI-ICING positions. temperature.
Placing the switch in either of these positions afso
automatically discontinues cooling turbine operation H. Check for ground blower operatioD.
to allow heated air to flow to the windshield for defog-
ging or anti-icing.
I. Cabin heater master switch _ ON.
Note
When windshield anti-icing heat is being J. Windshield air exhaust handle - COCKPIT (if
applied, the cockpit temperature control rheo- desired).
stat should be in the NORMAL position.
K. Check cabin heater temperature indicator for
cycling indication. The indication should stabil;
Footwormer Control •• ize at approximately 115· to 135·C. Cabin
Two footwarmer push-pull comrols are located in the heater temperature must not be allowed to
cockpit, one on the wall outboard of each control exceed 145"-C for over 5 minutes and in no case
<,olumn. The controls may be adjusted as desired to be allowed to exceed 150· C.
regulate the flow of heated air through the footwarm-
ers. If these temperatures are not maintained, switch
the cabin heater fuel and ignition control
switches to the opposite system.
Windshield Anti.lcing Ai~' Exhaust Valve Handles.
L. Check cabin heater fuel pressure indicator for
Two windshield anti-icing air exhaust valve control
cycling indication. The cabin heater fuel pres-
handles are located in the cockpit, one on the wall
outboard of ·each control column, (figure 1-6). Each sure limits on the ground are 3 to 7 psi, with the
handle has the positions iO COCKPIT and UNDER- ground .blower operating.
FLOOR. In the TO COCKPIT position, windshield'
anti-icing air exhaust is directed to the cockpit to Infllght Heating.
provide warmer cockpit ait l temperature. Placing the
handle in the UNDER FLOOR position exhausts the ,A. Repeat stepsB through L under GROUND
windshield anti-icing air under the cockpit floor: HEATING.

B. Indicator readings in steps K and L will be

TEMPERATURE CONTROL SYSTEM- dependent on airspeed, altitude, and OAT.
NORMAL OPERATION.
C. During a large percentage of flight ~erations,
Ground Healing. the cabin heater may not be required to operate,
since the air from the cabin supercharger wiH
A. With engines not funning and an external be heated sufficiently by compression to main-
power source connected, place battery selecto'r tain the cabin temperature within comfortable
switch in GROUND POWER position.
limits. When both superchargers are operating
If cngit1es are -running, operate engines No.2 and the cabin is fully pressurized, the cabin
and .I above Ilenerator cut-in speed. Place battery heater is not required to supply heat when OAT.
selector switch on PLANE BATTERY. is approximately -12·C (IO·F) or above.
4-22
 Section IV
T.O. IC-lIBA-I

Ground Cooling. The wing anti-icing heaters are protected by the main
fire extinguishi~g' .system. (See Fire Extinguishing
A. Cabin heater master switch - OFF. System, Section I.)
B. Cooling turbine switch - NORMAL.
c. Cabin temperature control rheostat (cooler than AIRFOIL DEICING SYSTEM CONTROLS.
OAT.) - Desired temperature.
D. Cockpit temperature control rheostat - NOR. Airfoil Deicing Switch.
MAL An airfoil deicing switch locat.ed on the heater control
E. Windshield heat selector - OFF. panel has the positions ON and OFF. The func-
tion of the switch is to control the circuits of tbe
F. Operate No.1 and/or No.4 engines above 1200 airfoil anti-icing heaters. Placing the switch in the ON
rpm so that the turbine will operate to cool the position energizes the wing and tail anti.icing heater
cabin areas. circuits to allow me heaters to operate during flight or
G. Monitor the supercharger duct pressure indi- when engines No.2 and 4 are running during ground
cator to be within limits. operation. Placing the switch in the OFF position
deenergize. the circuits of the airfoil heaters.

Inflight Cooling.
Heater Fuel Switch.
A. Repeat steps A through D under GROUND A beater fuel switcb located on tbe heater control
COOLING. panel bas the positions NORMAL SYSTEM and
B. Windshield heat selector switch - OFF or 10· CROSSFEED. Placing the switch in NORMAL
TO O· if windshield ventilation is required. SYSTEM permits fuel to be supplied to the t"ree airfoil
heaters from the No.3 main fuel tank. In flight, if the
AIRFOIL ANTI·ICING SYSTEM. airfoil heater pump cannot maintain ,pressure to the
heaters, the fuel switch may be positioned to CROSS-
The leading edges of the wings and the stabilizers are FEED and the cabin heater pump will provide an
anti-iced by means of internal combustion heaters alternate source of fuel through crossfeed from the No.
(figure 4-12) which receive their normal fuel supply 2 main fuel tank.
from the No.3 main fuel tank. A crossfeed system is
provided, supplying fuel from the No.2' main fuel tank.
Heater Fuel and Ignition Selector Switches.
Two ignition systems and two identical, fuel control
assemblies are provided for each heater. The system is Three he.ater fuel selector.switcbes alicl. tbree heater
controlled by a group of switches on the heater control. ignition selector switcbes, .one fot eacb airfoil anti-
panel. In flight, the heaters are supplied with ventilat- icing heater, are. loc!lted on, tbe beater control pallel
ing air and combustion air, from their respective air..' Eacb switch is placarded for tbe respective airfoil
scoops. During heater ground operation, the' wing heater it controls and has. the positions SYSTEM # 1
heaters are supplied by a combination of ram atr for and SYSTEM #2. Normally, the switches should
ventilation from the No. 2 and 4 engine prppeller remain in SYSTEM #1 position. In Case of failure of
blasts and air for cOll1bustion from the ground blowers, fuel supply or ignition;n either system, the other
both necessary for heater operation. In the tail anti- system may be selected to. operate the respective heater.
icing system, both ventilating air and combustion air On some aircraft, a single .heater fuel and ignition
are supplied by a ground blower. selector switch for each heater is 'located on the
cabin beater control panel. Eacb switch bas tbe
With the left main gear shock strut compressed, No.2 positions #1 FUEL AND (#IIGN. CHECK), and #2
and 4 engine generators supplying power and the FUEL AND (#2 IGN. CHECK). The switches may be
airfoil deicer master switch ON, the ground blowers used to select either fuel and ignition system, as re-
are automatically ,pUt into operation. .quired.
The circuits for the aitfoil heaters are automatically
opened when the throttle for the No.2 and 4 engines
Hea.ter Ignition Selector Check Switche •.
is in reverse pitch positioll:'
Three heater ignition selector check switches, one for
each airfoil anti..icing heater, are located OD the
A group of cycling and overheat thermoswitches in the beater control paQf;!:l. Each _switch bas_ tb~ positions
air ducts downstream from the heaters regulate the NORM (DUAL IGNITION) and CHECK (SINGLE
temperature of the air, which is supplied to the leading IGNITION). The switches are used to check the indi-
edge structure. The discharge air temperature of each vidual ignition systems of the anti-icing heaters. When
qirfoil heater is indicated in the cockpit. The tail anti- a heater ignition selector check switch is in the NORM
icing heater is protected by a single-shot CO2 cylinder. (DUAL IGNITION) position, both spark plugs for the

." 4·23
 SlId/Qn IV
T.O. le·IISA .I

4·24 Figure 4·10 (Shee, I of 2)

 T.O. le-IISA -! Sectioll IV

AF51-1 7661

AAl-143
Figure 4-10 (Sheet 2 of 2)

respective heater will /ire simultaneously. Placing the Airfoil Anti-Icing Heater s Fire Warnin g Lights.
switch in the CHECK (SINGLE IGNIT ION) positio n
will permit one of the spark plugs to /ire when # 1 Three /ire warnin g lights, one for eac,h airfoil anti-ici ng
FUEL is selected; when #2 FUEL is selected, the other heater, are located on the heater /ire control panel
spark plug will /ire. (figure 4-10). When the /ire detectors for any heater are
actuated, a 28-volt d-c circuit is energized, causing the
warnin g light for the respective heater to illumin ate.

Airfoil Heater . Fire Extinguisher System Switches.

) The airfoil heaters are protect ed by individ ual elec- Airfoil Heater s Air Tempe rature Indicators.
trically actuated /ire extingu isher systems. The tail
anti· icing heater incorporates a single-shot CO2 bottle. A thermocouple-actuated heater air discharge tempera-
, The wing anti-ici ng heaters are connected to the main ture indicat or for each airfoil heater is installed on the
/ire extingu isher system CO 2 supply. An airfoil heater heater control panel and i. calibra ted in degree s

) selector switch for each heater is located on the heater

/ire control panel (figure 4-10). A 2·position CO2 bottle
selector switch for the wing heaters with LEFT BANK
centigr ade.

and RIGHT BANK positions, is located on the heater

/ire control panel. A CO2 discharge switch that serves Airfoil Heater s Fuel Pressure Indicators.
) either wing anti· icing heater and a CO 2 discharge
switch for the tail anti-ici ng heater are installe d on
An electrically actuate d fuel pressure indicat or for each
the heater /ire control panel. (See th~ paragra ph on airfoil heater is located on the heater contro l panel
and i. calibra ted in psi.
Airfoil Anti-Icing Heater Fire, Section III.)
4-25
 Section IV T.O . IC-lISA -I

,
COCKPIT AND
TO PILOT'S WINDSHIELD HEAT
FOOT WARMERS
TO WINDSHIELD ..... MING -y

~~"'\O'
©
TO O' 0 " TO-40

-.t OFF \ / ANTI.

ABOVE ICING
10'
....... - _ /

TAKE OAT. READING AND

SELECT ACCORDINGLY - DEG. C.

FROM CABIN TEMPERATURE FROM CABIN

MIXING VALVE HEATER

SCHEMATIC A

SCHEMATIC C

COCKPIT TEMPERATURE
TO PILOT'S

~.
FOOT WARMERS TO WINDSHIELD

WINDSHIELD ANTI-ICING
CONTROL VALVE

NORMAL HOT

COCKPIT TEMPERATURE
MIXING VALVE

FROM CABIN TEMPERATURE

MIXING VALVE FROM CABIN
HEATER

Figure 4-71 (Sheet 1 of 4) "'110.' - 87

4-26
 T.O. le-1I8A-I Section IV

(AF51-3818 THROUGH AF51-3835,

AF51-17626 THROUGH AF51-17661,
AF51-17667, AND AF51-17668)

WINDSHIELD' HEAT

~p.tlMING --t
<'
~,+ 10' TO O' O' TO-40'

":.~ ~53~
SELTE~~E'A~t6TRD~~~~~N: ~~~ c.

FROM CABIN TEMPERATURE FROM CABIN

MIXING VALVE HEATER

SCHEMATIC B

SCHEMATIC D

WINDSHIELD HEAT
~P.RMING--;
TO PILOT'S
TO ~~LD ~, ~" 10' TO O' OC TO-40
FOOT WARMERS
..f. Off, / ANTI.
A.~~~ ~ ICING

WINDSHIELD ANTI·ICING '-~j

CONTROL VALVE
TAKE OAT. READING AND
SElECT ACCORDINGLY - DEG. C.

TEMPERATURE
MIXING VALVE

FROM CABIN TEMPERATURE FROM CABIN

MIXING VALVE HEATER

Figure 4-71 (Sheet 2 01 4)

4-27
 Section IV T.O. 1C-1l8A -1

TO WINDSHIElD COCKPIT AND

WINDSHIElD ANTI-
ICING CONTROL

DEFOGGING
CONTROL
VALVE

DEFOGGING
AtOM CABIN BYPASS
SCHEMATIC A HEATER

SCHEMATIC C

TO PlLOrS
FOOT WARMERS

WINOSHlaD ANTI-
ICING CONTROL
VALVE

COCKPIT
TEMPERATURE
MIXING
VALVE

AtOM CABIN TEMPERATURE

MIXING VALVE

AtOM CABIN
HEATH
A A 1 *1 3 6
F/g .... 4-lI (Sheet 3 of 4)
4-28
 T.O. lC-118A-l Section IV

AF53-3223
WINDSHIELD AIRFlOW SCHEMATIC 10 WlNDSIIIB.D THROUGH
AF53-3305

MIXING
VAlVI

ROM CABIN TIMPElAlIIIE

MIXING VAlVI

RtOM CABIN
SCHEMATIC • SUPBCHARGERS

SCHEMAnc D
10 WlNDSIIIBD

TO PIlDTS
FOOT WARMERS

WINDSHIBD ANTI-
ICING CONTROL
VALVE

COCKPIT
TEMPERATUIE
MIXING
VAlVI DEFOGGING CONIROL
VALVI

RtOM CABIN TIMPElATURI!

MIXING VAlVI

AAl-137
Figure 4-11 (Sheet 4 of 4)
4-29
...
~. AIRfOil ANTI-ICING SYSTEM
LANDING GEAR LEFT
SWITCH (CLOSED TAil RIGHT
WING
WHEN AIR CRAFT 'IR WING Note:
SCOOP SCOOP
IS ON GROUND I SCOOP For ground, wing anti . icing
• operatio n, engines No.2
~~~--~------~---4~-------- ...... and No. " must be running.
--~--~

lEFT WING TAll

ANTI . ICING RIGHT WING
ANTI· ICING RIGHT
HEATER ANTI -ICING
HEATER GROUND
BLOWER
(TYPICAl)
CABIN AND 'All
HfATER FUEL RIGHT AND LEn
PRESSURE WING HEATERS
INDICATORS TEMPERATURE
INDICATORS

n,
FROM
. . .:t.CAB IN HEATER CD

~lY -
,
J>

MASTER HEATIR FUn HEATER

AIRFOIL HEAnR fun HfATER
AND IGNITION IGNITION HEATER FUEL HEATIR HEATER
Df-ICER AND IGNITION IGNITION AND IGNITION
SELECTOR S(LECTOR IGNITION
SWITCH SWITCH
SELECTOR SELECTOR SEUCTOR FU"
CHECK SWITCH SELECTOR CROSSfU D
(lEFT WING) CHIECK SWITCH
SWITCH (TAIl! CHECK SWITCH
SWITCH fRIGHT WING)
(LEFT WING) SWITCH
(TAllI
{RIGHT WING I

LEFT WING
TAil
ANTI -ICING RIGHT WING
ANTI · ICING
ANTI -ICING

>
>

•"
- RAM AIR
HOT AIR

HEATIR fUEL SUPPLY

COMBUSTION AIR EXHAUST

EXHAUST OR OUTSIDE AIR

IGNITION UNIT
CHECK VALVE

HEATER fun SUPPLY

PUMP ON # 3 MAIN TANK
 T.O. IC·118A·1 Section IV'

AIRFOIL ANTI·ICING SYSTEM- Airfoil Heater Fuel Pressure.

NORMAL OPERATION.
If there is temperature indication but no fuel pressure
A. Heater fuel switch - NORMAL SYSTEM. indication for anyone airfoil heater the fuel pressure
indicator has probably failed; no action ·is necessary
B. Airfoil deicer switch - ON. since fuel pressure indication is not required for opera-
tion of the heaters. With the airfoil deicer switch ON,
C. Heater ignition selector c~eck switches- the fuel pressure indicators should indicate between the
NORM (DUAL IGN.). following limits.
D. Heater fuel and ignition selector switches - #1
FUEL. Wing tP!II T.il
H61#" Fuel
p,.essure
Operation' lAS (Psi)
AIRFOIL ANTI·ICING SYSTEM-
EMERGENCY OPERATION. Ground 0 3t07
Flight 230 20 to 26

Excessive Airfoil Heater Temperature.

Xi there is fuel pressure but heat output is not indicated,
The maximum airfoil heater temperature is 2lOoC proceed as follows: .
(4lO0F) with tubular:type thermocouples. If an airfoil
heater air temperature indicator exceeds the above A. Turn the airfoil deicer switch OFF, wait 30
temperature, proceed as follows: seconds, then turn switch ON.
/'
A. Turn the airfoil deicer switch OFF. The temp- B. If the heater fails to operate, turn' the airfoil
erature should drop immediately. deicer swjtch OFF and wait 30 seconds, then
select the opposite heater ignition system an<'
B. If airfoil anti-icing heater operation is required, turn the airfoil deicer switch ON.
position the respective heater fuel selector
switch to the opposite fuel system and turn the C. If the heater still fails to operate, turn the airfoil
airfoil deicer switch ON. . deicer switch ·OFF and wait 30 second.; then
select the opposite heated fuel syStem and turn
C. Watch the airfoil heater air temperature indio' the airfoil de-icer switch ON.
cator to make certain that it does not rise
excessively.
If no pressure or temperature is indicated on anyone
D. If the temperature continues to rise, turo the of the airfoil indicators, switch to the opposite systems
airfoil deicer switch OFF. If it is necessary to being used. If no pressure or temperature is yet indi-
operate the heaters, airfoil anti.icing can be cated on any of the indicators, perform the following
maintained by manually turning the airfoil steps:
deicer switch ON and OFF as required to main-
tain the temperature within limits. A. Check the following circuit breakers on the
main Circuit breaker panel to make certain they
E. In flight, heater output in relation to ram airflow are positioned to SET:
through the heater and ducting, or to OAT., is
such that at some airspeeds the heaters may not MAIN, TAIL, 1 & R' WING AIRFOIL
cycle. Therefore, continuous fuel pressure with HEATERS ."
normal temperature -indication does not indicate
malfunctioning of the system. MAIN AND AIRFOIL HU TER FUE.L.
puMPS .

CA:BIN.H~ATER l'UEl pUMP

Insufficient Airfoil Heater Temperature.
'If operatillg on the ground, also check gener-
If the indicated temperature for the airfoil anti-icing ators No. 2 and 4 above cut·in speed and the
heaters ·in inadequate (see figures 4·13 and 4.14 for AIRFOIL HEA1'JlRGROTJND BlOWERcir.
minimum indicator temperatures), tUrn the airfoil cuit b!eaker. . ..'
deicer switchOFF,.j1Osition the respective heat.er fuel
selector switch to the Qpposite system, and turn the . B. Check inverter power, which should be . 26
airfoil deicer switch back ON. volts 11<:

4·31
Section IV T.O. le·IIIA·.1

C. If adequate pressure or temperature is still not selector switch is positioned to ANTI·ICING & RA·
available for any of the airfoil heaters, position DOME. Placing the switch in the OFF position closes
the heater fuel switch to CROSSFEED. the control valve in the radome duct to shut off the
supply of bot air to tbe radome. Normal cabin ptessure
D. If there is neither fuel pressure nor temperature cannot be maintained with single supercbarger opera·
indication on any of the airfoil heater indicators, tion unless the radome anti-lei,og switch is in the OFF
the lack of fuel pressure may indicate a failure position.
of the fuel system. Position the airfoil deicer
switch to OFF and the heater fuel switch to DEICING SYSTEMS.
NORMAL.
The propeller, pitot heads, main static vents, wing
E. If malfunctioning of either the left or the right scoops, belly scoop, and cabin heater combustion air·
wirig anti·icing heater, or both, is indicated by scoop are protected against ice accretion by electrical
their respective fuel pressure and temperature heating elements. Ice is removed from the carburetor
indicators, the wing heaters circuit breaker on by heat from the engine and by an alcohol deicing
the main circuit breaker panel may be tripped. .oystem. Windshield ice is removed by heat from the
This will deenergize both wing heaters, leaving cabin heater, or by an emergency standby alcohol
the rail heater in operation. system.
F. If malfunctioning of the tail anti·icing heater PROPELLER DEICING SYSTEM.
is indicated by its fuel pressure or temperature
indicator, the circuit breaker on the main cir-
cuit breaker panel may be tripped, thus leaving Ice is prevented from forming on the propeller blades
only the two wing anti.icing heaters in opera· by electrical heating elements installed in each blade
tion. leading edge. Takeoffs and landings can be made with
the system in operation, and short periods of opera·
G. In flight, if no fuel pressure or temperature is tion are permitted on the ground with the engines
indicated on any heater after loss of #2 gen· inoperative.
erator, (cabin heater is inoperative after loss
of #3 generator), or no fuel pressure or tem· Note
perature on airfoil heaters after loss of #4
The lack of a cooling airstream over the
generator, trip the landing gear ground control
blade surfaces when the engines are inopera·
relay circuit breaker located on the main
tive is the limiting factor for ground opera·
circuit breaker panel. Turn heater master tion. One complete cycle should be sufficient
switch on and if heaters operate, the left for ground check. The deicing circuit is de·
landing gear microswltcb is stuck closed and energized while the feathering or reversing
beaters sbould be tumed off just prior to motor is in operation.
toucbdown.
Propener Deicing Controls.

Propeller deicing is controlled by a single ON·

The warning placard on the circuit breaker OFF master switch on tbe beater control panel
panel under tbe landiog gear ground control Four 2.position selector switches, mounted on the
relay circuit breaker will be strictly aft overhead panel (figure 1.12). are provided to se-
complied with any time tbis circuit breaker lect MANUAL operation when the timer system is
i. tripped during ground operation. inoperative. The switches are. normally guarded to
the TIMER position.
RADOME ANTI·ICING SYSTEM. •
The radome is anti·iced by hot air supplied from the' Propener Deicing Indicator••
windshield anti·icing duct (figure 4·1). A supply of hot
air is available to the radome when the windshield heat An ammeter with a selector switch is mounted on
selector switch is in the ANTI·ICING & RADOME the aft overhead panel (figure 1.12). Positioning the ~
position and when the control valve in the radome duct switch to the desired propeller will indicate the cur·
is opened by means of a switch located in the cockpit. rent load for the propeller when the timer cycles the
selected propeller ON. For manual operation, posi.
tion the individual propeller selector switches to
RADOME ANTI· ICING SWITCH.
MANUAL and rotate the ammeter selector switch in
A 2'position radome anti.icing switch is located on sequence to the four ON positions. When all four
the heater fire control panel (figure 4·10). This switch propellers are being manually deiced, it is recom:
should be placed in the ON position to automatically mended that the deicing time period for each pro-
provide radome anti.icing when the windshield heat peller should not exceed 60 seconds ON and 180·
4-32 ~
 WING ANTI-ICING SYSTEM MINIMUM INDICATOR TEMPERATURE CHART

Notes:
1. Temperatures based on use of 8T31B82 tubular thermocouple placed in
center of cycling switch plate.
2, Curves based on low tolerance fuel nozzle 28 pounds per hour at 22,S PSI.

....
">I 9
oQ'
~
~
. -
<;'

-...
1'" co

-
~

MINIMUM INDICATED ANTI-ICING TEMPERATURE °c

~
,
INDICATID ...IUNID IlIMonl
t
...'"
I TAil ANTI-ICING SYSHM MINIMUM INDICATOR TEMPERATURE CHART
Notes:
1. Temperalures based on use of 8T31B82 lubular Ihermocouple placed In
center of cycling switch plate.
2. Curves based on low lolerance fuel nozzle 28 pounds per hour al 22.5 PSI.

.,. ....
.Q l'
c n
• -,
~

-...
l"

-'",
l>

MINIMUM INDICATED ANTI-ICING TEMPERATURE DC

••
•o
 T.O.IC-IlaA-1 Section IV

seconds OFF. Partial timer and manual deicing opera- alcohol supply tank (17, figure .1·3) and an electric
tion is not recommended since it is possible to have pump which furnishes alcohol for both the carbure·
a manually selected propeller and a timer selected tor and the windshield. In continuous operation, the
propeller on at the same time, which may overload carburetor alcohol deicing system provides for a 17-
the generators. (Approximately a 200-ampere load minute supply of /Iuid to the four carburetors, pro·
per propeller is required for propeller deicing.) vided alcohol is not used for the windshield deicing
PROPELLER DEICING SYSTEM - NORMAL
system.
OPERATION.

The propeller deicing system is placed in operation Carburetor Alcohol Deicing Switches.
as follows:
Four spring·loaded ON·OFF switches, one for each
A. Individual propeller deicing switches - TIMER. carburetor, are mounted on the heater control panel
When placed ON, each switch will energize the
B. Propeller deicing master switch - ON. PRO- alcohol pump and direct flow to the desired car-
PELLER DEICING SYSTEM - EMERGENCY buretoro
OPERATION.
If the propeller deicing system automatic timer fails, WINDSHIELD DEICING SYSTEM.
perform the following to place the system in operation:
The windshield is protected against ice accretion by
A. Master propeller deicing switch - OFF. the alcohol deicing system. The system can be operated
without functional restriction. In continuous opera..
B. Individual propeller deicing switches - MAN- tion, the alcohol deicing system provides for a 48·
UAL. minute supply of /Iuid, provided no alcohol is being
used for the carburetor deicing system. The wind·
C. Propeller deicing system ammeter selector shield is also protected by an anti·icing sysrem (see
switch - Alternate selector switch to the re- Air Conditioning System, this section).
quired propellers to simulate the normal cycling
of the timer.
PITOT, STATIC, AND AIRSCOOP Windshield Alcohol Deicing Switch.
DEICING SYSTEMS.
An on·off swirch, mounted adjacent to the battery
The pitot heads, static vents, and airscoops incor· . master switch on the forward overhead panel (figure
porate electrical headng elements to prevent the ac- l·lJ), energizes the alcohol pump and directs /Iuid
cumulation of ice. /low through a needle valve to the windshield. The
needle valve control knob is located on the side panel
to the right of the copilot's seat, close to the decking.
Pltot, Static, and Airscoop Deicing Control.

An ON-OFF pitot and scoop heaters switch is mounted COMMUNICATION AND ASSOCIATED
on the upper instrument panel (figure 1-11) and is ELECTRONIC EQUIPMENT.
placarded MAX GROUND OPERATION 1 MINUTE.
The equipment listed in the figure 4-15 is typical for
[~~~j!~~~ 1 C·1l8A aircraft. Each aircraft must be checked to
determine the exact radio equipment installed•.
Do not operate the pitot heaters for ex-
tended periods on the ground; the lack of a
. cooling airstream will result in. damage to OPERATION OF COMMUNICATION AND
pitot heads. ELECTRONIC EQUIPMENT.
Pltot, Static, and Alrscoop Deicing Indicator.
A single ammeter and selector switch, mounted on
AN/AIC-5B, AN/AIC-a, AND AN/AIC-IO v'
INTERPHONE SYSTEMS.
the upper instrument panel (figure 1-11), indicates
through use of the selector switch the operation of Multiple interphone control panels are located in the
the pitot, static, and airscoop deicing systems. /light compartment (figure 1.7), adjacent to each
CARBURETOR DEICING SYSTEM. /light crew member's station. The interphone equip.
ment provides communication between all crew mem-
The carburetor is protected against ice accretion by bers and enables them to use or isolate VHF, UHF,
carburetor preheat and the alcohol deicing system. HF, ADF, VOR, and marker beacon (figure 4·16), The
The alcohol deicing system consists of a 16.gallon interphone equipment may be checked as follows:
4-35
Section IV T.O. le·lleA ·1

A. Power supply - ON. M. Turn the microp hone selector. switch to VHF
B. Make certain that the ON·OF F switch on the and repeat step 12.
interph one amplifier is in the ON position. N. With the microp hone selector switch in any
(Norma lly, the switch is safetywired ON.) position except INTER . position the INTER -
OFF receiver toggle switch to INTER .
c. Set the volume control on the interphone con·
trol panel for maximum output; then set the O. Press the microp hone press.to.talk button and
filter switch on 80TH. The microp hone se· talk into the microphone. A signal should be
lector switch can be in any position. Plug the heard in the headset.
microphone and headset into the control panel
jacks provided at the crew stations (the pilot'S P. Check each of the other interph one control
and copilot's stations have microphones and panels by repeati ng steps C through O.
headsets installed).
O. Turn off all receivers and the power supply.
D. Listen for a signal in the headset when each of On AFS.H22.1 through AFS.'·.BOS, the interph one
the receiver toggle switches on the inrcrphone system is controlled from [he pilot'S, copilot's, and
control panel is thrown to the receiver posi- naviga[Or's smlions as follows (figures 1·,7 atld- 4·19).
tion. Check operation of the volume control
on any onc receiver input circuit. A. On the C·s24/ AIC.JO interph one control panel.
the VOL. knob controls audio output to head·
E. Select the automatic compass receiver, tunc phones when the NORM AL/ AUX LISTEN
in a low frequency range station, and listen for switch is on the NORM AL positio n only. The
proper filtering of the signals when the range monito ring switches. placarded INTER . UHF
filter switch is turned to filter. COMM. HF·I. ADF·I. and VHF COMM. provide
simultaneous monitoring of any number of
F. On aircraft AFSH8 18 through AFSI·~8~S. hold channels when the NORM AL! AUX LISTEN
the microphone selector switch in the CALL switch is on the NORM AL position. The AUX
position. LISTEN position bypasses the interna l amplifier
in case of failure and connectts [he headphones
G. Press the microphone press.to .. talk button and directly [0 the in[erphone line. The microphone
talk into the microphone. cannot he lIsed in this position. and only one of
[he channels may he monitored at a time. The
H. A signal should be heard in the headset. Ad· switches preceding [he one for the desired line
justing the volume should have no effect on must be off. The channel selector provides talk
the signal. and listen facilities on five channels (INTER .
COMM UHF. HF-I. COMM VHF. and HF·2).
I. Turn the microphone selecto r switch to and a spring· loaded CALL position is provided
INTER . in [he extreme counterclockwise position. This
energizes CALL relayS in all C.82-i/ AIC·JO con-
J. Press the microp hone press-to.talk button and trol panels. placing them on the interph one
talk into the microphone. A signal should be line and, in[crrupting any other communica-
heard in the headset. . tions.
K. Turn the microp hone selector switch to HF B. Control panel C·S26/ AIC.JO contai ns five
COMMAND. switches <blank not. used. HF·2. MARKER.
ADF·2, and VHF·N A V) which are used to ex'
L. Press the. microp hone press·to.talk button and [end [he monitoring facilities of connol p~nel
talk into the microphone. The transm itter dyna. C·8H/ AIC·IO to ten channels. Under emer·
motor should start running immediately, and gency conditions when [he stalion is on AUX
a side tone should be heard in the headset. LISTEN. the switches precedi ng the desired
channel must be off and all monitoring switches
on the corresponding C·SH/ AIC·JO control
panel must be off <down).
Not.
When testing transmitter circuits, op .. c. The ,microphone feeds audio [0 [he circui[ se-
erate 'units for as brief an interval as
lected by the channel selector switch when the
con[rol circuit is actua[ed hy [he microphone
possible to avoid unnecessary trans·
switch or CALL position on control panel
missions and possible radio frequency C.824/AIC.JO.
channel jamming. !
 T.O. IC·1I8A.I Section IV

TABLE OF COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENf

Type Designlltion Use Operator

Public address MI/36A (I, 2, 3,4) Loading ground crew and Pilot (1,2,3,4)
passenger announcements Copilot (1,2,3,4)
Cabin attendant (1, 3)
Flight interphone AN/ AIC·58 (2) Intercrew communication All flight Cfew members
AN/AIC.8 (I) (1.2,·3) Cabin stations (1, 3)
AN/AIC·IO (3) Maintenance communication (3) Maintenance personnel (3)
AN/AIC·IO(4) Interctew communication (4) All flight creW members
Service interphone LA·17 (I, 2) • I ntercrew and maintenance Pilot
communication Copilot
Cabin attendant
Maintenance _p~rsonnel
VHF AN/ARC·I (2) Two-way communication Pilot
Copilot
VHF 5IX·1(4) Two-way communication Pilot
Cooilot
VHF 17U(4) Two-way communication Pilot
Copilot
VHF AN/ARC·49 (I, 3) Two-way communication Pilot
Copilot

VHF AN/ARC·3 Two-way communication Pilot

Copilot
. . .

VHF Collins VHF·lOt Two-way communication Pilot

Copilot

HF transmitter AN/ART·13 (2) One-way voice and code Pilot

communication Copilot
Iladio Operator

HF receiver AN/ARR·15 (2) Receiver only Pilot

BC·454·8 (I) Copilot
Radio Operator

HF transmitter 618S·1 (1,3,4) Two-way communication Pilot (1,3)

receiver Copilot (1,3)
Radio Operator (4)

HF transmitter ARC·58(4) Two-way communication Radio Operator

receiver .

HF transmitter BC-348 (4) Voice reception Radio Operator

receiver

A/N range R·BA/ ARC·S (2) Navisadon Rsdio Operator (2)

receiver

VOR and AN/ARN·14(1, 2, 3,4) Omni-ranse navisadon Pilot

localizer Copilot

Steering 562A.2(4) Automatic

Computer

Glide slope AN/ARN·18 (I, 2, 3,4) Glide slope landing approach Pilot
receiver 5IY-I (I) Copilot

Figure 4.15 (She.t I of 2)

Section IV T.O. IC-IIIA-I

TABLE OF COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT (ContInued)

T,,,. Designlll;on Us. Oper4lor

UHF homing AN/ARA·25 (3,4) Homing Pilot

a;dapter Copilot

Emergency AN/ARA·26 (1,3,4) DiStress~si8nals Radio operator (1,4)

keyer, Navigator (3)

ADF AN/ARN·6 (1, 2, 3,4) Direction finder and Pilot

. communication receiver Copilot
Navigator

IFF AN/APX-25A(I, 2,3,4) ·Indentification transmitter a Pilot (2)

receiver Radio operator (1)
Navigator (3,4)

LORAN AN/APN·9 (1) Loogatange navigation Navigator

AN/APN·70 (2, 3,4)
. . .

Radio altimeter SCR·718 (1,2,3;4) Radar altimeter (high range) Navigator

Radio altimeter AN/APN·I (1,2) Radar .altimeter (low range) Pilot

Copilot

Radio altimeter ANIAPN·22 (3,4) Radar altimeter (low rana:e) Pilot

Copilot

TACAN AN/ARN·21 Navigation Pilot (I, 3,4)

Copilot (I, 3,4)

Marker beacon AN/ARN·12 (1,2,3,4). Location marker beacon Pilot

Copilot

Search radar AN/APS-42 (1,2) Search l!-Dd weather radar Pilot (2)
AN/APS.42A (3,4) Copilot (2)
AN/APS-42B (2) Navigator (1,2,3,")
Radio operator (2)

Radar pressurizio¥ MK-59/AP (I, 2, 3,4) Pressurize radar system Navigator, ( 1, 2, 3,4)
kit Radio operator (2)

UHF AN/ARC27 (1,2,3,4) Two-way communication Pilot (1,2,3,4)

Copilot (1,2,3,4)
Radio operator (1, 2)

Emergency AN/CRT-3 (I, 2, 3) ReScue All flight crew

transmitters and URC-4 (I, 2, 3) members
receivers
.
Entertainrtteni §X.62(4) 1 On AFS3-3229 Passengers
Radio 2 On AF53-3240
.

Static AN/ASA-3 No Controls

Dischargers

Cod.: (I) AF51-3818 through AF51·3835.

(2) AF51·17626 through AF51.17(>61, AF51-17(>67, and AF51-17668.
(3) A"F53-3223 through AF53~3228, AF53-3230 . through .AF53-3239, AND AF53-3241 through AFH-3305.
(4) AF53,3229 .nd AF53-3240 .
. , .. ,'''''.'- .

FI'Ju~ 4·15 (S" ••t 2 01 2)

4-38
 T.O. le·11IA.1 Section IV

D. The F-90/AIC filter assemblies at the pilot's The aft stateroom has no call lights, and calls are
and copilot's stations permit insertion of a filter indicated by a chime in the stateroom. The radio
for reception of voice, range signals, or both operator is furnished with a switch which controls. a
(no filter) from the ADF-l and ADF-2 systems. light in the aft stateroom to notify the occupant that
The interphone control C·S23/ AIC-lO is con- a radio call has been placed, and that the radio opera-
trolled from the nosewheel well (1) and the tor is ready to go on the air.
cabin stations (7) in the same manner as the
above set except that the headset microphone is
connected to the system through the telephone INTERPHONE SYSTEM OPERATION.
jack and the microphone control circuit is Flight Interphone System Operation.
actuated by the button on the telephone jack,
or the CALL button. The flight interphone system is operated as follows:
A. Master battery switch-BATT & GND PWR.
B. Battery selector switch - PLANE BATTERY
or GROUND POWER, as required.
Note
C. Master radio power switches (two) - ON.
The normal position for the interphone
volume control knob is in the straight D. Turn on the radio receivers on the pilot'S
up (12 o'clock) position. This is the control pedestal and radio operator's station,
position for maximum undistorted vol- and tune as desired.
ume for normal signals. Increased ro-
E. NORMAL and AUX. USTEN switch-NOR-
tation will increase by oHly a small
MAL
amount the normal audio level, but
will greatly increase dynamotor whine, F. When any of the monitor switches on the inter-
crosstalk, etc. To reduce the possibility phone control panel are· placed . in the UP
of undesirable background interference position, the respective radio receiver will be
when it is necessary to rotate the vol- monitored at that interpbone station.
ume control beyond the normal posi.
G. Placing the microphone selector switch on
tion, the volume controls for the
INTER, and depressing the push-to-talk button
unmonitored receivers should be
on the microphone energizes the dynamotor
checked to determine that they are not
and permits the initiating interphone station
higher than their normal listening
to talk to any of the other interphone control
level.
stations and the nosewheel well.
Cabin Interphone - VC·118A. H_ Placing the microphone selector switch in the
momentary CALL position interrupts transmis-
An interphone control panel with 10 monitor switches, sion at all other stations and places them on
a microphone selector switch, a volume control, and a interphone. '
two-position toggle switch placarded NORMAL and
AUX. USTEN, is located at the radio operator's 1_ When the NORMAL and AUX. USTEN switch
station (figure 4·19)•. This interphone control panel is in the AUX. USTEN position, the internal
also incorporates the HF-3 position for control of the amplifier is bypassed and the headphones at
auxiliary HF communication receiver. Interphone that station are connected directly to the inter-
control boxes incorporating a call button, a volume phone line. Only one radio receiver can be
control, and a two-position toggle switch placarded monitored and all receiver monitor switches
NORMAL and AUX. USTEN are located in the cock- except the one being monitored must be OFF.
pit, radio operator's station, galley, and passenger No transmission can be made in the AUX.
entrance. Telephone-type handsets are furnished at USTEN position.
these locations and an additional handset is installed
in the aft stateroom. All cabin area interphone stations T. Voice transmissions can be made on the HF-2,
are equipped with individual call buttons for calling COMM VHF, HF-l, or the COMM UHF by
any of the other stations, with the exception that the placing the microphone selectOr switch in the
galley cannot call the aft stateroom. Call lights at the appropriate position and depressing the push-
radio operator's station, passenger entrance, and galley to-talk button.
are turned off by a reset button on the call panel. K. Volume control- Set as desired. Normal out·
The pilot's call light is turned off automatically when Pllt is obtained when the knob is rotated to
the push.to-talk button on the handset is depressed. the 12-o'clock position.

4·39
Section IV T.O. lC-118A- l

Af51-3818 THROUGH
Af51-3135

F igure 4-16 (Sheet , of 6 )

4-40
 T.O.le·llSA·l Section IV

Note:
For location of
View E see Sheet 1

..I
..
AAl-153
Figure 4.16 (Sheet 2 of 6)

4·41
Sedion IV T.O. lC-118A-l

COMMUNICATION AND mCTRONIC [QUIPM[NT (C-"'A) AFS1·17667

®J_
$1IIADIIf _ ~

Im-
a>-

Figure 4·16 (Sheet 3 of 6)

4-42
 T.O. le·lleA·1 Section IV

III

.. •
I

AAl-155
Figure 4.76 (Sheet 4 of 6)
4·43
Section IV T.O. ! C-lISA-!

COMMUNICATION AND mCTRONIC EQUIPMENT (C-1I1A)

AF 53-3223 THROUGH
AF53-3228. AF53-3230
o JACKIOX

THROUGH AF53-3239. ~ HEADSET AND MICROPHONE

AND AF 53-3241
(D SPEAKEI
THROUGH AF 53-3305

:::",\"::7"'::;,..c.=-'APS-42A lIANSMITTER - RKaYEi

AP~2A RADAR

1. 5·2 COMPASS AMPLIFIER 29. PUBLIC ADDRESS AMPLIFIER 57. VHF CONTROL PANEL
2. CABIN PRESSURE AMPLIFIER 30. ADF·2, RECEIVER 58. AUTOPILOT CONTROLLER
3. REPEATER AMPLIFIER 31. AOF-l RECEIVER 59. TACAN CONTROL
4. FIRE DETECTOR RELAYS 32. NAVIGATOR CHART STOWAGE 60. ADF lUNING METER
s. FIRE DETECTOR RELAYS 33. STANDARD POWER TEST 61. VOR-TACAN TRANSFER SWITCH
6. HF·l LOAD COIL RECEPTACLE 62. PEDESTAL RADIO PANEL LIGHT
7. EMERGENCY KEVER 34. EMERGENCY KEVER TEST RHEOSTAT
8. HF·l TRANSMlnER·RECEIVER 35. INTER PHONE CONtROLS 63. CIRCUIT BREAKERS
9. RADIO CIRCUIT BREAKERS 36. BLANK PANEL 64. IFF AND VOR TEST RECEPTACLE
10. HF·2 TRANSMlnER·RECEIVER 37. KEVER CONTROL 65. HIGH·RANGE ALTIMETER
11. HF·2 POWER SUPPLY 38. AOF·l CONTROL PANEl TRANSMlnER·RECEIVER
12. Hf· J POWER SUPPLY 39. IFF CONTROL PANEl 66. VOR OBI
13. SEARCH RADAR SYNCH~ONIZER 40. INTERPHONE CONTROLS 67. VOR DYNAMOTOR
14. MARKER BEACON RECEIVER 41. ADF·2 CONTROL PANEl 68. VOR RECEIVER
15. COMPASS SIGNAL POWER 42. NAVIGATOR'S INSTRUMENT PANEL 69. UHF TRANSMITIER·RECEIVER
AMPLIFIER 43. ALTIMETER INDICATOR *70. IFF TRANSMlnER·RECEIVER
16. UHF HOMING AMPLIFIER 44. LORAN RECEIVER *71- LOW-RANGE ALTIMETER
17. RADIO FUSE PANEL 45. RADAR CONTROLS AMPLIFIER
18. OIL QUANTITY AMPLIFIERS 46. RADAR INDICATOR 12- HF·2 LOAD COIL
19. OIL QUANTITY AMPLIFIERS 47. LORAN INDICATOR 73. ANTENNA RELAY
20. FUEL QUANTITY AMPLIFIERS 48. PHASE DETECTING NETWORK 74. ENGINE ANAL YIER CONTROLS
21. fUEL QUANTITY AMPLIFIERS 49. AZIMUTH INDICATOR 7S. LORAN COUPLER
22. ADF TUNING AMPLIFIER (TWO) 50. TACAN TRANSMITTER-RECEIVER 76. PRESSURIZING KIT CONTROLS
23. EMERGENCY TRANSMITTER 51. ADF·l CONTROL PANEL 77. ENGINE ANALYZER POWER
24. VHF TRANSMITIER 52. UHF CONTROL PANEL SUPPLY
25. VHF RECEIVER 53. ADF·2 CONTROL PANEl 78. PRESSURIZATION PUMP
26. AUTOPILOT AMPLIFIER 54. HF-l CONTROL PANEl 79. DEHYDRATOR
27. AUTOPILOT APPROACH AMPLIFIER 55. VOR CONTROL PANEL 80. SWITCH
28. GLIDE SLOPE RECEIVER S6. Hf·2 CONTROL PANEL 81. DYNAMOTOR COMPARTMENT
·SPACE PROVISIONS ONLY " ~A

Figure 4-16 (Sheet 5 of 6)

4-44
 T.O. le·118A·1 Section IV

Note:
For Location of View E,
See Sheet 1

AAl-157
Figure 4.16 (Sheet 6 of 6)

4-45
Section IV T.O. IC·1l8 A·1

AF53·3 229 AND

Figure 4·/1 (Sheet I of 2)

4·46
 T.O. le·IISA·I Section IV

•II

..
, - - T.-: - - 1
I 68 I 69
L __ l ___ J
I
..
D

Figure 4·17 (Sheet 2 of 2)

4-47
Section IV T.O. lC·1l8A·l

Cabin Interphone System Operation - VC·118A. Replacing the handset on the hanger auto-
matically returns the handset to the interphone
A. Repeat steps A through D under Flight Inter-
circuit.
phone System Operation.
F _ When the CABIN SPEAKER RECVR AUDIO
B. Positioning the INTER toggle switch up or the
switch, on the radio operator's intel'phone can·
microphone selector switch on the radio opera-
trol panel, is placed in the ON position, any
tor's interphone control panel to the INTER
audio output selected on the interphone control
posilion will energize the cabin interphone
panel may be transmitted over the public ad-
system.
dress system. Closing the push-ta-talk lever on
C. NORMAL and AUX. liSTEN switch - NOR- the handset in the stateroom disconnects these
MAL (all cabin interphone control panels). audio signals from the public address system.
D. The radio operator and the galley, cabin, or
TAPE RECORDER JACKS - VC·118A.
stateroom occupant may call any other station
by depressing the selected button on the call Two tape recorder jacks are installed at the radio
panel and depressing the push.to-talk lever on operator's station. They are placarded INPUT and
the interphone handset. No call lights are OUTPUT.
installed in the stateroom, but calls to that area
are indicated by a chime in the stateroom. The LA·17 SERVICE INTERPHONE - (-118A.
radio operator, galley, and cabin attendant an-
nunciator panels are equipped with a reset The service interphone system consists of an ampli-
switch to turn off the call lights when calls are .fier (separate from th~ interphone amplifier) and
completed or acknowledged. The pilots' hand- jackhoxes located throughout the aircraft (figure 4-16).
sets automatically reset the call light in the The installations at the main cabin door, in the nose-
cockpit when the push-to-talk lever on the wheel well, and in the cockpit are equipped with
handset is depressed. telephone-type receivers and employ a pushbutton
call system which sounds bells at the main cabin door,
E. When the NORMAL and AUX. liSTEN switch and in the pilot'S compartment, and a horn in the
is placed in the AUX. liSTEN position, the nosewheel well. The nosewheel well jackhox incor-
related handset is placed directly on the inter- porates a plug for connecting an external power sup-
phone line and the internal amplifier is by- ply.
passed. No transmission from the related hand-
set is possible until the switch is returned to the INTERPHONE PROCEDURES AND PHRASEOLOGY.
NORMAL position.
To implement standard interphone procedures and
F. Each cabin interphone control panel is equipped phraseology, the fOllowing will be used during all
with a CALL button located under a plastic ground and air operations.
screw cap. Removing the cap and depressing
the button interrupts all transmission on the Nomenclature: For purpQses of identification of
cabin interphon"systein and places all cabin crew members, the following lbt issubmit~ed:
Interphone control panels on interphone.
A. Pilot: The occupant of the left S,eIIt in the
Public Address System Operation - V(.118A. cockpit regardless of his position on the crew.
A. Repeat steps A through C under Flight Inter· B. Copilot: The occupant of the right seat in
phone System Operation. the cockpit regardless of his position on the
crew. Frequently, during training, the instruc-
B. Placing the toggle switch on the public address tor pilot or the student pilot will occupy the
system control panel in the STANDBY position right seat; nevertheless, he will be referred to
applies power to the filament of the amplifier. as copilot.
C. Placing the switch in the LOUDSPEAKER C. Crew engineer: The crew member seated aft
position applies high voltage to the amplifier. of the control pedestal and between the pilots.
D. Rotary switch NOSE or CABIN - As desired.
Identification: The crew member who is being called
E. Transmission can now be made through the
will be identified fits!, followed by the identification
cockpit handset by placing the toggle switch
of the transmi tter, for example, engineer from pilot.
on the handset hanger in the up position and
depressing the push-to-talk lever' on the handset. Sequence: Pilots will always state the unit they desire
 T.O.IC-IIB.A-1 Section IV

to be actuated first, and then state what is to be done Note

second, for example, gear up, flaps 20 degrees, rpm
2300, manifold two five, etc. o /F tone is used during an emer-
gency to transmit steady tone to permit
Terminology: The following will be stated as indi- locating the aircraft from other sta-
cated to prevent ambiguous, confusing. or incompre- tions (AN/ARC-3 only).
hensive terminologies: No transmission will be made on emer-
gency . (distress) frequency channels
A. Rpm: Twenty-three fifty or two thousand.
except for emergency purposes in order
B. Throttle setting: Manifold twO two or mani· to prevent transmission of messages
fold four five. that could be construed as actual emer-
gency messages.
C. Flaps: Tw.,nty degrees or full up.
VHF COMMAND TRANSMITTER. RECEIVER
Acknowledgement. Prior to execution, every com- (COLLINS VHF. lOll.
mand will be repeated by the receiver to insure
proper understanding of the transmission. An excep- The Collins VHF-lOI command communications.·system
tion to the above rule may be made during the final is a remotely.. controlled transmitting and receiving set..
approach on a GCA letdown. Here, the pilot may direct The set has 680 cg.stal-conlro!Jed. channels in the
the copilot not to acknowledge his commands to pre- frequency range of 116.0 to 149.95 megacycles in 50
vent interphone transmission from interfering with kilocycle s.teps.. The equipment opera~es, ,over line-of-
the controller's instructions. In this situation, if it is sight distances and provides air..to-air., _and airooto-
not certain what the command was, the copilot will ground cO,mmunicationso This set is transistorized
momentarily press his mike button and state, "Say and replaces sets ARC-3, ARC-36, or ARC-49, where
again." The pilot will then repeat his original trans· installedo
mission. After the original contact has been estab-
lished, it is not necessary during subsequent tra,Dsmis- VHF COMMAND RADIO - VC-118A.
sions to identify the crew member being called. The VHF command radio is a short range VHF air·to-
air or air-to-ground communication system. The
receiver' unit and the transmitter unit are located on
the radio rack and the controls are located on the VHF
AN/ARC-l VHF COMMAND AND AN/ARC-3 VHF command radio control panel on the control pedestal.
COMMAND TRANSMITTER-RECEIVER - C-I.18A. The system provides selection of crystal controlled fre-
quencies ranging from 118.0 to 135.95 me. Placing the
This equipment is operated from the VHF command ON-OFF toggle switch on the control panel in the ON
radio control panel on the control pedestal (figure position supplies 28-volt doc power to the filaments of
1·8 j, as follows: the audio system and energizes the dynamotor. Placing
the microphone selector switch on the interphone
A. VHF power switch - ON. control panel in the VHF COMM position and de-
pressing the push-to-talk button on the microphone
B. Receiver toggle switch on interphone con· energizes .the 115-volt a-c dynamotor .circuit for trans-
trol panel- VHF. Microphone selector switch mission. When the ON-OFF switch is placed in the
-VHF. OFF position, all circuits are deenergized.
Note
C. Rotate the channel selector switch on the VHF
control panel to the desired channel and allow No transmission will be made on emergency
at least 30 seconds for the radio to warm up. (distress) frequency channels except for emer-
When the audio tone heard in the headset gency purposes in order to prevent transmis.
stops, the radio is ready for operation. sion of messages that could be construed as
actual emergency messages.
D. Adjust the volume control knob on the 'VHF
control panel and the interphone control panel AN/ART-13 AND AN/ART-13A
for the desired output. TRANSMITTERS - C-118A.
This equipment is operated from the controls on the
E. To transmit, press the press.to.talk button on
equipment at the radio operator's station (figure 4-18),
the microphone. as follows: .
F. To shut down the set, 'turn the VHF power A. LOCAL - REMOTE switch must always be in
switch to OFF. LOCAL position.

4-49
Section IV T.O. lC-1l8A-l

B. Calibrate· tune - Place switcn in OPERATE R-23AI ARC-5 LF RANGE RECEIVER - C-118A.
positions.
This equipment is operated by controls on the equip.
C. OFF·VOICE·CW·MCW emission switch in ment at the radio operator's station (figure 4·18), as
VOICE position. follows:
O. Receiver toggle switch on interphone control A. Turn the tuning knob on the ARC-S receiver
panel on HF; microphone selector on HF. control panel to the desired frequency.
E. Rotate channel selector switch to the desired B. Adjust the sensitivity control for normal op-
channel. eration.

F. Ad just the volume control on the interphone AN/ARN-14, AN/ARN-18, AND 51V-l
control panel @,Rd on the receiver. RECEIVERS - C-118A.
G. To transmit, press the press.to.talk burron on This equipment is operated from the ANI ARN-l4
the microphone. radio control panel on the control pedestal (figure 1-8),
H. Emission switch in CW or MCW position. as follows:

I. Receiver toggle switch on interphone box on A. Equipment is turned on automatically when

HF; microphone selector on HF. power is supplied to the bus and the appropriate
circuit breakers are closed.
1. Rotate channel selector sWitch to the desired
channel. B. Frequencies are selected by a control on the
radio control panel.
K. Adjust the volume control knob on the inter·
phone control panel. C. Omni-range courses are selected on the coinbina-
tion cross-pointer and course selector instrument
L. To transmit, press transmitting key. located on the main instrument panel· (fig-
ure 1-9),
M. On AF5l.38l8 through AF5l·3835, this equip·
ment may be controlled, by controls on the O. Glide slope frequencies are automatically se-
pedestal with the LOCAL·REMOTE switch in lected with the paired localizer frequencies.
the REMOTE position.
VHF NAVIGATION (VOR-l)- VC-118A ,
Not.
The VOR-l receiver (R5401 ARN-l4) and dynamotor
No transmission will be made on emer- are located on the radio rack. Controls for the system
gency (distress) frequency channels are located on the VHF NAV·l radio control panel
except for emergency purposes in order on the control pedestaL Radio magnetic indicators
to prevent transmission of messages that (RMl's) are located on the main instrument panel
could be construed as actual emergency (26, figure 1-10) and the navigator's instrument panel
messages. (figure 4-21), and an omni-bearing indicator is lo-
cated on the radio operator's panel (figure 4-19).
AN/ARR-15A AND. BC-454-B RECEIVERS-C-118A. The system provides reception of any of 280 crystal-
tuned channels in the 108.0 to 135.9 frequency range.
The ANI ARR·15A is operated from the controls on
The set will also receive VHF communications in cer..
the equipment at the radio operator's station (figure
tain frequency ranges within the band-spread covered
4·1H) and the BC·45.f·B is operated from the controls
at the control pedestal (11, figu,.e 1'8) and on the by these transmissions. This audio signal can be re-
equipment as follows: ceived at any interphone control station by placing
the VHF NAV-I monitor switch in the ON posi-
A. Power switch - ON. tion. Tuning the receiver to receive VOR or local-
izer signals -feeds directional signals to the pilot's, co·
B. Select frequency with selector control.
pilot's, and navigator's VOR-I pointers through the
C. To shut·down, turn power switch - OFF. navigator's VOR-I omni-bearing indicator. It also
provides deviation signals' for the course bar on the
Not. pilot·s course line indicator_ and to tbe steering com-
puter. The S-2 compass and the C·I compass amplifier
On the AN I ARR·15A, do not man· direct signals to the azimuth ring on the pilot'S course
ually turn the power switch. Pushing line indicator and to the pilot's compass repeater. The
the switch in toward the panel wilI C-l amplifier also directs the signals from the S-2
automatically release the' switch and compass to the copilot'S ADF and VOR radio magnetic
turn it to the OFF position. indicator (RMI) cards and to the navigator's ADF
4-50
 T.O. IC·118A·I Section IV

Figure 4·18 (Sheet 1 of 2)

4-51
Section IV T.O. 1C-118A-l

o AF51.3818 THROUGH
(j) AF51-3835

(j)
()

o
7
o

o.~~~
')...!;;;p-1ITlIl ~~" ~, " 2

~===--\\o
8

o~~~ 3

9
~~==~~-----5

10

CJ
C)
C) ~-i
-
6

C)
C)
- --

,
,,
II

, ,,
/

C)
, , I
I " ,,
C) I .... '" ...
I ,

CJ C) I /
/
I
C)
Cl ,
6. HF Load Coil
J. lACAN Receiver Transmitter 7. LORAN Indicator
2. Search
Radar Indicator 8. HF Transmitter
3.S~~h Radar Control 9. Azimuth Indicator . :kk____~~--
4. Interphone Filt.r 10.
Phase Detecting Networ
5. Int..phone Control 4 J 8 (Sheet 2 01 2)
tigure -

4-52
T.O. 1C-lISA-l Section IV

Figure 4-19

4-53
Section IV T.O. IC·lISA·I

radio magnetic indicator (RMI) card. When the con· S·2 compass system through the pilot's course indio
trol is tuned to a localizer frequency, the glide slope cator. These signals are combined with pitch and roll
receiver (R322/ ARN·18) is automatically energized. signals from the steering computer vertical gyro to
Turning the OFF.ON switch on the control pedestal operate the steering pointer on the approach horizon
to the ON position supplies 28·volt d·c power to the instrument.
receiver filaments and dynamotor.
GLIDE SLOPE REC~IVER .1 - VC·118A.
VHF NAVIGATION (VOR·2)- VC·118A.
The glide slope system (ANI ARN·18) consists of a
The YOR·2 receive (R5401 ARN·14) is located on the receiver located on the radio rack and controls that are
radio rack and the dynamotor is located in the dyna. an integral part of the YOR·I tuning system. Turning
motor compartment adjacent to the radio rack. The the ON·OFF switch on the pilot's YHF NAY·I radio
C·I ·compass amplifier is located at the radio operator's control panel to the ON position, and tuning the Se.
station. Radio magnetic indicators (RMI's) for the lector to a localizer frequency energizes the glide slop<'
YOR·2 system are located as follows: two on the main power relay switch and supplies 28·volt d·c power to
instrument panel (26, figure 1·10), one in front of each the glide slope receiver. The output of the receiver
pilot, an~ one on the instrument panel at the naviga- is connected directly to the horizon bar of the approach
tor's station (figure 4·21). An omni.hearing indica· horizon indicator (4, figure 1.10). When sufficient
tor placarded YOR·2 is installed at the radio operator's signal strength is available, the OFF /lag on the face
station (figure 4·19). The YOR·2 system is operated of the instrument will disappear.
from the YHF NAY radio control panel on the control
GLIDE SLOPE RECEIVER ·2 - VC.118A.
pedestal. The YOR·2 system incorporates the same fre·
quency range as the YOR·I system and is tuned in the The glide slope system (ANI ARN·18) consists of a
same way. The audio signals tuned on the control receiver located on the radio rack and controls that
panel may be monitored at any interphone control are an integral part of the YOR·2 tuning system.
panel by placing the YHF NAY·2 monitor switch in Placing the ON·OFF switch on the YHF NAY·2 radio
the ON position. Tuning the receiver to a YOR or lo- control panel in the ON position, and tuning the selec·
calizer frequency feeds directional Signals to the navi· tor to a localizer frequency energizes the glide slope
gator's YOR·2 omni·bearing indicator (OBI) and to power relay and supplies 28·volt d·c power to the
the YOR·2 pointers on the pilot's, copilot's, and navi· receiver. The output of the receiver is shown on the
gator's RMI's. The YOR·2 system provides directional face of the copilot'S course indicator. When sufficient
signals to the copilot'S course indicator to indicate signal strength is available, the OFF /lag on the face
the direction the aircraft must be /lown for the pre· of the instrument will disappear.
selected course. When the system is tuned to localizer
frequency, the copilot's course indicator is inoperative.
The' A·12 compass headings are fed to the copilot's ENTERTAINMENT RADIOS- VC.ll11A.
course indicator synchro and to the RMI cards at the Aircraft AF53·3240 is equipped with two entertain.
pilot's ADF and YOR indicators. When the system is meflt radios, one located in the aft staterOOm, and ODe
used for YHF NAY, the signals from the copilot'S located'. in the conference compartment. Aircraft
deviation synchro are fed to the radio beam coupler for AF53'3229 has one radio installed in the aft stateroom
use by the autopilot. To operate the system, 28·volt Power for the entertainment radios is supplied by a
d·c power is supplied to the filament and dynamotor 60ccyc1e, lI5·vblt a·c inverter located in the radio
by placing the ON·OFF switch on the control panel operator's compartment. The radio ON·OFF switches,
in the ON position. located:: on the control consoles of the individual reo
ceiver;l\energize the inverter when the switch is placed
STEERING COMPUTER - VC.IISA. in the'pN. position.
The steering computer is installed on the /loor on the
forward right side of the crew compartment. The AN/ARN·6. AUTOMATIC RADIO COMPASSES.
steering computer consists of a veri teal gyro, a com·
This equipmellt is operated from the pilot'S station
puter, and a gyro monitor indicator.; The_gyro monitor
(figure 1'8.) aQd the navigator's station (figures 4·20
indicator is installed on the main .instrum~nt panel and 4·21) asl'follows:
(2, figll,.e 1·10). The instrumentisplacarded SLOand
OFF. When the pointer is intheSLO position, the A. Receiver toggle switch or filter selector switch
steering computer. vertical gyro is· in· the erection' cycle; on interphone control panel- ADF·I or ADF·2.
when the pointer is in the OFF position, the gyro is
B~ Function switch -on automatic compass control
dccncrgizcd. Normal operation of the gyro is indicated
paneI-COMP, ANT, or LOOP, as desired.
when the pointer is in the mi8position. ·Deviation
signals are received from the VOR·,1 radio equipment, C. Select frequency by use of frequency selector
and magnetic heading signals arc received from the control.
4·54
 T.O. IC.118A.I Section IV

AN/APX·2SA IFF. I/P.MIC Switch.

The IFF radar set provides automatic radar identifi·
cation of the aircraft in which it is installed when The IIP·MIC switch, on. the IFF control panel, has
challenged by surface or airborne radar sets using liP, MIC, and OUT JSositions, and is spring.loaded
coded pulse transmission. Three modes of interroga· from the liP position to the OUT position. The
tion are used in the IFF system and the set will reply II ·MIC switch is operative only when the IFF mas-
to any or all of these modes, depending on the set· ter selector switch is in either the LOW or NORM
ting of the mode switches. Mode 1 is known as SI position. liP (Identification of Position) is a special
(Security Identification), Mode 2 as PI (Personal reply fearure that is a temporary change to mode 2.
Identification), and Mode 3 as TI (Traffic Identifica· When the switch is held in the liP position, the IFF
tion). The IFF radar set can also be used to send responds to mode 1 replies. When the switch is placed
distress signals or prearranged intelligence messages. to the MIC position, liP replies are tranSmitted while
The set incorporates an auxiliary coder group control the pilot's interphone button is depressed. The mode
panel which provides a more reliable identification change remains in effect for 30 seconds after the
through selectable pulse trains, the interval and num· switch is released or returned to OUT, or after the
ber of which permit more coding combinations in the microphone button is released when the switch is in
reply. The IFF radar set uses d·c and a·c power. the OUT position, the IFF replies to the mode ori·
ginally selected.
IFF Master Selector Switch.
A rotaty IFF master selector switch, on the IFF con·
AN/APN-4, AN/APN.9, AND AN/APN·70
trol panel, has OFF, STBY, LOW, NORM, and EMER· (LORAN) NAVIGATION EQUIPMENT.
GENCY positions. When the switch is placed to the
STBY position: all primary power is turned on; the
rubes will be heated and ready for operation; but the This equipment is operated from the navigator'. sta·
receiver will be inoperative. In the LOW position, the tion (figures 4-20 and 4-21) as follows:
receiver is partially sensitive and responds only to A. Power switch - ON.
strong interrogations. In the NORM position, the
receiver provides maximum performance. When the B. Set sweep speed to position 1.
switch is placed to EMERGENCY, the receiver op· C. Center the amplifiier balante C"ntto!.
erates at full sensitivity and four pulse replies are
transmitted regardless of the mode of interrogation D. Select desired station with station selector
received or the setting of the mode switches. switch.
E. Adjust intensity control until a·brilliant trace
Detent 8u"on. A detent button dial stop is located pattern appears on the indica.tor; then adjust
to the left of the IFF master selectori switch. The focus to provide dear pattern.
detent button must be depressed before the IFF master
selector switch can be placed in the EMERGENCY F. To shut down, rurn power switchr- OFF.
position.

Mode Switches. AN/APN.IAND APN·22 RADIO AJ,TIMETER.

Two mode switches, on the IFF control panel, have
the positions MODE 2, and OIJT, and MODE 3, and
OUT respectively. The mode s)Vitches are operative
WARNING
only when the IFF master selector switch is in either
the LOW or NORM position. Placing the mode 2
switch to the MODE 2 position and the mode 3 Do Dot rely OD your ANIAPN"l or APN.22
switch to the MODE 3 position allows the IFF set equipment to provide terrajncJearancew~p.
to reply to mode 2 or mode 3 interrogations respec· flyiDg over areas covered bya large dept1\"
tively. When either switch is in the OUT position, of SDOW aod ice. '
the IFF will not. reply in that mode.

Not.
The IFF set will reply to mode 1 interroga· This equipment is operated from the main instru·
tions at any .time. the IFF master selector ment panel (figures 1.9 and 1-10). as follows:
switch is in either LOW or NORM position
regardless of the setting of the mode switches. A. Radio altitude indicator power switch - ON.

4-55
Section IV T.O. 1 C·lISA·l

AF51-3811 THROUGH
AF51-3135

Figure 4-20 (Sheet I of 3)

4·56
 T.O. 1C-llBA-l Section IV

AFSl-17626 THROUGH AfSI-17661,

AFS1-17667. AND AfSI-176M

•. I

Figure 4-20 (Sheet 2 of 3)

4-57
 T.O.le·IISA·1
Section IV

Figure 4-20 (Sheet J of 3 )

4-58
T.O. 1 C·1l8A·1 Section IV

-
.. ... T

Figur.4.21
4·59
5edion IV, T.O.IC-IISA-1

B. Allow 1 minute for the tubes to heat up, and A marker beacon indicator light is located on the
observe ,that the indicator has moved from its course indicators. When the aircraft is within the
stopped position, thus indicating the equipment radiation pattern of a 75-megacycle marker beacon
is ready for operation. transmitter, the beacon will give an audio signal in the
interphone system and the indicator will illuminate.
C. Set the range switch to desired altitude range
On AF53-3223 through AF53-3305, sensitivity may be
(AN/APN-I only).
controlled by a HIGH-LOW switch OR the main instru-
0_ Set the limit switch for the desired minimum ment panel in front of the pilot'S seat.
altitude.
PILOT'S AND COPILOT'S RADIO MAGNETIC
E_ To turn off the equipment - Turn the power INDICATORS-AF51-3818 THROUGH AF51-3835.
switch to OFF.
A visual indication of the magnetic bearing oE a
station from the aircraft is given on each ID-2501 ARN
radio magnetic indicator (RMI). The No.1 pointer
on each RMI is connerted to the ADF system. When
The high range of the AN I APN-I a station is tuned in and the function selector is placed
altimeter cannot be relied upon below in the COMP position, the ADF pointer on each
500 feet over water and 600 feet over RMI will point in the direction of the station. A
land. Below these altitudes, when on compass heading signal from the A-I2 autopilot sys-
the high range, the indicator will tem rotates the card of each RMI so that the card
usually read high and may fail to read shows the aircraft's magnetic headittg. The reading
below 400 feet no matter how close of the ADF pointer against the card will then show
to the terrain the aircraft may actually the no wind, headinl/: to flv to reach the station.
be flying under conditions of poor visi-
The A-12 autopilot system feeds a compass heading
bility, the ANI APN-I indicator
signal into each RMI card. As the card rotates, the
should always be on the low range.
aircraft's heading in degrees appears under the lubber
line at the ,tOP of the RMI. This should correspond to
SCR-718 RADIO ALTIMETER.
the heading on the magnetic compass, the A-I2 head-
ing, selector, and the G-2 or S-2 compass repeater.

l:=:J
Do not rely aD your SCR-718 equipment
to provide terrain clearance when flying
When the frequency of the VOR station is selected
on the control panel, the No. 2 pointers will point
toward the station. The reading indicated by the
pointer is the bearing of the station from magnetic
north., The angle between the tip of the No. 2
pointer and the lubber line of the instrument is the
over areas covered by a large depth of tr~ck of the aircraft from the VOR station.
snow and iceo
,PILOT'S AND COPILOT'S RADIO MAGNETIC
INDICATORS-AF53-3223 THROUGH AF53-3305.
On AF53-3223 through AF53-3228, AF53-3230 through
This equipment is operated from the navigator's sta- AF53-3239,and AF53-3241 through AF53-3305, the
tion (figures 4-20 and 4-21), as follows: radio magnetic indicators (RMl's) are installed in
pairs. The pilot's panel has one'RMI which has the No.
A. To start the set - TurnREC. GAIN control 1 pointer connected to ADF No. 1, and No. 2 pointer
knob on the indicator approximately one-half connected to ADF No.2. The second RMI indicator
turn in a clockwise direction. has No. 1 pointer connected to UHF homing adapter
B. Adjust the circle to the size required for normal and No.2 pointer connected to VOR-TACAN.
operation. On VC-118A aircraft AF53-3229 and AF53-3240 the
C. To shut down - Turn the REC. GAIN control radio magnetic indicators (RMl's) are installed in
~irs. The pilot's panel has one RMI which has the
knob counterclockwise, to OFF.
No.l-p,oJnrer connected to ADF No.1, and the No.2
p(jinter .cOt)nectcid to ADF No.2. The second RMI
AN/ARN-12 MARKER BEACON. RECEIVER.
has the Ni>;Lpointer connected to VOR-I and the
The marker beacon receiver (figures 4-t6an~ 4-17) No.2 poiriterconnected to VOR'2 - TACAN. A sep-
has no controls but is energized automatically when arate RMI mounted ahove the glare shield in front of
power is supplied to the doc bus and the marker the magnetic compass has a pointer connected to the
beacon circuit breaker is on. UHF homing adapter.
4-60
 T.0. lC·ll 8A.l Section· IV

AN/ARN·21 TACTICAL AIR NAVIGATION panel C·824/ AIC-IO or by placing the selecto~
SYSTEM {TACAN)-AF51·3818 THROUGH in the applicable HF position. The transmitter
AF51·3835 AND AF53·3223 THROUGH is energized by placing the microphone selector
AF53·3305. in the applicable HF position and operating the
push.to.talk switch at the 'pilot's, copilot's, or
This equipment provides continuous indications of the navigator's station. This applies high voltage
aircraft's bearing and distance from any surface beacon to the transmitter circuits and replaces receiver
within a range of 195 nautical miles. It is operated audio with transmitter sidetone.
from the control panel located in the control pedestal
The HF·2 is not operable when the HF·I system is on
in the cockpit. The system receives power from the
CW or transmitting on PHONE. and the HF·I system
28-volt d·c power source and the 115·volt single· phase
is not operable when the HF·2 system is on CW or
a-c power source. The receiver operates in the fre-
transmiuing on PHONl~, except when using the emet·
quency range of 962 to 1024 and 1151 to 1207 mega·
gency ke),er. Operation of the emergency keyer on
cycles. ,The transmitter operates in the frequency
HF·I will disable the HF·2 system.
range of 1025 to 1144 megacycles. Anyone of 120
preset channels can be selected by the channel selector
Note
knobs on the control panel. T ACAN courses are
selected on the radio magnetic indicator (RMI). The No transmission will be made on emergency
distance to the T ACAN beacon station is indicated on (distress) frequency channels except for emer-
the range indicator, located on the main instrument gency purposes in order to' prevent transrnis·
panel (figures 1'9 and 1-10). After turning the NAV sian oJ messages- that could be construed as
switch to the ·REC position, allow at least 90 seconds actual emergcncy messages.
for the unit to warm up. Place the cbannel selector
in the desired position and adjust the volume. Turn ofT
by placing the NA V switch in the OFF position.
HF COMMUNICATION TRANSMITTER·RECEIVER
ItF COMMUNICATION (HF·l AND HF·2) 6185.1 (HF-l )-VC·118A.
TRANSMITTER·RECEIVER-C·118A.
The J.-Ip-t communication transceiver pr,oviues long
The system is controlled from the pilot's HF panel by rangc_ tWO·WilY voice ,and key comnlunication on 2.0.w
means of the following controls: 25.0 m_e frequencies. The trnosccivcr, power supply,
and l.lsspcil.lted cqui,pment arc installed on the radio rack
A. The OFF·PHONE·CW switch .t\lrns on the sys·
and the' (ontto'is ar~".I()(~lt<!d at _th~ radio operator's
tern and selects either voice or CW operation.
station (jiglll'" 4·19j. Twenty.eight.volt d·, and 115·
Since no key is providcd,~ normal operation is
volt a-c arc supplied by the appropriate huses for,radio
on PHONE. For CW operation. a portable ke),
reception. Il.igh voltage for transmission is supplied 'by
is plugged directly into the rccci\'cr.transmittcr~
the dyn~lmotor which operates, when the pu~h-to-talk
B. FREQUENCY - The outer dial is calibrated in lever on the microphone is depressed and the inter-
24 steps. numbered I through H; the inner dial phone control panel mirrophone selector switch is in
is calibrated in 2·' steps. lettered A through Z the HI'-I position. Receiving and transmission_may he
(except 0 and Q). Reference to a frequenc), moni~ored at any interphone station fly p!acing, the
card permits tuning to any frequency in the HF-l monitor: switch in the ON position. Normal op-
range of 2.0 megacycles through 2;.0 mega. eration of the unit is voice transmission and the -OFF-
cycles. PHONE·C\X' switch should he in the PHONE position.
A nUlOuaJ key may he plugged, intothc,fa<.iio o~ra_t9t's
c. BFO - Controls frequency of heat oscillator on
SCt for kt·y transmission, if desired. To transmit on
CW reception.
ke),. turn the OFF·PHONE·CW switl'h to CW. Turn.
D. THRESHOLD SENSITIVITY - Controls RF ing the OFF·PHONE·CW switch to either PilON I'
gain on PHONE; ineffective on CWo or CW turns the system ON, and rotating the s\\',itdl
to the Ofl position tlirns the set OFF.
E. RF GAIN - Controls output of audio amplifier
on PHONE. and RF gain on CWo
Note
F. Indicator Lamp - Opcra.tes when antenna tuner
is cycling. The antenna tuner automatically No transmission will ~~' made on,cmerg,enc),
tunes the antenna circuit to properly load the (distrcss) frcquency'<th.uirtcls CXC~I)t f()r emer-
transmitter output. The audio signal is availahle gcncy purposes io'-_otdcr': to"pr<,:venl ,transmis-
at the pilot'S, copilot's, and navigator's stations sion of messages 't~l.~t: could he t'onstrllcd i\s
by closing the applicable HF switch on control actual cmcrgency- ,n1cssagcs.

4-61
Section IV T.O. lC·11IA·l

HF COMMUNICATION TRANSMITTER·RECEIVER On AF51·3818 through AF51'3835, the LOCAL-

(HF·2)-VC.llIA. REMOTE switch on the ANI ART·13 transmitter must
The HF·2 communication transmttter • receiver also be in the REMOTE position to operate the system.
(ANI ARC-58) provides two·way voice communication On AF51·3818 "through AF51·3835, the. emergency
on 28,000 separate frequencies from 2.0 to 29.999 me keyer system is operated from the radio operator's sta·
for air to ground and air to air communication. The tion (figure 4·18, sheet 1); on AF53·3223 through
transmitter and receiver are located in the radio rack AF53·3228, AF53·3230 through AF53·3239, and
and are controlled from the radio operator's station AF53·3241 through AF53·3305, the system is operated
(figure 4·19). Four modes of operation are provided: from the navigator's station (figure 4·20, sheet 3).
amplirude modulation (AM), upper (U), lower (L),
and twin sideband (TWIN), selected by a rotary On AF53·,3223 through AF53·3228, AF53·3230
switch on the control panel. An OFF·ON switch, a through AF53·3239, and AF53·3241 through AF53·
volume control,'and 4 frequency selector knobs are also 3305, an emergency keyer test panel is provided at the
provided on the control panel. Power is supplied by an navigator's station (figure 4·20, sheet 3). With the
independent U5·volt, three.phase, 400-cycle inv~rter. test switch in the TEST position, the light on the test
panel will emit the code signals and the transmitter
wjll not be keyed.
Not.
No transmission will be made on emergency
(distress) frequency channels except for emer·
gency purposes in order to prevent transmis· When testing the emergency keyer system,
sion of messages that could be construed as make certain that the test switch is in the
actual emergency messages. TEST position, or distress signals will be
transmitted.
No transmission will be made on emergency
AUXILIARY HF RECEIVER (HF-3)-VC·11IA. (distress) frequency channels except for emer·
geney purposes in order to prevent transmis·
The auxiliary HF receiver (BC·348) is located at the sion of messages that could be construed as
radio operator's station (figure 4'19)· Controls are on actual emergency messages.
the front of the unit and no remote control provisions
are made. Tre unit provides medium ..range voice AN/ARC·27 UHF COMMAND TRANSMITTER·
reception in thl' 200 to 500 kc and 1.5 to 18.0 me range. RECEIVER.
Audio output~f this unil is available only at the radio
operator's station and in the stateroom. Control of the On AF51·3818 through AF51·3835, AF51·17626
audio output is selected by placing the HF·3 monitor through AF51.17661, AF51.17667, and AF51·17668,
switch on the interphone panel in the ON position. the equipment is operated from either the UHF com·
One·hundred·fifteen·volt a·c power is supplied by the mand radio control panel on the control pedestal (30,
radio bus, and the circuit is controlled by the MVC· figure 1·7, sheet 1; and 26, sheet 2), or the UHF com·
OFF·AVC switch located on the face of the receiver. mand radio control panel, located on the aft bulkhead
The set may be turned on by rotating the MVC·OFF· above the table lights at the radio operator's station
AVC knob to the desired position. Returning the knob (figure 4·18). To operate the UHF equipment from the
to OFF deenergizes the circuit. radio operator's station, proceed as follows:
A. LOCAL·REMOTE switch - LOCAL.
AN/ARA·26 EMERGENCY KEYER EQUIPMENT.
B. ON·OFF power switch - ON.
The emergency keyer equipment is utilized to trans·
mit aircraft identification, SOS, and a modulated hom· e. Set function switch on one of the following
ing signal on the HF radio. On AF51·3818 through posi tions, as required:
AF51·3835. the emergency keyer is used in conjuction MAIN - main transmitter·receiver.
with the HF liaison ANI ART·13 transmitter; on BOTH - main transmitter and guard receiver.
AF53·3223 through AF53·3228, AF53·3230 through GUARD - main transmitter-receiver on guard
AF53·3239, and AF53·3241 through AF53·3305, the frequency.
emergency keyer is used in conjunction with the Col·
Iins 618S·1 HF·l transmi~ter. When the ON·OFF
switch on the emergency keyer control panel is po· To prevent damage to the equipment,
sitioned to ON, 28 volts d·c is supplied to the system allo" at least one minute for warm-up
and the distress signals are automatically transmitted before actuating channel selector
over the HF radio. switch or microphone switch.
4·62
 T.O. lC-1I8A-l SectIon IV

D. Channel selector switch - Select the desired fre- A. Function switch _ TURN CLOCKWISE FROM
quency (as preset on the radio operator's UHF THE OFF POSITION TO ONE OF THE FOL·
control panel)_ LOWING POSITIONS AS REQUIREDI
E. TONE-VOICE switch - VOICE (TONE posi- T /R - Main transmitter-receiver.
tion may be used for D /F tone). T /R + G - Main transmitter-receiver and guard
F. To turn off the equipment, move the ON-OFF receiver.
power switch to OFF. ADF - Automatic direction finding (actuates
UHF homing AN/ARA-25).
To operate the equipment from the UHF command
radio control panel on the control pedestal (30, figure B. Receiver toggle switch on interphone control
1-7, sheet 1; and 26, sheet 2), proceed as follows: panel-UHF.
A. LOCAL-REMOTE switch (at radio operator's
station) - REMOTE.
B. Receiver toggle switch on interphone control'
panel-UHF. To prevent damage to the equipment,
C. Microphone selector switch (if installed)- allow at least one minute for warm-up
UHF. before actuating channel selector
switch or microphone switch.
D. Function selector switch - Rotate clockwise
C. Channel selector switch _ SELECT DESIRED
from the OFF position to either T /R (main FREQUENCY (AS PRESET BY THE MASTER
transmitter-receiver), or T /R + G (main trans- CHANNEL SELECTOR SWITCH).
mitter-receiver and' guard receiver), as required.

D. Adjust volume control knob on interphone con-

trol panel for desired volume level.
E. To transmit, pres. the press-to-talk button on
the microphone.
To prevent damage to the equipment,
F. To turn off the equipment, rotate the function
allow at least one minute for warm-up
selector switch counterclockwise to the OFF
before actuating channel selector
position.
switch or microphone switch.
Note
E. Channel selector switch - SELECT THE DE-
SIRED FREQUENCY (AS PRESET CN THE No transmission will be made on emer-
RADIO OPERATOR'S UHF CONTROL PANEL). gency (distress) frequency channels ex.
cept for emergency purposes in order
F. Adjust volume control knob on interphone con- to prevent transmission of messages
trol panel for desired volume level. that could be construed as actual emer-
G. To transmit, depress the press-to-talk button on gency messages.
the microphone.
UHF HOMING AN/ARA-25-C-1I8A.
H. To turn off the equipment, rotate the function
selector switch counterclockwise to the OFF The UHF homing system adapts the UHF command
position. radio transmitter·receiver and control to homing use;
the indication is read on the pilot'S and copilot'S RMI's,
On AF53-3223 through AF53-3305, the equipment is located to the right of the course indicator on the main
operated entirely from the UHF radio control panel instrument panel. Rotating the function s",itch 'On the
located on the rontrol pedestal (5, figure 1-7, sheeI3). UHF pedestal panel from the OFF position applies 27.5
A master channel selector switch provides manual fre- volts d·c to .the filaments of the homing system"Rotat-
quency selection when the channel selector switch is ing this switcn to the ADF position applies high volt-
in the M position, and also permits pre-selection of any age to the electronic Control amplifier, and applies 27.5
of the 20 channels by pushing the SET CHAIN button. volts doe to the antenna drive motor and solenoid relay.
The channel selector switch permits selection of any This relay transfers the antenna terminal of the
of the 20 preset channels, guard channel .( G ) or receiver-transmitter from the UHF command antenna
manual frequency selection (M). To operate the to the homing antenna. Tuning a station on the control
equipment, proceed as follows: panel FREQUENCY selector causes the UHF homing
4-63
Section IV T.O. IC-1I8A-I

antenna to align its null point in the direction of the B. Rotary switch - 3-POSITION (NOSE,DOOR, and
received signal. The. antenna synchro feeds directional CABIN).
signals to the single pointers of the pilot's and copilot's
right.hand RMI's, and the C·I compass signal power NOSE - Operates the loudspeakers (2) in the
amplifier (fed by the A·12 autopilot compass) feeds nosewheel well.
heading signals to the above RMlcards. The RMI
cards, the number 1 pointers, and the antenna synchro DOOR - Operates the loudspeakers at the for·
are fed 26 volts a·c from a transformer in the C·I ward and aft cargo doors.
amplifier.
CABIN - Operates the loudspeakers (3) in the
cabin and both cargo doors;
UHF HOMING AN'/ARA-25-VC-1l8A.
The public address system receives its audio signal
The UHF homing adapter (AN/ARA.25) operates from the interpbone system; therefore, the interphone
in con junction with the UHF command radio system. system is operated as for normal interphone function.
The electronic and compass signal amplifier< are lo-
cated on the radio rack and the solenoid relay in the
forward baggage compartment. The unit is controlled ANI APS-42, ANI AP5-42A, AND ANI APS-42B
by the ADF position on the UHF command function SEARCH RADAR.
switch. The unit supplies static-free air·to-air or air-
This equipment is installed in the radome nose, in the
to.ground homing signals. Homing bearings are
radio rack, and at the pilot'S and navigator's stations
shown OIl an indicator mounted on the tOI> of the in- (figure 4'17), and is operated from the navi!!ator's sra-
strument pallel glareshield (figure 4·27). Power tion. On some aircraft, the pilot also may operate this
is supplied to the circuits from the main radio 28·volt equipment from his station. On some aircraft, the ISO·
d-c and lI5-volt a-c buses. The unit is placed in Echo feature is installed. See Radome Anti·Icing Sys-
operation by turning the UHF command funtion tem, this section. The components of this equipment
switch to the ADF position'. Turning the switch to are located as follows:
OFF deengerizes the system.

PUBLIC ADDRESS SYSTEM-VC-Il BA. Component !.oeation

The public address. system consists of an amplifier
Radar receiver-ttansmitt~r Nosewheel 'Well
m01,lnted on the radio rack, a control panel located
on the pilot's interphone control panel, and seven Synchroni:zer Radio tack
loudspeakers. Two speakers are located in the nose Range-azimuth indicator (2) Pilot's (or copilot's
wheel wen, five in the cabin area, and one in the aft in AF51·17626 through
srateroom. A telephone-type handset is located on the AF51.17661, AF51·17667,
bulkhead aft of the copilot's seat. . The bracket for and AF51.17668) and
navigator's stations.
the handset is equipped with a toggle switch, which,
if placed in the UP position, connects the handset to Control panel Navigator's station
(and pilot's station
the public address system. Replacing the handset on inAF51·17626 through
the hanger automatically trips the switch to the down AF51·17661, AF51-17667,
position and returns the handset to the interphone and AF51.17668).
circuit. The public address control panel incorporates Antenna Radome
a three.position toggle switch placarded LOUD-
SPEAKER, OFF, and STANDBY, and a rotary selector
with NOSE and CABIN positions. ' The ANIAPS-42 equipment is. operated as follows:

Pre-Operation Check.
PUBLIC ADDRESS SYSTEM-C-ll SA.
A. Function switch,... OFF.
The public address system consists of loudspeakers
located throughout the aircraft (figure 4-16) and is B. Intensity (pilot's' and . navigator's scopes) - .
operated from the public address system t'Ontro! panel. FULL COUNTERCLOCK\VISE (lOw).
The public address system is controlled from the public
address panel on the control pedestal by means of the C. Scan switch - STOP.,
following switches: D. Gain contr~l- FULL COUNTERCLOCKWISE.
A. Toggle switch -.3 POSITION (OFF, STANDBY,
E. Tune control AFC - FULL COUNTERCLOCKWISE.
and LOUDSPEAKER).

4-64
 T.O. IC.1I8A·1 Section IV

F. STAB switch-OUT. F. Place STAB switch to STAB position. This

gyro-stabilizes the antenna. In case the sweep
G. Heater switch - OUT. turn is anticipated, switch it to OUT.

H. Check radar circuit breakers and fuses -BOTH

INSTALLED AND SPARES. Operation of the Gain Control.
A. Rotate the gain control clockwise, until the
target appears, then turn intensity down so that
Operation. the sweep trace is just barely visible again.
There is an optimum position for the clearest
A. Turn on radar inverter and check frequency
viewing and the highest d~ree of definition.
(380 to 420 cycles per second) and voltage (115
::t 3 volts),
Note
B. Place function switch to STANDBY and wait
at least 3 minutes. This is an added precaution, This set has much more signal ampli-
for there is, an automatic 3-minute delay any fication than is normally needed in the
time the function switch is switched from the event some tubes become weak during
OFF position, or if the heater switch is switched flight. Still further increases in GAIN
from HTR to OUT. However, much damage '1'ay be obtained by rotating the
could result should the automatic delay be in- VIDEO adjustment screw on the indi-
operative. cator housing.

Note
B. If no signal appears after turning up the GAIN
The antenna will respond to the tilt a reasonable amount, or in the event that the
meter control as soon as the power is sweep starts spoking, move the tune control
turned OD; however, the tilt meter indi- from the AFC position and attempt to tune
cator will not register antenna position the set manually. This is a critical adjustment
until the set has warmed up com- requiring extreme care. Use the MANUAL tun-
pletely. The tilt control should not be ing only when absolutely necessary. The AFC
deflected for more than 4 seconds prior position is more advantageous.
to complete warm-up to avoid damag-
ing the antenna tilt stops. C. When it is desired to materially reduce the
returns from heavy masses of targets, better
definition may be had by setting the A-J switch
C. Adjust FOCUS control OQ scope for a sharp to the FTC position. Further sharpening may
and clear sweep. be obtained by placing the A-J switch in the
IAGC position. Use the setting that gives the
D. Set function switch to SEARCH. clearest results and readjust GAIN if necessary.
E. Place scan switch to FUJ;.L.

Note
The A-J switch should not be used
If extremely low ambient temperature unless definite improvements are noted.
exists (below -30"C), and the antenna The overall sensitivity is reduced, mak-
and the sweep trace will not turn, place ing small targets more difficult to de-
heater switch to HTR position for 1 or tect on the longer range.
2 minutes, depending on the tempera-
ture, then switch to OUT. If antenna
and sweep on the indicator will not D. At times, the returns from Jarge cities or a
rotate after the 3-minute delay, return rough sea may appear too bright on the scope.
heater switch to HTR positio'1 for a Setting the STC switch to STC position will
short period. Repeat un,til equipment reduce the return from targets up to 10 miles.
operates. Always use heater switch Increa,se the GAIN to compensate for the re-
with function switch in the STAND- duction ill intensity.
BY position.lf the transmitter has
been operating, previously, turn the E. Use the MAP position on the OBS-MAP switch
function switch to OFF first, then to for low ranges (5, 10, and 30) with the antenna
STANDBY. tilt meter at approximately .ero. In this posi-
4-65
Section IV T.O. le-118A -1

tion, the radiation pattern of the antenna is H_ Use sector scan any.tim e it is desired. Observa-
such that the distant targets will return as much tion of specific targets in the direction of the
energy as nearby targets; hence, a good map- aircraf t heading is slightly improved by using
ping presentation. In the OBS position, all of sector scan.
the energy is concentrated into a narrow beam
of approximately 5 degrees. Operate antenn a I_ The control on the top of the indicat or housin g
TILT switch to experim ent for the best results. varies ,he brightness of illumin ating lights for
With zero tilt and OBS position employed, observing cursor line and azimut h scale. It also
one can observe objects at approximately the varies the brightness of the range marker indio
same altitude for collisio n preven tion. ca,or lights on the upper rim of the indicat or.

F _ On the first five positions of the range switch, I. The .knurled knob on the lower edge of the
the scope represents the number of nautical indicator housing rotates cursor lines to the
miles, as indicated by the range switch. Range desired a%imu,h position.
marks will appear on the scope \"ith intervals
K. For beacon operation, place the functions switch
corresponding to the numbe r illuminated at
the top of the scope (the 5- and 10-mile range on BEACON, and 'he A-J and STC switches in
will have 2·mile intervals, the 30'mile range the OUT position. In beacon operati on, the
MAP beam is automatically selected; therefore,
will have 5-mile intervals, and the 100- and
200·mile range will have 25-mile intervals). The operate antenn a TILT switch to zero .tilt as
sixth position of the range switch, TD (target indicated on the antenna tilt meter, then pro-
discrimination), enables the operator to pick ceed as for SEARCH operation.
out any 30'mile sector within the range of the
set and use the entire scope to present it. This
is accomplished wi,h the use of 'he DELAY Note
control .
There are no ground returns when
G. On 'he TD posltlon of 'he range switch, 'he utili%ing BEACON. The exact range of
'0
s,art of 'he sweep is delayed from 5 175 miles
as indica,ed by 'he DELAY control. On any
the station will be V. mile less than the
distance to the first arc line from the
other position of the range switch, a. variable start of the sweep. The bearing may
delay marker will appear on ,he scope a distance be obtained by placing the cursor line
from 'he start of 'he sweep as indica,ed by 'he 'hroug h the center of 'he arcs and read-
DELAY control selling. The following is an ing the bearing from the azimuth scale.
example of TDope ra,ion: To read the beacon station code, inter-
pre, 'he long intervals between arcs
Assum e the target to be scrutinized is 150 miles as dashes and the short intervals as
oUI. Firs" place. 'he range swi'ch on. 200 and dots. Read identification of radar sta-
observe the target JUSt about on the sixth range tion from_ start of sweep outwar d.
mark (2S·mile interval range marks at this
selling). Nex,. rora,e 'he DELAY control un,i1
,he variable delay marker is between 'he fifth L. When it is desired to view 'he surroun ding
and six'h range markers (approxima,ely 135 weather conditions, place the function switch
miles from 'he Slart of 'he sweep). Now when in 'he WEAT HER position and proceed as in
the range switch is turned to the TD position,
search. Energy re'urns from clouds are propor -
'he ,.rge, will appear enlarged and approxi.
,ional '0 the ,amount ofprec ipi'atio n contained
ma,ely halfway from 'he Slart of sweep '0
'he
edge of scope. The exac, distance will be 'he
in 'hem. Hence, 'he denser the cloud formation,
the brigh,e r the return will appear on the
numbe r of miles as indica,ed by 'he DELAY
scope. Use OBS and operate TILT switch to
control plus the disrance from the start of the
zero for best indications.
sweep to the target.

Note Note
There arc two screwdriver ad justment Place functio n on STAND BY; scan
screwS on the front of the synchronizer swi,ch on STOP, and STAB swi,ch
SN,59/APS·42 for adjusti l'g 'he inten- on OUT every time se, is not being
sity of the fixed range marks and· 'he used. Then there will be ·nO delay when
variable delay marker. Set is used again.

,4-66
 •

T.O. lC,1I8A·l Section IV

Turn·Off Procedure.
B. PRESSURE INDICA TOR (push·to·test light)-
Lights when pump is operating.
A. Place the STAB switch in the OUT position.
C. 'PUSH·TO·BLEED - Releases pressure from
B. Place the scan switch in the STOP position. system.
C. Rotate the INTENSITY (on both scopes) full
counterclockwise. D. Pressure meter (marked in increments' of one,
15 through 45) ..;. Registers pressure in the
system.
D. Turn GAIN control full counterclockwise.

E. Move the function switch to OFF position.

ANTENNAS.

Note Antenna locations are shown in figure 4.22.

If spoking is noticed on the scopes
during weather operation or long.
range search operation, pulse trans- LIGHTING EQUIPMENT.
former T·404 is probably burning Out.
All lights are wired to the 28·volt d·c supply through
Use set on low-range search operation
only. their respective circuit breakers and switches.

Terms and Abbreviations. EXTI!RIOR LIGHTING.

AFC - Automatic Frequency Control. Taxi Light.

A.J - Anti.Jamming Operation.
A sealed beam taxi light is installed on the nose gear
FTC - Fast Time Constant. shock strut and is controlled by an ON·OFF switch
HTR - Antenna Heater. mounted on the forward overhead panel (figures 1.13
and 1.14.).
IAGC - Instantaneous Automatic Gain Control.
MAN -'- Manual Frequency Control.
Wing Leading Edge Lights.
MAP - Equal Energy Return Beam.
Two lights are installed, one on each side of the fuse.
OBS - Pencil Beam. lage,toilluminate the leading edges of the wing so
STAB - Antenna Stabilizer. that ice forma don can be detected. The lights are
controlled by an ON-OFF switch which is mounted
STC - Sensitive Time Control. on the forward overhead panel (figures 1.13 and 1-14).
TD - Target Discriminator.

Landing Light••
RADAR PRESSURIZING KIT MK.59 AP. i
A sealed beam, electrically actuated landing light is
The components of the radar pressurizing kit are installed on the underside of each middle wing panel.
pump, switch, and control, and are located on the aft Each light is controlled by a 3-position switch marked
side of the bulkhead immediately behind the copilot'S EXTEND, OFF, and RETRACT, and an ON.OFF
seat.
switch located on the upper instrument panel (figure
The system is' controlled from the. Rt\DA!Q: PRESS ,1·~~~.(ii1he EXTENP'OFF'RETRACTswitch:, aCtuates"
pand by means of the i following controls:: ' i: the 'landing: light mechanism 'and provides for inter-
, ' , mediate' pO$itionil\g. "I;he ON'OFF swirch controls
A. Blower, switch - TWQoposition widi,guard i11l\lnlq:~ti~itof ,tM landing .Jig'hts.
(NORMAL ON position).
MOMENTARY ON - USED for teSt pur~se,s.' LI~lit.:", ,,' , ," ',' "
Nal!,Iii,II,!Iell,',', flo.l'flel,'II' i "
Pump operates continuonslY in thisrositil?~t:! iii'!" lrl" I', ':W ~,: ':
NORMAL ON - Used for normal operation. The ''la~ig!110nj)d$ition '!fghts' consist, of a green 'light
ontbe ri~ht whig tip, a ted light on the left wing
Pump controlled automatically by pressure tit>i' t~dand white Ughts on the tail cone tip and a
switch. white light on the top and bOttom of the fu",lage. The

4-67
 Section IV T.O. IC-118A-1

wing tip and tail cone lights are controlled by a 3- on the bulkhead of the crew's lavatory, aft of the navi-
position switch placarded STEADY, OFF and FLASH. gator's station. Tbe dome ligbts in tbe four lower
A separate ON·OFF switch controls the upper and compartments are individually coptrolled by a switcb
lower white fuselage lights. These switches are located installed beside the compartment's respective access
on the forward overhead panel (figure 1·14). Placing door. 10 addition, a switch and an amber indicator
the 3'position switch in the STEADY position will ligbt, located jn tbe fligbt compartment immediately
illuminate the wing tip lights and the white tail cone aft of the crew's entrance door, are provided to illum..;
light. When the switch is placed in the FLASH posi- inate tbe compartments from within tbe aircraft. This
tion, the wing tip lights and the white tail cone light
switcb controls all underfloor compartment and tail
will flash alternately to the red tail cone light. When
beater compartment dome ligbts. Illumination of tbe
the fuselage light switch is placed in the ON position,
. the upper and lower, white fuselage lights will flash amber indicator light indicates tbat the dome ligbts are
with the red tail cone light. illuminated when the switch is OD Q

Note Aldis Lamp (If Installed).

Should the flasher fail, place the switch in
An Aldis lamp is provided in a holder located on the
the STEADY position.
bulkhead aft of the copilot's seat. The lamp cord may
be plugged into a receptacle located on the aft over·
head panel (figure 1-12) when the lamp is required.
Anticollision Light.
A red streamlined rotating anticollision light is
installed on the top of the vertical stabilizer and is
normally controlled by the navigation position lights INTERIOR LIGHTING.
switch on the forward overhead panel. (On some
aircraft, a separate ON-OFF switch controls the anti- Cockpit Overhead Lights (Floodlights).
collision light.) On some aircraft, the circuit is inter-
locked through a ground control relay to prevent Two adjustable overhead lights (figure 1-7). one white
burning the light lens when there is no cooling and one red, are installed· in the cockpit. The lights
airstream. provide floodlighting for the cockpit area and are
individually controlled by dimming rheostats located
Note on the lower section of the forward overhead panel
(figure I-B). On AF51-3818 through AF51-3835 and
The rotating anticollision light should be AF53-3223 through AF53-3305, both overhead lights
turned off during flight through conditions of are white and the intensity of the lights is controlled
reduced visibility where the pilot could ex- by a single dimming rheostat located adjacent to the
perience vertigo as a result of the rotating ammeter-voltmeter panel (figure 1·22)1 however, the
reflections of the light against the douds. In lights may also be turned on to full intensity by an
addition, the light would be ineffective as
override switch located above the pilot on the forward
an anticollision light during these conditions
overhead panel (figure 1.14). The switch is placarded
since it could not be observed by pilots of
other aircraft.
OVERHEAD WHITE LIGHT with the positions ON
and OFF and may be used by the pilot to floodlight the
cockpit for general illumination or during /light
through thunderStorm areas, as required.
Wheel Well Lights.
A light is provided in. each landing gear wheel well
and is controlled by either a switch located, on the
forward overhead panel (figures 1-13 and 1-14) or by Instfument Lighting.
a switch located in the nosewheel well. The wheel well
The red lights for the flight instrument panels are
lights should be focused on the wheel-down locks.
controlled by rheostats on the cold air orifice panels
(13. figure 1-6).
Lower Baggage Compartment 'Ughts. The red lights for the engine instrument panel, the
Dome lights are installed in the lower baggage com- forward top face of the control pedestal, the fuel dump
partments, hydraulic accessories compartment, heater valve control handles, and the overhead panels are con-
compartment, and in the spar. area. The lower baggage trolled by rheostats on the forward overhead panel
compartment lights are controlled by a switch located (figures loU atul 1-14). Twelve white lights on the

4-68
 T.0.1 C·118A·1 Section IV.

main instrument panel also are controlled by rheostats Cabin Dome Lights. Seven dome lights. installed down
on the forward overhead panel. the center of the: cabin ceiling. are controlled. by an
ON·OFF switch located on thl>' forward side··of each
cargo door (figure 4·23). The main cabin switch panel
Radio Operator's Table Lights and Instrument (figure 4·23) also has a BRT·DIM switch for the dome
Llghts-C·1I8A. lights.
Three adjustable table lights are installed at the radio
operator's station (figure 4·18). The lights are con· Emergeney Cabin Dome Lights. Five of the dome lights
trolled by three dimming rheostats located on the aft in the cabin ceiling have additional 6·volt bulbs. These
bulkhead at .the radio operator's station. The instru· bulbs are controlled by an impact switch on the aft
ment rim red lighting and the radio equipment red right side of the flight compartment partition. A dry·
and white lights are controlled by twO rheostats located cell battery to supply the 6 volts is located in the right
on the aft bulkhead at the radio operator's station. An main junction box annex, and a test switch is located'
adjustable red instrument panel light. located above on .the main cabin switch panel (figllre 4·23).
the flight compartment dome light provides iIIumina·
tion for the navigator's instrument panel'-and is con-
trolled by a dimming rheostat on the light. Lavatory Dome Light. A light is installed in the lava·
tory and is controlled by an ON·OFF switch on the
la,:,atory partition.
Radio Operator's Station Llghtlng-VC.118A.
The radio operator's station is equipped with a flex·
ible work table light with ·a theostat control mounted Map Reading Lights. Three white map reading lights
on the radio panel. General illumination for the are insrailed in the cockpit, and are controlled by .indi~
area is furnished by a lIome light in the upper aft vidual rheostats. The pilot's map reading light is 10'
corner of the compartment, The dome light switch cated on the heater fire control pan~l (figure 4-10). the
is located on the dome Jightsupptirtbracket. The copilot's on the ammctcr~voltmeter panel,.and the crew
main junction box exterior panef is illuminated by a engineer's on the aft overhead panel (figllre 1·12).
floodlight mounted above the radio operator's seat.
The control switch for the junction box floodlight is
located' on the forward overhead panel (figllre 1·14). On AF53·3223 through AFS3·B05. the pilot's map
The integral radio panel lights are controlled by a reading light is located immediately ahove the heater
rheostat located on the radio control panel. fire control panel and the copilot's is located above the
ainmeter-voltmeter panel.
Navigator's. Table Lights and Instr\lment Lights.

Twoadjustable table lights are installed at the navi· Upper Instrument and Forward Overhead Panel Light.
gator's station' (figllre 4·20). The twO lights are con·
ing. A white and red light assembly is located on the
trolled by separate dimming rheostats. one located on
the wall adjacent to the base of the olltboard light and bulkhead abo\'eeaeh pilot (figure 1·7). Individual dim·
the other located on the forward bulkhead beside the ming rheostats to control light intensity are locate:d
radio control panels. On AF53·3223 through AF5.~: on the forward o\'erhead panel (figures 1·13 and 1·14).
3305. the. navigator's white cons!)le lights are con· On some.ireraft. the' lights arc controlled by a single
cealed. Red .rill!. Iighti11gis provided for .the instrument rheostat lOCated, on (he right side of the forward
panel. ·Red and white work table lights contained in
overhead panel.
a single. adjustable Ib.:t'lre are, installed on the w.all for-
ward of the flight compartment ent.aflce d09r. The
lights are controlled by dimming theOst.ats located on Main Cabin Llghts-VC·1I8A.
the navigator's light cOntrol panel. overhead.
The midn 'cabin area is illuminated hy nine combina-
tion dome and aisle lights. One in the crew comport.
Dome Llghts-C.118A. ment. lin the galley, 1 in the passenger"compartment,
2 in the co~fercnce room, and 3 in the stateroom. A
double ON-OFF switch. with one toggle for the dome
Flight Compartment Dome Light. A' flight comport.'
ment dome light. located above the flight compartment light and the other toggle for the aisle light. is located
entrance door, can be' t'urned' on or off -from either' the beside each compartment door to control the' lights
ENTRANCE LIGHT switch on the forward overhead for the particular compartment. Seats and divans have
panel (figures 1·13 and 1·14) . or from the DOME individual reading lights which are controlled by ON·
LIGHT switch on the aft side of the entranCe door,. OFF switches located on the individual fixtures.
Section IV T.O. le-lISA-I

RADIO ANTENNAS

,
AA1-158
Figur. 4-22 (Sheet I of 2)
4-70
 T.O. le·118A·l Section IV

AF53-3223 THROUGH AFS3-3228

AFS3-3230 THROUGH AFS3-3239
AFS3-3241 THROUGH AFS3·330S

17

Figure 4.22 (Sheet 2 01 2)

4·71
 Section IV T.O. IC·118A·1

AF51·3818 THROUGH
AF51-3835 MAIN CABIN SWITCH PANEL

AF51·17626 THROUGH
AF51·17661, AF51.17667
AND AF51.17668

Figure 4-23
Lavatory ond Wash Room Llghts-VC.118A. door on the forward partition of each malO cabin
Each lavatory is equipped with an individual dome compartment. A 28-volt doc control switch for each
light conttolled by a switch located outside the lava- sign is installed on the forward overhead panel (figure
tory door. Lavatories equipped with mirrors have [-14) in the cockpit. When either switch is in the ON
localized illumination for the mirrors controlled by position, the respective sign will be illuminated. A
an ON·OFF switch located on the light fixture. RETURN TO CABIN sign is located on the wall of
each of the three lavatories, the aft lounge, and the
Passenger Entrance Llghts-VC.118A. galley. Each sign is illuminated when the FASTEN
SEAT BELT control switch is in the ON position.
The passenger entrance is illuminated by one dome
light for general lighting and two spotlights focused
on the threshold. These lights are controlled by two OXYGEN SYSTEM. (
ON-OFF switches located beside the passenger door. A fixed low-pressure, diluter-demand oxygen system is
instaBed on the aircraft for the flight crew to use either
Fasten Seot Belt, No Smoking, and Return to in the event of cabin supercharger failure or ~n ~ase of
Cabin Slgns-VC·l18A. smoke or fire. The standard fixed oxygen system pro-
An electrically illuminated FASTEN SEAT BELT vides an oxygen cylinder (0-2) for the pilot, and one
sign and a NO SMOKING sign are located above the (G-l) for use of the copilot and other flight crew mem-
4-72
 T.O le-1I8A-l Section IV

bers. In addition to the fixed system, three low.pressure effort and attention.. The electrical and mechanical
portable oxygen cylinders are installed to supplement releases and' interlocks simplify operation and prevent
the fixed system and to provide oxygen at locations an improper qperatlng procedure. The following data
other than at the established crew positions. Four pertains to the flight operation of the autopilot:
recharger fittings are installed in the flight compart·
ment to replenish the portable cylinders. When the
WHEN TO ENGAGE.
aircraft is used to transport litter patients, a ra(:'k coo-
taining six portable high.pressure oxygen cylinders The autopilot can be engaged with complete safety
is installed in the main cabin. when the aircraft is in any of the following attitudes .
OXYGEN SYSTEM CONTROLS. . A. Normal straight and level flight.

Diluter-Demand Regulators. B. Any. normal climb or descent, including just

after takeoff.
Five diluter·demand regulators (four on AF53:3223
through AF53-3305) are installed, one at each crew Note
station. On some aircraft, two regulators are also in-
stalled in the aft cabin compartment. If the autopilot is turned on and
engaged in a climb or descent, the air·
Oxygen System Indicators. craft will continue to fly in that atti·
tude until the pitch control knob
Flow Indicators. Oxygen flow indicators(blinker.type) switch is operated or the altitude con·
are installed on each regulator. trol switch is turned on.

Pressure Gag.s.
AIRCRAFT TRIIIl PRIOR to AND DURING
Two pressure gages, one for each system, are provided. AUTOPILOT· OPERATION.
The pilot'S system pressure gage is installed on the
left side of the cockpit (figure 1'7)1 the copilot's and A. Trim the aircraft manually by adjusting the
aircraft's trim tabs for "hands off" flight.
crew's pressure gage is installed on the hydraulic and
oxygen instrument panel (figure 1.29). B. The autopilot autontatically synchronizes itself
to the aircraft's attitude at all times when dis·
engaged and may be engaged while the aircraft
OXYGEN SYSTEM-NORMAL OPERATION. i~ in an out-oE-trim condition. In this case,
however, - an untrimmed condition is imme-
Normal operation of the oxygen system is as follows:
diately reflected on one of the three trim meters
A. Diluter·demand regulator control- NORMAL On the autopilot controller (figure 4-2,) by a
OXYGEN. COnstant signal indication.

B. If pure oxygen is required - Diluter·demand C. Trim in the elevator channel is automatic

regulator control- 100% OXYGEN. within limits which are set on installation.
Aileron and rudder trim can only be obtained
by manuaHy applying trim tab.
OXYGEN SYSTEM-EMERGENCY OPERATION.
D. In order not to impose an unnecessary load on
In an emergency, the diluter·demandsystem is con· the IIptopilot, it i. recommended that the air·
trolled by the safetywired red knob on the diluter· craft be manuaHy trimmed before engaging.
demand regulator. To operate the system, break the
safetywire and turn the red knob to the open position. ENGAGING AUTOPILOT.
This will supply a continuous flow of 100 percent
A. Automatic approach selector switch - AUTO·
oxygen.
PILOT.
OXYGEN SYSTEM DURATION. B. Turn knob - DETENT (centered).
The oxygen duration table (figure 4-24) shows a greater
oxygen duration at higher altitudes using 100% oxygen. C. Aileron knob - CENTERED.
This is due to the oxygen expansion to a greater
D. Autopilot engaging levers (figure 4-24) - DIS·
volume at altituc1e than at 'sea levelo
ENGAGE (down).
AUTOPILOT.
E" Pilot switch - ON (aHow 2 minutes for warm·
The A·12 autopilot is designed to enable the pilot to up).
operate the equipment with an absolute minimum of
4·73
Section IV T.O . 1C-lISA-l

OXYG[N DURATION CHART

OXYGEN DURAnON, HOURS (UNPRESSURIZED)

CREW MEMBER (PILOT)
.IE TYPE D-2 (YUIDEI

ALTITUDE GAGE PRESSURE (PSI)

(fEET)

.5 .28 .14
25,000 .5 .4 _2 .1
1.1 .9 .8 .6 .3 .15 EMERGENCY
20,000 .6 .5 _4 .34 .17 .08
Descend to
1.4 1.2 1.0 .8 .6 .4 .2 Altitude not
U,OOO .5 .4 .35 .28 _21 .14 .07
requiring Oxyge ..
I •• 1 1.0 .77 .5 .25
10,000 _4 .3 .3 _22 .17 .11 .05

aLACK FIGURES-INDICAn DILUnR D••AND UIAG.

RED FIGURES -INDICAn 100" O]lYG.N UIAG.

OXYGEN DUOnON, HOURS (UNPRESSURIZED)

CREW MEMBER (OTHER THAN PILOT)
lASED ON FOUl CREW MEMBERS, ONE mE G-I
GAGE PRESSURE (PSI)
ALTITUDE
(fEET) 200 100 BelowlOO
400 350 300 250 150
1.0 .8 .7 .5 .4 .28 .14
25,000 _II
.8 .68 5 .45 .34 .22
1.1 .93 .79 .62 .47 .31 .15
20,000 EMERGENCY
6 2 17 I
1.4 1.2 1.0 .8 .6 .4 .2 D.... nd to
U,OOO 5 14 Altitude not
-$
1.9 1.6 1.3 1.1 .8 .54 .27 requiring Oxygen
10,000 .4 .34 .28 .22 .17 .11 .05

aLACK FIGURES-INDICAn DlLUUR DIMAIID U. .G.

RED FIGURES -INDICAn 10.,. O]lYG.N U " "

Figu,.4-24

4-74
 T.O. IC-lISA-1 Section IV

F_ Aircraft wings - LEVEL WITH HORIZON.

AUTOPILOT MECHANICAL ENGAGING LEVERS
G. Manually trim aircraft.

H. Autopilot trim indicators _ CHECK TRlM INDICA_

TORS ON AUTOPILOT CONTROLLER FOR
SYNCHRONIZATION.
I. Autopilot engaging levers - ENGAGE (up).

J. Aircraft uim _ RECHECK THAT TRIM INDICA.

TORS ON AUTOPILOT CONTROLLER ARE CEN.
TERED.

USE OF ALTITUDE CONTROL.

To maintain specific pressure altitude while operaejng

on autopilot, move the altitude control switch to the
ON posicion. The following will occur:

A. If in level flight. the aircraft will continue to

fly at the pressure altitude at which the aircraft
was flying when the altitude control was
turned ON.

B. If climbing or descending when the switch is

rurned ON, the aircraft will lever off and hold
a constant altitude. Later, however,.when the al-
titude control switch is turned OFIf, the aircraft
will recurn to the climbing or de~cending atti-
tude effective at the time the switch was turned
ON. "AI-146
Figure 4.26

c. Pitch attitude change through the use of the

altitude control is limited to plus or minus 6
degrees of level flight attitude. If the altirude
control is engaged while the aircraft is climbing
or desceflding at greater than this limit, the
alt~tude control will compensate for 6 degrees.
and the aircraft will continue to climb or de-
secend at a pitch attitude 6 degrees less than
the original attitude. In this case, if the aircraft
continues to climb or descend, the altitude con-
trol may become damaged.

D. It is recommended that the aircraft be leveled

off at the cruising altitude before engaging the
altitude control.
E. During the time the altitude control switch
is ON, the pitch knob will be inoperative.

The altitude control switch must be

turned OFF prior to changing the
static source selector valve switch to
the alternate position. Failure to do
so will result in an abrupt change of
Figure 4-25 attitude up to the limit of 6 degrees.
4-75
Section IV T.0.1C·118A·l

TO CHANGE ATTITUDE OF AIRCRAFT. with beam error data derived from the course indi-
cator signal. The a"utomatic pilot, therefore, senses a
The autopilot co(ltroller reduces the task of maneu- signal which is proportional to the angular heading
vermg the aircraft to the manipulation of two knobs error as well as the magnitude and rate change' of
(a pitch knob for climbing and descending and a turn beam· error signal. The heading selector contains twO
knob for left and right turns). synchros. One serves as an A-12 heading repeater.
A. The pitch knob is so placed on the autopilot operating a pointer which continuously indicates the
controller that rotating it forward will produce magnetic heading of the aircraft. The second synchro
nosedown control and rotating it aft will
is connected to the settable pointer and is used to de-
produce nose up control. fine the desired heading. The output of the heading
selector (a signal proportional to the angular differ-
B. The turn knob is so placed Oil the autopilot ence between the two pointers) enters the automatic
controller that if rotated to the right or left it pilot system only when the selector switch is in
will produce right or left turns respectively. RANGE position.
Operation of the turn knob in either direction,
besides establishing a bank. simultaneously
applies automatic rudder correction which is AUTOMATIC RANGE AND AUTOMATIC
simply a means for correcting or preventing any APPROACH FEATURES.
slip or skid of the airc,.aft. In this way the
aircraft will /ly a perfectly coordinated turn During automatic range /lying (omni. V AR). use
at any airspeed. without the nec~ssity of making range position with track heading on the heading
manual adjustments. The smooth turn control selector and course selector. Use BLUE RIGHT for
permits minute and exaCt change of course and omni-range and BLUE LEFT or BLUE RIGHT for
simplifies aircraft maneuvers. VAR. depending upon direction of /light. The blue
left. blue right switch (figur. 4-2$1 is in the circuit
C. Climbing or descending turns can be made by only in the range position. For best results. do not use
proper coordination of the pitch knob and the the range position for ILS approach due to the 10-
turn knob. degree bank limitation that is imposed.

D. Straight and level /light may be resumed after

turns by returning the turn knob to the DE- Holding.
TENT position and rotating the pitch knob for
level /light. When the turn knob is returned to There are times when traffic control conditions will
the DETENT position. the aircraft will roll out require the pilot to maintain a constant altitude fO!
of the turn and hold the new heading. a period during the' descent for landing. For example.
a letdown rate of 500 feet per minute may have been
set in when traffic control directs the pilot to proceed
to 2000 feet and hold that altitude until instructed
AUTOMATIC APPROACH EQUIPMENT. further. Turning the altitude control switch ON and
increasing power to maintain airspeed will automati-
Automatic approach and range /lying equipment is cally level off the aircraft and hold that altitude.
installed and is used with the autopilot. The equip- When instructions are received to descend. the alti-
ment provides instrument guidance through which tude control switch may.be turned OFF and power
the autopilot responds to radio signals and maintains returned to letdown condition; and the aircraft will
an "on-course" /light path through interpretation of return to the original 500-feet-per-minute descent.
VOR. V AR. and T ACAN radio range beam signals.
and ILS locali_er and glide slope radio beam signals.
The automatic approach and range /lying equipment Automatic Approach.
consists of an automatic approach control, an automatic
approach control selector switch (figure 1-8) and a Because of the ease in maneuvering and because of the
heading selector,. installed in the main instrument stabili_ing eftect. the autopilot should be kept engaged
panel figure 1-9)•. and should be used during the letdown and approach
when an automatic instrument approach is planned.
The heading selector is a part of the automatic range However. the autQpilot should be disengaged before
/lying system. Automatic range /light requires that landing (in line with runway and descending). The
the pilot preset the desired course on the heading automatic approach system is more than just another
selector. The angular error between the aircraft head- piece of accessory equipment. Its use must be studied
ing and the desired course is measured by a synchro and thoroughly understood by the pilot and all others
in the heading selector which furnishes a proportional concerned. An automatic approach should be consid-
signal to the automatic pilot. This signal is mixed ered as a /light operation technique which must be
4-76
 T.O. 1 C·lISA·1 Section IV

AUTOPilOT CONTROlS (VC-1I1A)

RMI AND
AUTOPILOT
FUNCTION
SlLlCTOR
SWITCH

ALITOPILOT
CONTROLLa

MECHANICAL
ENGAGING
UVERS

~ I g,". 4·27
Sectlol! IV T.O. 'C."8A·'

carefully planned, developed, and practiced. The cock· Note

pit procedures must be definitely established and rig.
idly followed. It should also be remembered that the The use of altitude control in the procedure
automatic approach equipment is quite flexible with described represents one recommended meth·
regard to the geometry of the approach pattern. The od of executing an automatic approach. How·
altitude, distance from runway, and angle of inter- ever, its use is optional and an automatic
ception which are set forth in the procedure outlined approach may be made satisfactorily without
below may be varied to meet varying external can· it. In such a case, the instructions relative to
ditions such as terrain, weather, and traffic conditions the altitude control may be omitted.
or differences which are reflected on 'the applicable
approach plate. When planning an approach which
differs from this procedure, the followil'g fundamental Instrument Landing Receivers. The instrument landing
relationships must be kept in mind. receivers should be turned ON.

A. The localizer beam should be intercepted at aD Automatic Approach Controller. The selector switch
altitude and distance from the runway that will should be in the AUTOPILOT position. The AP·
permit the aircraft to turn to and stabil\i<e on PROACH READY light must be illuminated to indi·
the localizer heading before the glide slope cate that the autopilot and the automatic approach
beam is reached. control equipment are receiving power. Do not at-
tempt to execute an automatic-approach if the light
B. The initial angular error between aircraft head· is out.
ing and runway heading should be such that the
aircraft will be able to turn to the runway head·
Airspeed. The power settings should be the same as
ing within the width of the heam without
set up for a normal approach pattern.
exceeding the 25·degree bank angle limit of the
automatic approach control.
Course Indicator. When the aircraft intercepts the
C. Both flight and ground personnel mUSt realize localizer beam (course), the localizer needle on the
that local disturbances, such as taxiing aircraft course indicator will leave its stop and move towards
or other vehicles passing close to the landing the center.
system transmitters, may deflect or distort the Automatic Approach Controller. As soon as the local·
beams sent out by these transmitters. Since this izer needle on the course indicator leaves its stop, turn
distortion may cause a limited amoune of con- the selector switch to the LOCALIZER position (the
trol action on the part of an airplane which is green light should remain on). As the aircraft ap·
attempting to follow the beams, airport ground proaches the center of the localizer beam under auto·
regulations must be strictly enforced. matic approach control, the needle will continue to
move to the center, overshoot, and then return to
center. When the aircraft is on the beam, the needle
will be centered.
Approaching Localizer 8eam.

Altitude. The aircraft should be flown at an altitude

of approximately 1500 feet above the runway. This
altitude permits interception of the localizer beam Attempting to put in a manual turn signal
below the glide slope, and allows sufficient time for by rotating the turn knob on the autopilot
the aircraft to stabilize on the localiier beam course controller during the approach procedure
before the glide slope beam is intercepted. will result in electrically disengaging the
autopilot.
Distance from Runway. The aircraft should intercept
the beam at " distance of 10 to 12 miles from the run· Interception of Glide Path.
way. After the aircraft has. intercepted the localizer track
and is approaching the glide slope, extend the wing
Aircraft Entran.e Angle to Localizer aeam. The air· flaps and landing gear and establish the approach
craft may approach the localizerheam at any angle up airspeed. When the glide slope is intercepted turn
to 90 degrees' from the landing heading. OFF the automatic altitude control, adjust th~ pitch
knob to effect the approximate rate of descent and
Altitude Control. The altitude control $witch should turD the automatic approach selectQt switch to the
be turned ON unless particular conditions dictate APPROACH position. If the altitude control switch
otherwise. i. not turaed OFF lIIanually it will automatically reo

4·78
 T.O. IC-IISA-I Section IV

tutD to the OFF position when the selector switch is A. Auto approach
turned to APPROACH. switch ...................... SWITCH FROM LOCALIZER
TO APPROACH WHEN CENTER
OF GLIDE SLOPE BEAM
Airspeed. Power settings should be reduced to main- IS INTERCEPTED, I.E.,
tain constant airspeed as the aircraft flies down the WHEN CROSS-POINTER
glide slope. Thus, the aircraft is brought over the edge METER IS CENTERED.
of the field and down the center of the runway on the B. Blue left/right
correct flight slope for a normal landing. The diffi· selector switch ............... OUT OF CIRCUIT; HAS
culties of manually lining up with the runway under NO EFEFCT ON OPERATION
bad visibility conditions and the possibility of over or OF AUTOPILOT.
undershooting are eliminated.
Turning Off Automatic Approach. C. Heading selector..... OUT OF CIRCUIT; HAS NO
EFFECT ON OPERATION OF
The automatic approach system is not an automatic AUTOPILOT.
landing system. Under all conditions, the automatic Note
approach equipment must be turned OFF at a safe
predetermined minimum altitude. The pilot must If bracketing the localizer beam, do not
assume control of the aircraft from the autopilot and turn the auto approach switch to the
complete the landing. LOCALIZER position until the needle
on the cross-pointer meter leaves its
The recommended way to turn off the automatic ap- stop.
proach equipment is to push the electric release switch
Omni-Range Inbound.
and disengage the autopilot servo controls. (The ele-
vator trim tab wheels cannot be moved while the
servos are engaged.) A. Auto approach selector switch ..............RANGE.

Note B. Blue left/right selector switch .... BLUE RIGHT.

During the entire automatic approach pro-
cedure, the elevator trim tab servo of the C. Heading selector.................... SET ON HEADING
autopilot automatically keeps the aircraft TO OMNI STATION.
in trim about the pitch axis. This is import~
ant to the pilot in that it insures proper pitch D. Course selector........................ SET ON HEADING
trim for the aircraft when the autopilot is TO OMNI STATION.
turned OFF.
Omni-Range Outbound.
Automatic Range and Automatic Approach
Operation Checklist.
A. Auto approach selector switch ..............RANGE.
Inbound on Front Beam or Outbound on Back Beam of
Localizer - Flag Down. B. Blue left/right selector switch .... BLUE RIGHT ..

A. Auto approach selector switch ............. RANGE: C. Heading selector ........ .8ET ON HEADING FROM
OMNI STATION.
B. Blue left/right selector switch .... BLUE RIGHT.
D. Course selector............. SET ON HEADING FROM
C. Heading selector .... ·· .... ·........... SET ON INBOUND OMNI STATION.
LOCALIZER HEADING.
Inbound on Back Beam or Outbound on Front Beam of VAR Inbound.
Localizer - Flag Down.
A. Auto approach selector switch .............. RANGE.
A. Auto approach selector switch ..............RANGE.
B. Blue left/right
B. Blue left/right selector switch ........ BLUE LEFT. selector switch .......... POSITIONED ACCORDING
TO WHETHER BLUE IS ON
C. Heading selector................ SET ON OUTBOUND LEFT OR RIGHT ACCORDING
LOCALI ZER HEADING. TO VAR CHART.

Localizer Inbound for Landing 'on Front Beam - 15 to C. Heading selector ..... SET ON HEADING TO VAR
20 Miles from Transmitter. STATION (BEAM HEADING).
 Section IV T.O. IC-IIBA-I

VAR Outbound. Operating Limit•.

A. Automatic range selector switch ............ RANGE All specifications given are maximum and are meas-
ured from the normal level flight reference position.
B. Blue left/right
selector switch .......... POSITIONED ACCORDING
On Autopilot.
TO VAR CHART.
Bank ................................................. 45 DEGREES.
C. Heading selector.. .................. SET ON HEADING
FROM VAR STATION. Climb and descent... ........................ lB DEGREES.

Altitude controL .... .!

Note 6 DEGREES (APPROXIMATELY).
Under crosswind conditions, the crab CAN BE RED~CED TO MEET ANY
angle necessary to maintain flight AIRCRAFT CHARACTERISTICS.
along the center of the radio beam can Aileron trim ...................... B DEGREES BANK IN
result in the autopilot affecting a hunt- EITHER DIRECTION.
ing reaction from side to side of thel
course to the omrii station. This re-
action is caused by feedback of correct· On Manual Control.
ing signals from the heading selector
synchro and the automatic approach GYRO TILT ................ B5 DEGREES IN EITHER
control amplifier synchro to the auto- DIRECTION FROM OPERATING
pilot. To eliminate the hunting reac· LEVEL POSrr.ION BEFORE
tion, the correct crab angle should be HITTING STOPS.
determined and maintained by align·
ing the heading selector (double needle· Automatic Range.
or settable pointer) with the average
heading indicated by the compass reo Bank ................................................. 10 DEGREES.
peater pointer.
Automatic Approach - Localizer.
The operation of the directional switch is such that Bank ................................................ 25 DEGREES.
when the blue area of the V AR station is on the right
of the aircraft heading, the direction switch must be
positioned at BLUE RIGHT in making the approach Automatic Approach - Approach.
to the station. If it is positioned at BLUE LEFT, the
automatic approach equipment will turn the aircraft Bank .................................................. l0 DEGREES.
away from the station rather than 'towards.- it. When
tracking with the blue area on the left, the switch must Climb and descent... ........................ 5 DEGREES.
be positioned on BLUE LEFT. The direction switch
does not cause reversed course indicator indiCation. For
omni-range operation, the switch is normally in the NAVIGATION EQUIPMENT.
BLUE RIGHT position.
Periscopic sextants are installed on all aircraft. The
During cross-wind condition, the crab angle will show following procedure includes only the information that
up as the difference between the heading selector and is pertinent to this particular aircraft. For more com~
the omni bearing selector settings after stabilization plete information on the alignment of the periscopic
of the autopilot is obtained. sextant mount, see the applicable equipment handbook.

The autopilot information during omni~range opera~

tion is dependent upon the aircraft's heading, the set~
ting of the heading selector, and the omni bearing
A. Select the point of antenna connection at the
top center portion of the leading edge of the
vertical stabilizer, and crank the azimuth count~
4
selector settings. The omni bearing selector is not er to read 180.4 degrees.
connected in the circuit during V AR operation. It is
difficult to obtain intelligent'. 'indication from the B. When sighting on the object described· ahove,
autopilot when the auto approach selector switch is in the vertical reticle, target, and 0 degrees' (or N)
RANGE position while the aircraft is on the ground on the azimuth scale should coincide within %
, linless the aircraft headlng,,'headirtg selector, and the degree, and the. azimuth counter s.hould have the
omni needle are approximately the same. reading of 180A degrees previously set in..

4-BO
 T.O. IC·1l8A·1 Section IV

Drittnieters are installed on AF51·3818 through AF51. AUXILIARY POWER UNIT (D·2).
3835, AF51·17626 through AF51·17661, AF51·17667,'
and AF51·17668 in the navigator's compartment aft On some aircraft, an auxiliary power unit is installed
of the copilot's bulkhead. The driftmeter is used by in the lower forward cargo compartment (28, figure
the navigator while the aircraft is in flight~ to measure' 1·3) to provide a source of additional electrical power
both drift and azimuth. The instrument makes it, independent of a ground power supply. The auxiliary
possible to obtain direct indications of drift or the power unit is provided primarily for ground operation
angle between the actual direction of motion of the only, and is a 2'cylinder, 4·cycIe, V·type gasoline
aircraft and its heading, the relative bearing angle of ,engine with a muffler and a self·contained oil supply
a fixed object on the earth, a~d data for calculating system which has a capacity of 3 quarts. Fuel is sup·
ground speed. plied from the No.2 main fuel tank. The engine will
supply, at constant speed, an electrical output of 0 to
DRIFTMETER ALIGNMENT. 5 kilowatts (0 to 175 amperes at 28.5 volts).

The driftmeter is aligned as follows: AUXILIARY POWER UNIT CONTROLS (D·2).

A. With the caging knob in the CAGED position, Auxiliary Power Unit Throttle Control (0.2).
apply 115 volts a·c to the driftmeter, and place
the toggle switch in the ON position. The auxiliary power unit carburetor is controlled by
a mechanical 3'position control located below the
B. Depress the starting button and hold it in for auxiliary power unit control panel (figure 4·28. sheet'
approximately 1 minute. 1). The positions are CHOKE, IDLE, and RUN. The
CHOKE position is used as the starting position. The
C. Allow at least 5 minutes for the gyro to er~ct.
IDLE position is used after the power plant has started
to provide a slower warmup rpm. The RUN position
D. By rotating the tangent screw and sight control
is used after the engine has warmed up thoroughly
handle, sight on the UHF antenna on AF51·
(approximately 5 minutes) to provide maximum power
3818 through AF5l·3'835, AF51·17626 through output.
AF51.l766l, AF5l·l7667, and AF51.17668 ..
Note
E. Uncage the gyro by pulling out the caging knob
and moving it as far as it will go toward UN· Operation of the CHOKE can best be deter·
CAGED. mined by experience. Little or no choke will
be necessary above 10 0 C.
F. With the target centered on the grid lines,
tighten the driftmeter to the mount.
Auxiliary Power Unit Ignition Switch (0·2).
G. Again sight the target and note that the drift·
meter azimuth scale reads 182 (±%) degrees on A 2.position ignition switch is mounted on the auxil·
AF5l·38l8 through AF5l·3835, and 190 (±%) iary power unit control panel (figure 4·28. sheet I).
degrees on AF5l·17626 through AF51·1766l, The switch positi6ns are ON and OFF and 'are con'
AF5l·l7667, and AF5l.17668. ventional in operation.
,
H. When the target and grid lines are aligned as Auxiliary Power Unit Slarter and Generotor
described above, and the driftmeter azimuth Switch (0.2).
scale does not read the correct azimuth, proceed
A 3·position c~mbina~ion starter and generator' switch
as follows:
is mounted on -,the auxiliary power unit control ,p~pel
I. Make certain that the driftmeter is tightened on (figure 4·28,. sheet 1). The generator serves the 'dual
the mount and again sigh t through the drift· purpose of start." and generator. The spring,loaded
meter to assure that the target and grid lines are START position causes the generator to fun~tiqp,~~a
properly aligned. starter. The ON position produces generator,functlon.
ing. The center position is the OFF posidort. '['he' ailioil'
J. Loosen the screws securing the index pointer to iary power unit may be started, by power,supt'Ii~!fJi~$Irt,
the rotating tube. the aircraft batteries. ," '"
, ',_,.' '-,,, },-,It';.!':f>j{f1"*",·,',;,,
K. Set the lubber line of the index pointer to read AuxlliaryPowerUnil Circuil Breaker (Ji)'2).:lr,,'Il~,.Ji',
the proper azimuth reading as outlined in step Go
A ~e.'l~ra!or 6eld~4'~uJ~ ,l:W~~~(,lS}9~u't~~'R~:the ,
L. Retighten the index pointer screws, cage the "au,xlha,ry, PO~~r,\ u'lb!}i:oP"tt:WjlJ~MX CPK#fIf, ~·(l,8i,S!?et"·
gyro, and move the toggle switch to the OFF , i ),and m?" fje' set to ~,N't>elore starti'lg the auxiliary
position. power UOlt.
"4.81
Section IV T.O. 'C·l18A·'

AUXILIARY POWER UNIT CONTROL PANEL -

(02)

CONTROL

PLACARD AUXILIARY POWER UNIT PLANT PANEL

AAl-159
Figure 4.28 (Sheet I 01 4)

Auxiliary Power Unit Hand Cranking (0-2). Auxiliary Power Unit Oil Pressure Warning
Light (0·2).
The auxiliary power unit can be hand cranked with
An oil pressure warning light is mounted on the
a pull cord that firs into a notched and grooved pulley
auxiliary power unit control panel (figure 4-28. sheet
on the engine flywheel. Operation of the auxiliary
1). If the light does not go out a few seconds after the
power unit controls is identical for both electrical
auxiliary power unit has started. shut down and
and manual starting. The pull cord is stowed on the
investigate.
auxiliary power unit mounting platform (28, figure
I·j ). Auxiliary Power Unit Ammeter (0-2).
A doc ammeter is mounted on the auxiliary power
Auxiliary Power Unit Oil Temperature Gage (0-2). unit panel (figure 4·28, sheet 1).

An oil temperature gage is mounted on the auxiliary Auxiliary Power Unit Voltmeter (0-2).
power unit control panel {figure 4.28, sheet 1J. A doc voltmeter is mounted on the auxiliary power
unit control panel (figure 4·28, sheet 1).
Auxiliary Power Unit Cylinder Head Temperature Starting Auxiliary Power Unit (0-2).
Goge (0·2).
Before starting the auxiliary power unit, make certain
A cylinder head temperature gage is mounted on the that either the main battery switch is ON or external
auxiliary power unit control panel (figure 4-28. sheet power is plugged in, [hat the APU generator switch is
I) . OFF, and that the APU field circuit breaker is ON.

4·82
 T.O. 'C-llBA-' Section IV

RADIO
OPERATOR'S
STATION

,
AFT

"'Al-160
Figure 4-28 (Sheet 2 of 4)

Use the following procedure to start the APU.

A. APU throttle - CHOKE.
B. APU ignition switch - ON. Do nOt place the throttle in Run posi-
tion except foc"altitude starts, until the
e APU generator switch - HOLD IN START. engine has warmed up to minimum
temperature. The oil pressLlre warning
D. APU generator control switch - OFF.
light should be OFF within seconds
after starting; if not, shut down and
Note investigate.

Operation of the CHOKE can best be

determined by experience. Littl~ or TO OPERATE AUXILIARY POWER UNIT (D.2).
no choke will be necessary above
IO°e. Use the following procedure to operate the APU:
E. APU throttle _ IDLE AFTER ENGINE STARTS, A. Place APU throttle in the full down position to
EXCEPT FOR STARTS AT ALTITUDE, WHEN lock in the RUN position.
THROTTLE SHOULD BE PLACED IN THE
RUN POSITION. CONSISTEJNT STARTS B, Allow APU to operate in RUN position for
UNDER LOAD CANNOT BE MADE AT AL- approxtmately 2 minutes before turning the
TITUDES OVER 5500 FEET. generator switch ON.

4-83
Section IV T.O. 1C-llSA-l

. AUXILIARY POWER UNIT CONTROl-PANEl

AUXILIARY POWER PLANT . (GTP70-60)
OPERATING INSTRUCTIONS

1. CHECK BEFORE STARTING:

THE fOllOWING CIRCUIT BRE .... MERS MUS' IE ON
"'AIN .... 1.FOll HE .... 'U
"'.... IN HE .... Tn ..... Iuon Ht ....H. , .... PU fUEl'

,0 .... ~U~~NT.OL 0
8
0

.... PU fin W ..... NING CREW

HEATtI , .... 'U FlU EXTINGUISHU ENTRANCE
.... IUOll Dllcn SWITCH IN COCM'" "'UST IE Off DOOR
..... ,.U. GfNU .... 'O. SWITCH IN COCKPIT MUST It
"OFf .. ·
TO ST ..... T·
TU.N ..... P.U. M.... sn. SWITCH "01'1" W .... I' 10
SECONDS. HOLD n ..... T SWITCH "01'1" !!!!....Q!!!
nCOND M.... X
C.... UTION·
ST .... " SWITCH MUst ,.0' l! TU.NID "01'1"' UN-
HSS '.P.M. INDIC .... TO. U .... DS IUO.
OIL UfSSURE UGHT SHOULD II "0"''' WitHIN
20 SECONDS .... nn STAlliNG. IF NOT. SHUT
DOWN .... ND INVf51IG .... n
.... LLOW st ..... Tn TO COOL FO. 10 MINUffS .... nn
..... P.U. opnATION O' .... nn ONt MINlITl M.... XI.
MUM CONTINUOUS CI .... NKING.

3. GENERATOR '"OPERATIO'N:
tUIN ....... u. GINE ..... TOI SWITCH IN COCKPI'
"ON"' .... nn A PU. H.... S WAIMfD U, FOI 3TO
5 "'INlITiS'
CAUTION,
DO NOT TUIN A.'.U. GIN. SWITCH IN CO.CKPI'
"ON" UNtil ,.PM INDICATO •• IADS OVU97'l!,.

Co 4. TO STOP:
TUIN ...... U. GIiJIIU""O' SWITCH IN COCK"T
"OFF" 'UIN STO. SWitCH TO "STO'"
WAIT UNTIL ,.,M. INDICAtOR Il ...DS IUO. lUIN
...... U. M"'STU SWITCH "OFF."

WARNING: :::~:~T~.O~~::,~g: ONE

400 AM.eu CONTINUOUS
00 .... M.fl! IJIITUMITTINT.
SflEctlON OF fOUIP"'ENT uno FOI ONi GIN·
EIATOI SHOULD U IASIO ON THI FOllOWING
MAX. AlAn" .... 'IJIIGS,
C.... IJII mi. G'NO ILWI
"."
n....
.... £10 lin HOIST

,'" 0
o '"""
Oil TlANUE' PUM'
C.... GO HOist
C.... GO WINCH
UTTU un
...
11.11.1-161
Figur. 4-28 (Sheet 3 of 4)

TO STOP AUXILIARY POWER UNIT (D-2). AUXILIARY POWER UNIT (GTP70)

On some aircraft. an auxiliary power unit is inscalled
Use the following procedure to stop the APU: in the fuselage tail section, aft of the pressure dome
A. APU generator switch - OFF. (19, figure 1·3) to provide a source of electrical power
on the ground. The auxiliary power unit is an aU[Q·
B. Place the throttle in the IDLE position and matically controlled, gas turbine-powered source of
allow engine to r\ln until the cylinder head tem- constaD[ speed power, used to drive and cool twO air-
perature is below l2l"C. craft·type generators. Fuel is supplied from the No_ 3
C. APU ignition switch - OFF. main fuel rank; fuel consumption at normal rated
power (70 horsepower) is approximately 97.5 pounds
D. Place the throttle in the DOWN position after per hour. The maximum output for each generator
the engine has SlOpped. is 350 amperes at 28 volts.

AUXILIARY POWER UNIT CONTROLS (GTP70).

MANUAL STARTING OF AUXILIARY POWER Auxiliary Power Unit Master Switch (GTP70).
UNIT (D-2).
An ON·OFF auxiliary power unit master switch is
The auxiliary power unit can be started by hand by mounted on (he auxiliary power unit control panel
means of a pull cord if electrical power is not available and is placarded APU MASTER (fig"re 4·28. sbeets 2.
to make a normal start. 3, atld ~).

4-S4
 T.O. 1C-118A-l Section IV

. AUXIliARY POWER UNIT CONTROl

. PANEl

(GTP70-9)

"'''''1-162
Figure 4-28 (Sheet 4 of 4)

Auxiliary Power Unit Start Switch (GTP70). Auxiliary Power Unit Voltmeter Selector
Switch (GTP70).
A guarded ON-OFF auxiliary p<lwer unit START
switch is mounted on the au·xiliary power unit control A 2-pasition VOLTMETER SELECTOR switch is
·panel. It is spring loaded to the OFF pasition (figure mounted on the auxiliary power unit control panel,
4-28. sheets 2. 3. and 4). and has the pasitions GEN # 1 and GEN #2. On some
aircraft, provisions for only the GEN #2 posicion ace
installed.
Auxiliary Powe r Unit Stop Switch (GTP70).
An auxiliary pow~r unit STOP switch is mounted on Auxiliary Power Unit qenerator Switch (GTP70).
the auxiliary power unit control panel. It is spring On some aircraft, an ON-OFF auxiliary power unit
loaded to the RUN position (figure 4-28. ,heels 2, 3, generator switch is mounted on the aft right corner
and 4). of the forward overhead panel, and is placarded GEN
# 1. Provisions are made for a GEN #2 switch, and an
APU GENERATOR CUTOFF bar is installed so the
Auxiliary Power Unit Scoop Heater Switch (GTP70). two switches may be cut off simultaneously.
An ON-OFF auxiliary power unit scoop heater switch On some aircraft, two generator ON-OFF switches for
is mounted on the auxiliary power unit control panel. the auxiliary power unit are mounted on the forward
and is placarded APU SCOOP HTR (figure 4-28. ,heel, overht..ld panel adjacent to the four generator control
2, 3, and 4). switches. A gang bar is installed to Cut off the four

4-85
Section IV T.O. lC-118A-l

generator control switches, the two auxiliary power Auxiliary Power Unit Fire Warning Light (GTP10).
unit generator switches, and the battery master switch,
A fire warning light is mounted on the auxiliary power
simultaneously.
unit control panel and is wired in parallel, with a
warning light on the heater fire control panel (figure
Auxiliary Power Unit Oil Temperature Gage (GTP70). 4-28, sheets 2, 3, and 4).

An oil temperature gage is mounted on the auxiliary

power unit control panel and is calibrated in degrees Auxiliary Power Unit Airscoop Heater on
centigrade (figure 4-28, sheets 2, 3, and 4). On aircraft Light (GTP10).
with a GTP70-6 auxiliary power unit, an oil tempera-
ture limit card for various grades of oil is also installed. An airscoop heater ON light is mounted on the auxil-
On aircraft with a GTP70-9 auxiliary power unit, the iary power unit control panel immediately above or
oil temperature gage is red-lined at 124·C, and the to the left of the APU SCOOP HTR switch (fig-
oil temperature limit card is not installed. ure 4-28, sheets 2, 3, and 4). This light illuminates
when the scoop heater is ON.

Auxiliary Power Unit Combustion Chamber

Temperature Indicator (GTP70). OPERATION INSTRUCTIONS FOR AUXILIARY
POWER UNIT (GTP10).
On some aircraft, a dual combustion chamber temper-
ature indicator is mounted on the auxiliary power unit A placard containing brief operation instructions is
control panel and gives the temperature of each com- mounted adjacent to the auxiliary power unit control
bustion chamber in degrees centigrade. The temper- panel (figure 4-28, sheets 2, 3, and 4). The following
ature indicator provides indication that both chambers instructions are supplementary to those on the placard.
are firing. If at any time after start there is a tempera-
ture difference of over 300· C between combustion
chambers, the APU must be shut down immediately. TO START AUXILIARY POWER UNIT (GTP70-6).
Auxiliary Power Unit Tachometer Indicator (GTP10).
A tachometer is mounted on the auxiliary power unit
"control panel and is calibrated in percent of full rpm
(figure 4-28, sheets 2, 3, and 4).

Auxiliary Power Unit VoJtmeter (GTP10).

If aircraft APU is equipped with GE2CM82D4
On some aircraft, a d·c voltmeter is mounted on the generators, emergency operation only of the
auxiliary power unit control panel to indicate the GTP70-6 APU is authorized provided an ob-
voltage output when the voltmeter selector switch is server is stationed near the APU. If vibration
in the GEN # 1 position only. On some aircraft, the is observed to the extent that visible vibra-
doc voltmeter indicates the voltage output of either tion is being transmitted to the APU support
generator when the voltmeter selector switch is posi- structure and aircraft structure, the unit must
tioned to the respective generator. be turned OFF immediately.

Auxiliary Power Unit Ammeter (GTP10).

A. Check that the APU generator switches (lo-
On some aircraft, a. doc ammeter is mounted on the cated on the forward overhead panel) and the
auxiliary power unit control panel to indicate the airfoil de-icer switch (located on the heater
amperage output of the generator. On some aircraft, control panel) are OFF. Position the battery
two doc ammeters are mounted on the control panel switch to PLANE BATTERY, or to GROUND
to indicate the amperage output of the twO generators POWER if the external power source' :is plugged
(figure 4-28, sheets 3 and 4). in.

Auxiliary Power Unit Oil Pressure Warning B. Check that the following circuit heaters are
Light (GTP10). ON:
Main airfoil heater.
An oil pressure warning light is mounted on the Main heater, airfoil heater, and APU fuel
auxiliary power unit control panel (figure 4-28, pump.
sheets 2, 3, a'id 4). The light should g9 out within 20
seconds after the START switch is energized. APU control.

4-86
 T.O. le·118A·I Section IV

APU fire warning. B. Momentarily place the STOP switch in the

STOP position.
Heater and APU fire extinguisher.
C. Wait until the percent rpm indicator indi-
C. Test the fire· warning lighrs on the heater fire cates O.
control panel and the auxiliary power unit
control panel by pressing the auxiliary power D. Place the APU MASTER switch in the OFF
unit test button on the heater fire control panel. position.

D. APU scoop beater _ ON, IF REQUIRED Note

(BELOW FREEZING). To faCilitate cooling after shutdown,
the intake duct door should be kept
E. Turn ON the APU MASTER switch. Allow 10 open for a short period of time. This
seconds for the intake duct door to open. can be accomplished by waiting for ap·
F. Push the START switch momentarily (not proximately 5 minutes after the speed
over 1 second) to the ON position. The unit of the unit reaches zero before turnin~
should start and show a constant increase in the APU master switch OFF. This
rpm. Do not turn the START switch ON unless should not be interpreted to mean that
the pc::rcent rpm indicator reads zero. Do not such a procedure is necessary in case of
hold the START switch ON longer than 1 a nre. When the auxiliary power unit
second. The duty cycle of the starter is 35 is selected for fire extinguishing on
seconds ON, 10 minutes OFF. In case of mal· the heater fire control panel, the intake
function, or an aborted start, do not exceed door is closed simultaneously with
these requirements because the starting motor shutting down of the unit.
will be damaged. If the duration of the starter
operation exceeds 35 seconds, the Stop switch E. If the auxiliary power unit circuit breakers
should be actuated and the unit allowed to StOP; are to be opened, wait approximately 10 seconds
however, if the unit has not been in operation in order to insure that the air intake duct door
previously for at least 1 hour, three consecutive has had time to close.
starts may be made. If additional starrs are
made, the starter duty cycle must be observed. TO START AUXILIARY POWER UNIT (GTP70-9).
G. Note that the oil pressure warning light on Use the following procedure to start the APU:
the auxiliary power unit control panel goes out
wi thin 20 seconds after the START switch is A. Check that the APU generator switches (lo-
energized. cated on the forward overhead panel) and the
airfoil deicer switch (located on the heater
control panel) are OFF. Position the battery
switch to PLANE BATTERY, or to GROUND
POWER if external power source is plugged in.
If the light does not go out within
20 seconds, shut down the unit and Note
investigate. If using PLANE BATTERY, aU loads
except emergency loads shaU be OFF.
If the APU does not come up to full speed or
slows down when a load is applied, the cause B. Check tha, the following circuit breakers are
may be that a single combustion chamber is ON:
inoperative. The APU should be shut down APU control.
immediately and the cause investigated. APU fire warning.
H. After 3 to 5 minutes of warmup time, turn ON Heater and APU fire extinguisher.
the APU generator switches on the forward Main heater fuel pump.
overhead panel. In an emergency, it is not Airfoil heater and APU fuel pump.
necessary to warmup the unit, but d(j not turn C. Test the fire warning lighrs on the heater
the APU generator switch ON unless the per- fire control panel and the auxiliary power unit
cent rpm indicator shows 97 percent rpm, or control panel by pressing in the auxiliary power
more. unit test button located on the heater fire con-
trol panel.
TO STOP AUXILIARY POWER UNIT (GTP70-~). D. APU scoop beater - ON, IF REQUmED (BE·
A. Turn the APU generator switches OFF. LOW FREEZING).
4·81
Section IV T.O. IC-118A-I

E. Turn ON the APU Master switch. Note

F. Wait until the oil pressure warning light illu· To facilitate cooling after shutdown,
minates. This indicates that the air intake door wait until the speed of the unit reaches
is open. zero as indicated on the percent rpm
G. Press the START switch momentarily to the indichtor, and, if practical, wait 5 min·
ON position. The unit should start and show utes before turning the APU MASTER
a constant increase in rpm. The duty cycle of switch OFF (which closes the air in-
the generator acting as a starter is 1 minute out take door). This should not be inter-
of any 5·minute period. preted to mean that such a procedure is
necessary in case of a fire. When the
NOTE auxiliary power unit is selected for
fire extinguishing on the heater control
Aircraft tbat bave been modified by T.O. panel, the intake door is closed simul-
lC-U8A-626, the oil pressure warning taneously with shut down of the unit.
Iigbt will not illuminate until start switcb
is pressed, and air iotake: door is openo The E. If the auxiliary power unit circuit breakers
starti switch must be held on until oil are to be opened, wait approximately 10 seconds
pressure warning Iigbt goes off. Do not in order to insure that the air intake door has
exceed starter operating limitatioos o had time to close.

ENGINE ANALYZER.
On some aircraft, a fixed engine analyzer is installed,
If rpm does not exceed 95 percent while certain other aircraft contain provisions for the
in 1 minute, or if oil pressure warning use of a portable engine analyzer. The engine analyzer,
light does not go off within 20 seconds which permits continuous visual analysis of the power
at outside air temperatures above plant during either flight or ground operation, iso-
_35°C (-31 'F) or witbin 2 minutes lates and identifies malfunctions and imminent failures
at colder temperatures, pusb stop by projecting a series of patterns (figure 4-29) on the
switch and investigate. Do not operate
phosphorescent screen of a cathode ray tubeo
starter more than 1 minute out of any
5-minute period. .
ENGINE ANALYZER CONTROLS.
Engine Analyzer Power Switch.
The engine analyzer is controlled by an ON-OFF
toggle-type power switch located on the engine analyz-
er panel when a fixed engine analyzer is provided.
When a portable engine analyzer is employed, the
Stop APU if combustion chamber tem- power switch is located on the face of the analyzer.
perature difference exceeds 300'C.
Condition Seledor Switch.
H. After 3 to 5 minutes of warmup time, turn The conditioh selector switch, mounted on the engine
the generator switches on the forward overhead analyzer panel (fixed analyzer), and on the face of the
switch panel to ON. analyzer (portable analyzer), chooses an engine and
magneto and the kind of pattern (ignition, synchro-
TO STOP AUXILIARY POWER UNIT (GTP7G-9). nization, or vibration) to be analyzed. .

Use the following procedure to StOP the APU: Cycle SeledorSwltch.

A. Generator _ OFF. The cycle selector switch, moun~d on the eggine ana-
lyzer panel (fixed analyzer), and on the face of the
8. Momentarily place the STOP switch in the analyzer (portable analyzer) chooses. the· individual
STOP position. spark plug and portion of the complete engine cycle.
The push-button at. the center of the cycle .selector
C. Wait until the percent rpm indicator reads zero. switch, when pulled out, simultalleously displays pat-
D. Place the APU MASTER switch in the OFF terns of all spark plugs in a row on the indicator,
position. starting with any single cylinder selected by the rotary
position of the switch. Numbers on the switch dial
4-88
 T.O. IC·118A.I Section IV

identify the particular spark plug and positively show F. If part of the series is abnormal, position the
the location of any detected trouble inth. e(lgine. For cycle selector switch to bring one of the abnor·
vibration analysis, the cycle switch can select only mal patterns to the left side of the s:reen.
the No.5 cylinder (all engines) since a vibration piCk· G. cycle switch knob _ PUSH IN FOR A MORE
up has been installed only on the No.5 cylinder for THOROUGH EXAMINATION OF THE EX.
all engines. AMINATION OF THE EXPANDED PATTERN
OF ANY ABNORMAL CYLINDER.
Engine Anolyzer Indlcotor. H. Repeat the above steps for left and right sides
of both distributors, for all engines. It is sug·
The engine analyzer indicator, mounted on the engine
gested that at slack work periods all ignition
analyzer panel (fixed analyzer), and on the face of the
patterns be investigated on the fast sweep for
engine analyzer (portable analyzer), shows the exact
malfunctions that may not be observed on the
characteristic patterns of engine operation on a phos-
slow sweep.
phorescent screen, as selected by the condition selector
switch. DISTRIBUTOR SYNCHRONIZATION CHECK.
The distributor synchronization check is made to
ENGINE ANALYZER OPERATION. determine that both distributors simultaneOUSly fire
See figure 4·29. the two plugs in a cylinder. The distributor points are
timed to the No. 1 cylinder, and therefore should be
IGNITION ANALYSIS. checked on the No. 1 reference cylinder. For this
check. proceed as follows:
For ignition analysis, the engine analyzer is operated
as follows: A. Engine analyz~r power switch - ON.
B. Condition selector switch _ INDEX LINE ON
Note B UNDER THE ENGINE NUMBER TO BE
CHECKED.
Allow appr~ximately 1 minute for the power
supply amplifie~ and the indicator ,tube to C, cycle selector switch knob _ PUSH IN FOR
warm up. FAST SWEEP,

A. Engine analyzer power switch,.. ON. D. Cycle switch _ALIGN THE IGN INDEX LINE
B. Condition selector switch _PLACE INDEX WITH THE NO~ I REFERENcE Cn-INDER.
LINE ON L, R, OR BWITHIN THt IGNITION THIS SUPERIMPOSES THE IGNitiON PAT·
SECTOR ON THE ENGINE TO BE CHECKED. TERN OF THE LEFT AND RIGHT DlSTRIB.
INDEXING THE DIAL DETERMINES WHETH· UTORS. IF THE DISTRIBUTORS ARE SYN.
ER THE PATTERN WILL BE FOR THE CHRONIZED, THE PATTERNS COINCIDE
LEFT, RIGHT, OR BOTH DISTRIBUTORS. AND APPEAR AS ONE; OTHERWISE, THEY
OVERLAY ..NO THE, ()N;E APPEARING TO
Co Cycle selector switch _ ALIGN THE IGN THE LEI'T IS ADV..:NCED INRELA TION TO
INDEX LINE WITH THE NUMBER OF THE THE OTHER, BY MEASURING THE DISTANCE
CYLINDER TO BE SHOWN FIRST IN THE ON THE SCOPE BETWEEN THE PoINTS OF
SERIES OF PATTERNS FOR ONE DlSTRIB. BREAKER POiNT OPENING, AND ALLOWING
UTOR. 1/32 INCH TO EQUAL 1 DEGREE OF CRANK·
SHAFT TRAVEL, THE AMOUNT OF SYN.
D. Cycle switch knob _ PULL OUT TO OBTAIN CHRONIZATION ERROR MAY BE DETER·
A SLOW SWEEP (720 DEGREES OF CRANK. MINED.
SHAFT ROTATION) COVERING THE IGNI·
TION PATTERNS FOR ALL OF THE CYLIN.
DERS. THE CYLINDER SELECTED BY THE E. Repeat the above procedure for bach distribu.
CYCLE SWITCH WILL APPEAR TO THE tors on each engine.
LEFT ON THE INDICATOR, FOLLOWEID BY
THE OTHER 17 IN THE ORDER OF FIRING Two methods are available for determi(lins whi~h .
OF THAT DISTRIBUTOR. distributor, right'or left is out of synchtbn'i'z.1ullb,~c't~i .'
first is as follows: ,_ _ , _,._ _ " .1<", >,."i <J "~.-,-'~~. ("
"',!,
E. If all 18 patterns ate abnormal during the slow :. I,:" ',-,"'. , .. ""~':; -.. ~;n

A. CoilC\i'tlb~at~'~WIiI{;'~."~.'.'.,:lf~ . . ~·'t).'Nb'B.i
sweep, the malfunction is 'associated' with that . . " ,.,'
portion of the Magneto circuit that is 'common TKEEN~m'tNT:JM8Jtk"Tct ll'J;:'GIlEOIUJD., .',. .,
to all 18 ignition circuits; This would indicate
magneto or distributor difficulty. ' ,," '" ,', B.~ Gy<ll~'Jwitch knob - IN.
Section IV T.O. 1 C-IISA-l

ENGINE ANAlYZER

NORMAL PATTERNS LOW AMPLITUDE OF PATTERNS IN-

DICATES LOW MAGNETO VOLTAGE OUTPUT

SLOW SWEEP SLOW SWEEP

>·'""'7..... ~· ,~ .,........
.. ' ~>
NORMAL PAmRN
,l.i.~.; .~'
h1t1 '. ,_iht.~ _". 1- ....

SLOW SWEEP SLOW SWEEP

RESULT OF OPEN SECONDARY Of

OPEN PRIMARY IN
ONE CYLINDER AND SHORTED
ONE MAGNnO CIRCUIT
SECONDARY ON ANOTHER

INDUCTIVE PICKUP FROM OTHER MAGNETO INDUCTIVE PICKUP FROM OTHER MAGNETO

SLOW SWEEP SLOW SWEEP

SHORTED PRIMARY IN OPEN "P" LEAD. ONE PRIMARY.

ONE MAGNnO CIRCUIT ONE MAGNnO (L' OR L" OR R' OR R")

AA1-163
Figure 4-29 (Shee' J of 4)

4-90
 T.O. le-lISA-I Section IV

PATIERNS

BREAKER _HIGH INITIAL \ HIGH FREQUENCY

POINT PEAK VOLTAGE \ OSCillATION
OPENING \

FAST SWEEP FAST SWEEP

NORMAL PAnERN (SHOWING NORMAL PAnERN (SHOWING

REfERENCE POINtS ON WAVE) MAG nMING X)

-PATTERN SHIFTS BREAKER

ft BACK AND FORTH POINT

I~. OPENING\

I~
I
I
1\., '
I •\
I
Ii
I
FAST SWEEP FAST SWEEP

ROUGH ENGINE NORMAL PAmRN (SHOWING

BOOSTER POINT CLOSING)

NORMAl7ATTERN

~PRIMARY

FAST SWEEP FAST SWEEP

NO COMBusnON SHORTED PRIMARY ON

CYLINDER COII"-_ _ _ __

AA,1 - 194
Figure 4-29 (Sheet 2 of 4)
4 -91
 Section IV T.O. lC-118 A-l

-
ENGINE ANAlYZER

~ HIGH RESISTAN CE
INDICATES
ARCING
BREAKER
POINTS ,

FAST SWEEP
FAST SWEEP

ARCING BREAKER POINTS FIRST 5TAGE HIGH RESISTANCE

BREAKER
POINT
.OUNCE
- NORMAL .REAKER
POINT OPENING
L
IU~
~G' HIGH RESISTANCE

I
TRACE LINE SEPARATING TWO
FAST SWEEP INITIAL HIGH AMPLITUDES
FAST SWEEP

BOUNCING BREAKER POINTS SECOND STAGE HIGH REISTANCE

BREAKER: ~GE HIGH RESISTANCE

POINT
OPENING

FAST SWEEP
FAST SWEEP

INCORRECT BREAKER
POINT SYNCHRONIZAnON THIRD STAGE HIGH RESISTANCE

AA l-164
Figure 4-29 (Sheet 3 of 4)

4-92
 T.O. lC-118A-l Section IV

PAmRNS
lOW FREQUENCY INDUCTIVE PICK·UP FROM OTHER MAGNETO
OSCILLATION
ONE SIDE OF
TRACE LINE J

FAST SWEEP FAST SWEEP

BREAKER POINT SYNC.

OPEN SECONDARY (CONDITION ON L OR R)

FOULED NO OSCIlLATlON
7

FAST SWEEP FA ST SWEEP

FOULED SPARK PLUG SHORTED SECONDARY

LOW FREQUENCY OSCILLATION

~rn"··0>7

FAST SWEEP FAST SWEEP NORMAL ...~

INITIAL SPARK PLUG FOULING OPEN PRIMARY ONE CYLINDER COIL

AAI'16~
FigUN 4-29 (Sh •• t 4 of 4)

4_93
 Section IV T.O.IC ·IISA· I

C. Measur e the exact distanc e betwee n the start C. Indicat or _ THE IGNITION PATTE RN WILL
of the horizon tal trace at the left <edge of the BE STATIONARY ON THE SCREEN IF THE
indicat or screen and the point at which the
ENGINES ARE SYNCHRONIZED, AND MOV.
breake r points open. The No. 1 referen ce cylin.
ING I F THE ENGINES ARE NOT SYNCHRO.
der, being. uncomp ensated , should leave 1%2
NIZED. A PROGRESSIVE HORIZONTAL
(±'!s2H nch trace preced ing first pip. (Synchro· SHIFT TO THE RIGHT INDICATES THAT
nizatio n genera tor timing is 34 or 35 degrees
THE SELEC TED ENGINE IS UNDERSPEED
before top dead center, and ignitio n timing is
WITH RESPE CT TO ENGINE NO.1; A SHIFT
19 degrees before top dead center.)
TO THE L EFT INDICATES THAT THE
D. Condit ion selecto r switch _ SET TO LUND ER SELEC TED ENGINE IS OVERS PEED WITH
THE SAME ENGINE AS IN STEP Ao RESPE CT TO THE NO. 1 ENGINE.
E. Repeat the measur ement of step C.
Do Condit ion selecto r switch _ INDEX TO EACH
F. The pattern with the shorter horizon tal trace OF THE REMAINING SYN POSITIONS.
is advanced with respect to the other.
G. Compa re the length of the traces to that ob·
tained when the synchr onizing genera tor was
installe d, to determ ine which distrib utor is ad- VIBRATION ANALYSIS.
vanced or retarde d with respect to the crank-
shaft positio n. For engine vibrati on analysis, the engine analyze r is
! operate d as follows:
H. Perform the above steps for the synchro nizatio n A. Conditi on selecto r switch _ ALIGN THE
check of each distrib utor on the remain ing INDEX LINE WITHIN THE VIB SECTO R WITH
engines. THE NUMBER OF THE ENGINE TO BE
The second method is as follows: CHECKED.
a Cycle switch knob - PULL OUT.
A. Conditi on selecto r switch _ L (OR R). IF
ACTIVITY OF SMALL MAGNITUDE IS OB. C. Cycle switch _ PLACE THE CYCLE SWITCH
SERVED AHEAD OF THE BREAKER POINT DIAL SO THAT THE DESIGNATION EC IS
OPENING, THAT ACTIVITY IS CAUSED BY APPROXIMATELY ALIGNED WITH THE NO.
5 CYLINDER.
THE RIGHT (OR LEFT) DISTRIBUTOR
BECAUSE OF INDUCTIVE PICKU P, INDICAT. Note
ING THAT THE MGHT (OR LEFT) DlSTRIB· This aircraf t has been equipp ed for
UTOR IS OPENING EARLY. limited vibrati on analysis. A vibrati on
pickup has been installe d on the No.5
Bo Condit ion selecto r switch _ R (OR L). THIS cylinde r only, for all engines , and
SHOULD ELIMINATE THE ACTIVITY. therefo re a vibrati on analysis can be
made only on the No. 5 cylinde r for
c. Perform the above steps for the synchro nizatio n all engines.
check of each distrib utor on the remain ing
engines . Do Indicat or _ COMPI.;ETE VIBRA 'nON PAT.
TERN FOR NO. 5 CYLINDER.
RPM SYNCHRONIZATION ANALYSIS.
In compa ring engine rpm of the differe nt engines , Note
engine No.1 is used as a reference and the other engine The sequence of events is read from
speeds are compar ed to its speeds. This check should left to right, as shown on the scope,
be made at any time a malfun ction of the engine rpm and counter clockw ise on the cycle
synchro nizatio n system is suspected. To make this switch.
check, proceed as follows:
E •. For an expand ed pattern of any portion of the
Ao Cycle selec.tor switch _ ANY POSITION, vibrati on pattern , push in the knob on the
WITH THE KNOB IN FOR FAST SWEEP.
cycle swi tch (fast sweep) , and index the cycle
switch dial to the desired portion of the engine
B. Condit ion selecto r switch _ ALIGN THE cycle to be inspect ed for the No.5 cylinde r.
INDEX LINE IN THE SYN SECTOR WITH THE F. Condition selecto r swirch _ REPEA T STEPS
NUMBER OF THE ENGINE .TO BE COMPARED B THROUGH D FOR THE REMAINING VIB
'" WITH ENGINE NO.1. POSITIONS.
4.94
 T.O. 1C-118A-l Section IV

D. If the EC event is approximately I ~ inch from

I
FOR~ARD CARGO DOOR CONTROL PANEL the start of the trace line, the synchronizing
generator is properly timed to the engine crank-
shaft; thus, when ignition analysis is performed,
the correct cylinder will appear on the screen
in the proper position.
E. Adjust the gain control for pattern height as
necessary.

CARGO LOADING EQUIPMENT_

Most aircraft are equipped with hydraulically actuated,
electrically operated forward and aft cargo loading
doors. The forward cargo loading door is hinged at
the tOp and opens outward. The aft loading door is
divided into two sections. The forward section swings
outward and forward, providing normal entry into
the aircraft. and may be jettisoned. The aft section of
the loading door is hinged at the top and opens out-
ward. A hold-open rod is provided for auxiliary sup-
port when the aft section of the door is in the loading
position. A downward swinging access door is pro-
vided on the right side of the aircraft for each lower
cargo compartment, and may be opened or closed by
external handles installed flush with the outside of
each door. Hatches are installed in the fuselage floor
to provide internal access to the under floor compart-
ments.
AA1-1". (For detailed information on cargo loading.-procedures
Figure 4-30 for this aircraft, see the applicable handbook of cargo
loading instructions.)
Note , ,
On the assumption that the portable
engine analyzer will be used primarily
on the ground and for a group of
An CARGO 'TIOOR CONTROL PANEL
engines having the same number of
cylinders. the engine switch and the
cylinders-per-engine switch, ""hich re-
quire only initial settings, are mounted
in a compartment that is shielded by
a spring-tensioned door.

SYNCH RONIZATION TI MING CHECK.

Synchronization generator riming should be checked

once during each flight. If a spatk plug malfunction
is discovered on the same engine with a misrimed
synchronization generator, it is recommended that
this be noted on Form 781. The procedure fat checking
synchronization generator timing is as follows:
A. Set the condition switch for the desired engine
to VIB.

B. Select slow sweep with tbe cycle sw.ilcb.

C. Position the EC event opposite cylinder No. 5
with the cycle switch.
Figure 4-31
4-95
Section IV T.O. le·llIA·1

Figure 4.32
4.96
 T.O. IC-IISA-1 Section IV

Figure 4-33
CARGO DOOR CONTROLS. cargo lifts are installed at both the forward and aft
Forward Cargo Door Control. cargo doors. Troop transport' and litter fittings are
. supplied in kit form and stowed in the baggage com-
The hydraulically actuated forward cargo door is partment.
controlled by a spring-loaded 2'position switch 10'
cated on the fuselage wall forward of the door (fig.
ure 4-30). The switch positions are OPEN and CLOSE.
PASSENGER CARRYING EQUIPMENT.
Some aircraft are designed as staff transports and
Aft Cargo Door Control.
differ from the standard cargo v~JlSion in the main
The hydraulically actuated aft loading door (aft sec- cabin iflterior only.
tion of divided door) is controlled by a spring-loaded
2'position switch located on the fuselage wall forward INTERIOR ARRANGEMENT-VC"118A.
of the door (figure 4-31). The switch posi tions are
OPEN and CLOSE. The forward section of the door Aircr'lft AF53-3240 is arranged as a staff transport and
must be in the full OPEN position and latched before
the aft section will operate. IS provided with a combination day-plane and sleep-
ing compartment; a conference compartment, an af~
TROOP CARRYING EQUIPMENT. stateroom, and a galley. Aircraft AF53-3229 is arranged
as a staff transport and is equipped with fixed seating
The aircraft may be utilized as a high density person· for eight passengers, fixed berths for eight passengers,
nel transport, and is designed for cargo carrying and an aft stateroom, and a galley (figure 4-33,.
troop and ambulance transport (figure 4-~2). High-
strength /loors, and high-strength tiedown fittings in
the /loor and side walls are installed. Provisions lor MISCELLANEOUS EQUIPMENT.
4-97
 Section IV T.O. lC.118A·l

~
ONDITIONED
- - FIIRE EXTINGUISHER AIR OUTLET
@

~=
@ @AIR OUTLETS @

CARGO TIE·
DOWN FlnlNGS

CREW LAVATORY
lEW LOOKING FORWARD

-
RIGHT SIDE

=
CREW'S QUARTERS.
-- --=====
Figure 4.34
......

door is not closed and locked. Each warnmg lighr has

dual bulbs to provide light in case one bulb goes out.
Quarcers for the accommodation of the relief Cfew are
provided forward of the main cabin (figures 4·33, Ladder.
4·34 and 1.3').
A folding ladder is provided (31 figure 1-3) for en·
tering or leaving the aircraft. This ladder should be
used only in case of emergency.
Navigator'S Seat.
Th.c navigator's scat incorporates a backrest•. an up. Windshield Wipers.
holstered scat cushion. a safety belt. and an adjustable
platform for use with the periscopic se..xtant. Two hydraulically actuated windshield wiper units
are installed. one on each windshield. and are operated
RaClio Operator's Seat (If Installed). in a synchronized movement. Full or partial stoppage
of one windshield wiper blade will not interfere with
The radio operator's seat is the full-swivel type. in· complete operation of the other. Both blades are con-
corporating a backrest, armrests. a lever to lock the trolled hy a single-speed control knob mounted to
scat and prevent swiveling, and a safety helt. the left of the pilot (31, figure 1-6).

Briefcase Rack. Note

Two hriefcase racks are installed, one on each Out- To avoid scratching the windshield, the
hoard side of the pilot'S scats. hlades should not be operated when the wind-
shield is dry.
Pre· Takeoff Warning Systems.
Protective Covers.
Door.Open Warning Lights. Red warning lights arc
installed on the cahin pressure control panel (figure ProteCtive covers for the pitot tubes are stowed just
4-2) and remain illuminated when any pressurized inside the rear cargo door (27, figure 1-3).
4-98
 T.O.IC·IIBA·1 Section IV

T"'- POST
SUPPORT
CONDITIONED
AIR OUTLET

---- - ---'-"'-

--------- ---
00
o
--- CURTAIN

RADIO OPERATORS
- -_ - - - - - VIEW LOOKING AFT RIGHT SIDE "'-- DC)OR TO CREW
STAT!2-N COMPARTMENT
LEFT SIDE SIMILAR

Figure 4-35
WATER SUPPLY. lounge (/;, and 12, figure 1-4). A single-point pres-
sure-type filler for the wash water supply system is
Main Cabin Water Supply and Disposal located inside an access door located on the bottom of
System-C·IIBA. the aft edge of the left wing fillet.

Drinking Water Supply-VC·IIBA.

A 26-g;,1l0n water supply tank is installed for washing
purposes. See 15, figure 1-36. for filler ioeation. Each lavatory and washroom is equipped with a 2-quart
thermos bottle arid paper cup dispenser; Drinking
water for the aft lounge and' stateroom is provided in
a I-gallon thermos located in the aft lounge.
•
GALLEY-VC.IIBA.
Both aircraft are equipped with a galley for the stor-
age andpreparstion of food. The galley is furnished
Do not dump wash water during lIight in
with a 28-vok.d-c stove and oven, an electric refrigera-
below freezing temperatures, as the overflow
tor, an electric toaster, 'and two outlets fori electric hot
watet could freeze over the auxil'iary power
cups. Dishes and utensils are stowed in the galley
unit exhaust.
cabinets. Circuit breakers placarded for the applicable
galley power sources are located on a breaker panel
Wash Water Supply-VC.IIBA. above the stove.

Fifty-five gallons of fresh water are supplied for wash-

ing and galley sanitary use. The water is heated by
Galley Power Swltch-VC·IIBA.
thermostatically controlled immer,sion heaters. Three
tanks are furnisred; one 15-gallon tank to supply the A galley power switch is installed in the cockpit to
galley, one 25-gallon tank to supply the lavatories and deenergize all galley power. Th.-switch is located on
wash room, and one 15-gallon tank to supply the aft ihe cobin temperature control panel (figure 4-9).
4.99
Section IV lC-118A-l

ATTENDANT'S SEAT-VC-118A. 28-volt doc power trom the main bus. A control panel'
A cabin attendant's seat and stowable table with a three-position rotary switch placarded PASS.
COMP., CONF., and STATERM., and a two-position
tarial use are installed against the aft bulkllea~}iin the
passenger entry area. When not in use, the seat folds toggle switch placarded NORMAL AND SELECTIVE,
against the aft bulkhead. and the table is stow in; a. is provided to control the output of the inverter. The
slot optboard of the foldmg seat. 1;.
.,1::. \ inverter is automatically energized when the enter-
tainment radio switch is turned ON.
UTILITY OUTLITS-VC-118A. . II.
. . ,"
Sixty-cycle, 115-volt a-c outlets are provided f01\;&ectr"'.
shavers in each lavatory and washroom. In a&dition, t CABIN INSTRUMENTS-VC-118A.
there is an outlet in the stateroom and at the radio; An altimeter, an airspeed indicator, an OAT indicator,
operator's station for the use of a tape recorder. All , and an eight-day clock are installed on the forward left
60-cycle outlets are placarded to indicate restrictions ."', bulkhead of the aft stateroom.
as to voltage and use. Power for the 6O-cycle circuits :' '0 •
is provided by the 60-cycle inverter located in tb'/:' ';1I!ASSENGER ENTRANCE LADDER-VC-118A.
radio operator's compartment. ;;: #' • •
A foldmg ladder, operated by a 28-volt doC motor, IS
60-CYCLE INVERTER-VC-118A. provided at the passenger entrance door. A switch at
t~e aft edge of the door operates the motor. The ladder
A 6O-cycle, 115-volt a-c inverter is installed at the is stowed on rails in a slot along the inside of the
radio operator's station. The inverter is supplied with fuselage aft of the door.

" .
, ,t"
';'1
V'
,.
~

4.100
 T.O. IC·1l8A.f Section v

SECTION Y
operating limitations

TABLE OF CONTENTS
I "troduetlon ........................................................... 5.2
,\1inimum Crew Requirements ••••••••••••••••••••••••••••••••••••••• 5-2
Instrument Markings •••••••••••••••••••••••••••••••••••••••••••••••• 5.2
Engine Limitatl!"ns •• 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2
Carburetor Air T amperatur. Limitations ........................ 5.2
Propeller Limitations ............................................... 5.2
Airspeed Limitations ................................................ 5.2-
Normal Fuel Grade Operating Limits ............................ 5-3
Alternat. Fuel-Grade Operating Limit .......................... 5.3
Maneuvers ••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 5.10
Center of Gra\t'ty (CG) Llmatations .............................., 5-10
Operational Weight" Limitations .................................... 5·10
Explanation of Chart ................................................. 5-11

LIST OF ILLUSTRATIONS
Number Tltl. Poge

5.1 Instrument Limit Marking's ......................................... 5.4

5-2 Weight Limitations Chart ............ ~ ............................. 5.13
5.3 Maximum Sinking Speed Chart ..................................... 5.15

5·1
Section V T.O.IC·IIIA·I

INTRODUCTION. CARBURETOR AIR TEMPERATURE

LIMITATIONS.
This section includes the engine and aircraft limitations
which must be observed during normal operation. LOW BLOWER-Max allowable CAT. (without
Cognizance must be taken of instrument markings, preheat) SSoC.
since the limitations stated thereon are not repeated LOW BLOWER-Max allowable CAT. (preheat
in the text (figure 5·1). applied) 38°C.
HIGH BLOWER Maximum allowable CAT. IS'C.

Note
MINIMUM CREW REQUIREMENT. When preventive preheat is applied, the maxi·
mum carburetor air temperature limit in low
The minimum crew consists of a pilot and a copilot. blower is 38' C. In high blower the maximum
Additional crew members, as required, will be added CAT is IS'C; however, this limit has been
at the discretion of the commander. extended to 30'C for cruise up to 1200 brake
horsepower at mixture settings of 12 BMEP
drop from best power mixture. It is manda·
INSTRUMENT MARKINGS. tory that these higher CAT limitS in high
blower, along with the specified BHP, BMEP
and CHT (204°C) limits, not be exceeded.
If any of tbese limits are exceeded, tbe
ENGINE POWER INSTRUMENTS.
maximum CAT limit reverts to 15 0 C.
Refer to figure S·1 for engine power limitations.

ENGINE LIMITATIONS.
If an engine overspeed condition occurs and the en·
gine exceeds 29S0 rpm the engine must be inspected
upon landing. If overspeed is in excess of 3400 rpm, PROPELLER LIMITATIONS.
the engine must be replaced. Refer to figure S·1 for normal propeller limitations.

AIRSPEED LIMITATIONS.
ENGINE OVERBOOST OR EXCESSIVE
MANIFOLD PRESSURE. Note
Overhaost above the maximum manifold pressures Limit markings on the airspeed indicator vary
specified under normal and alternate fuel grade oper· with different C·1l8A aircraft. On some the
ating limits, this section, is not permitted; however, limits are for indicated airspeed (lAS), while
should overhoost occur due to control malfunction, the on others the limits are for equivalent air·
following limits will apply: speed (EAS), which is also referred to some·
times as true indicated airspeed (TIAS).
From S to 10 inches Hg overboost for S to IS
seconds - inspection of engine. The maximum permissible indicated airspeeds (lAS)
Ten or more inches Hg for any period of time- for AFSI·3818 through AF51·383S, AFSI·17616 through
removal of engine. AFSl.17661, AFSI.17667, AFSl.17668, and AFS3·3223
through AFS3·3234 are as follows:
Overhaost of any magnitude, at or above normal
rated power, for periods in excess of IS seconds- Maximum dive speed (V sea
IIt.) -

removal of engine. level to 12,000 feet ....... 329 knots; above 12,000
feet, red uce speed
S knots per 1000 feet

ENGINE POWER TIME LIMITATIONS. Maximum speed for normai

The engines are approved for 5 minutes of operation operation (VII") - sea
at maximum power during takeoff' and climb at take- level to 17,000 feet ....... 246 knots; above 17,000
off' speed. There is no time limitatien in the use of feet, reduce speed
METO power. S knots per 1000 feet
5·2
 T.O.le·IISA·1 Section V

NORMAL FUEL GRADE OPERATING

LIMITS.
The normal operating limits On grade 108/135 or
115/145 fuel are as follows:

MAXMP ·Critical MAX MAX

Condition Rpm BhfJ (In. Hg) Altitude B""fJ CHT. ·CAT. Mixture

Wet Takeoff 2800 (±2S) 2SOO 62.0 at SL 2600 feet 253 260'C 38'C AUTO RICH
(5 Minutes) 61.S at 380Q feet (MP·61.0)
Low Blower
Dry Takeoff 2800 (±2S) 2200 60.0 at SL 4400 feet 222 260'C 38'C AUTO RICH
(5 Minutes) S9.0 at S200 feet (MP·57.2)
Low Blower
METO Low 2600 1900 51.5 at SL 7000 feet 207 2.60'C 38'C AUTO RICH
Blower 50.0 at 7200 feet (MP·48.0)

METOHigh 2600 1700 50.0 at 10,000 feet IS,4oo feet 185 260'C 15'C AUTO RICH
Blower 47.5 at IS,9oo feet (MP·46.7)
Maximum 2300 1240 37.3 at SL t 153 232'C 38'C 12 Bmep Drop!
Cruise Low 33.3 at IS,5oo feet
Blower
Maximum 2300 1200 35.1 at 10,000 feet t 147 12 Bmep Drop!
Cruise High 34.6 at 22,000 feet
Blower

.. Critical altitude in climb as ~etermined by flight test.

t Function of gross weight. '
The requirement for 2800 (± 25) rpm applies
* With reference to "Best Pow~r" mixtures.
Maximum cruise low blower +- 155 bmep (except
when at 1240 bhp and 2300!rpm-153 b",';-L
during the takeoff roll only attd not during
preflight runup or block test.

ALTERNATE FUEL GRADE OPERATING LIMITS.

i
The operating limits on grade, 100/130 fuel are as follows:

MAXMP ·Critical MAX MAX

Condition Rpm Bbp (In. Hg) Altitude BmefJ CHT. CAT. Mixture
Wet Takeoff 2800 (±25) 2400 ;9.5 at SL 3500 feet 242 260'C 38'C AUTO RICH
(5 Minutes) S8:S at SOOO feet (MP·59.0)
Low Blower

Dry Takeoff 2800 (±2S) 19S0 S3.0 at SL 8200 feet 197 260'C 38"c AUTO RICH
(5 Minutes) S1.0 at 9800 feet (MP,50.1)
Low Blower

METO Low 2600 1800 48.S at SL 8700 feet 196 260'C 38'C AUTO RICH
Blower 46.S at 9200 feet (Mp·4S.2)
METO High 2600 1700 49.0 at 10,000 feet 15,400 feet 18S 260'C 15'C AUTO RICH
Blower 47.S at IS,900 feet (MP·46.7)
Maximum 2300 1240 37.3 at SL t 153 232'C 38'C 12 Bmep Dropl
Cruise Low 33.3 at 15,Soo feet
Blower

Maximum 2300 1200 3S.1 at 10,000 feet 147 B2'C IS'C 12 Bmep Drop!
Cruise High 34.6 at 22,000 feet
Blower

• Critical altitude in climb as determined by flight test.

t Function of gross weight.
[~~!~I
* With reference to "Best Power" mixtures. The requirement for 2800 (± 25) rpm applia
Maximum cruise high blower - ISO hmep (except during the takeoff roll only and DOt during
when at 1200 bhp and 2300 rpm -147 bmep) pre8ight runup or block test.

5-3
Section V T.O. 1C-1l8A-l

INSTRUMENT LIMIT

HYDRAULIC PRESSURE GAGE FUEL PRESSURE INDICATOR

_
3200 PSI MAXIMUM ALLOWABLE _ 25 112 PSI MAXIMUM AUOWABlE
2650 TO 3100 PSI NORMAL _ 22 TO 24 PSI NORMAL OPERATING RANGE
OPERATING RANGE _ 14 PSI MINIMUM AUOWABLE, IDLING

FUEL GRADE
115/145

WATER PRESSURE INDICATOR

_ 22 TO 24 PSI NORMAL OPERATING RANGE
_ 19 PSI MINIMUM AUOWABLE

OIL PRESSURE INDICATOR SUPERCHARGER OIL PRESSURE

_
110 PSI MAXIMUM ALLOWABLE _ 120 PSI MAXIMUM ALLOWABLE
75 TO 95 PSI NORMAL OPERATING RANGE _ 30 PSI MINIMUM AUOWABLE
_ 50 PSI MINIMUM ALLOWABLE
(fOR 1400 RPM ONLY)

Figure 5-1 (Sheet I 01 6)

5-4
 T.O. 1C-11SA-1 Section V

AF51-3818 THROUGH AF51-3835

MARKINGS AF53-3223 THROUGH AF53-330S

CYLINDER HEAD TEMPERATURE INDICATOR

_
260 0 ( MAXIMUM OPERATING LIMIT
150· C TO 232 · C CONTINUOUS OPERATION
190°C TO 200°C DESIRED FOR CRUISE

FUEL GRADE
115 / 145

OIL TEMPERATURE INDICATOR

_
l00·C MAXIMUM OPERATING LIMIT
6O·C TO 75°e NORMAL CONTINUOUS OPERATION
_ 40°C MINIMUM OPERATING LIMIT

WING HEATERS TEMPERATURE CABIN AND TAIL HEATERS

INDICATOR TEMPERATURE INDICATOR
_ 210·C MAXIMUM OPERATING LIMIT _ CABIN HEATER lS0·C MAXIMUM OPERATING LIMIT
11s·e TO 145·C NORMAL
_ TAIL HEATER 210·C MAXIMUM OPERATING LIMIT

Figure 5-1 (Sheet 2 of 6)

5-5
Sedion V T.O.1C-118A-l

INSTRUM[NT liMIT

SUPERCHARGER OIL TEMPERATURE INDICATOR CARBURETOR AIR TEMPERATURE INDICATOR

110·C MAXIMUM OPERATING LIMIT _ +38-C MAXIMUM OPERATING LIMIT
-23-C MINIMUM OPERATING LIMIT -10·e TO + 15-C LIMITED OPERATION
6O-C TO 8O-C NORMAL CONTINUOUS OPERATION (CAUTIONARY RANGE; DANGER OF ICING)
_ NORMAL CONTlNUOUS OPEIATION
Note:
5S-C maximum with low blower and no carburetor heat.

FUEL GRADE
115/145

AUXILIARY POWER UNIT OIL

TEMPERATURE GAGE
_ 146-C MAXIMUM OPERATING RANGE
_ 21·C TO 146-C NORMAL CONTINUOUS
OPERATING RANGE

AUXILIARY POWER UNIT AUXILIARY POWER PLANT AMMETER

CYLINDER HEAD TEMPERATURE GAGE _ 175 AMPS MAXIMUM OPERATING
_ 255-C MAXIMUM OPERATING LIMIT LIMIT
_ 22O-C TO 255· LIMITED OPERATION
ICAUTIONARY RANGEl
_ 160-C TO 220-C NORMAL CONTINUOUS OPERATION

AA 1- 1 8C
Figure 5-1 (Sheet 3 of 6)

5-6
 T.O. lC-118A-l Section V

AFSI-3818 THROUGH AFSI-3835

MARKINGS AND AF53-3223 THROUGH AF53-3305

WATER QUANTITY INDICATOR WATER QUANTITY INDICATOR

ENGINES I AND 2 ENGINES 3 AND 4
OUTBOARD 0 TO 7.S INBOARD 0 TO 7.S
INBOARD 0 TO 7.S OUTBOARD 0 TO 7.5

FUEL GRADE

115 / 145

TACHOMETER APU TACHOMETER

_ 2800 (± 2S ) RPM MAXIMUM TAKEOFF LIMIT (FOR AIRCRAFT WITH GTP70 APUj
2600 TO 2800 RPM LIMITED OPERATION _ 90 TO 105% OF RATED RPM
1400 TO 2600 RPM NORMAL CONTINUOUS _ 9S AND 110% MOMENTARY MAXIMUM
OPERATION

AIRSPEED INDICATOR AIRSPEED INDICATOR

(AF53-3223 THROUGH AF53·32341 (AF53·3235 THROUGH AF53-330S1
_ 329 KNOTS (lAS) - MAXIMUM PERMISSIBLE _ 300 KNOTS lEAS) - MAXIMUM PERMISSIBLE
INDICATED AIRSPEED EQUIVALENT AIRSPEED
246 TO 329 KNOTS (lAS) - CAUTION RANGE 251 TO 300 KNOTS lEAS) - CAUTION RANGE
_ 115 TO 246 KNOTS (IAS) - NORMAl OPERATING RANGE - 115 TO 2S1 KNOTS IEASI-NORMAL OPERATING RANGE
c:::::J 1SO KNOTS (IA5)- MAXIMUM PERMISSIBLE c:::::::J 152 KNOTS IEASI - MAXIMUM PERMISSI8LE
INDICATED AIRSPEED WITH flAPS EXTENDED EOUIVALENT AIRSPEED WITH R.APS EXTENDED
MORE THAN 30 DEGREES MORE THAN 30 DEGREES
-
'--

Figure 5-1 (Sheet 4 of 6)

5-7
 5ection V T.O. 1C·lISA·1

INSTRUMENT liMIT

AIRSPEED INDICATOR OIL PRESSURE GAGE

_ 329 KNOTS MAXIMUM PERMISSIBLE _ 110 PSI MAXIMUM ALLOWABLE
INDICATED AIRSPEED
246 TO 329 KNOTS CAUTION RANGE _ 7S TO 9S PSI NORMAL OPERATING
_ 115 TO 246 KNOTS NORMAL OPERATING RANGE RANGE
c:::::J 150 KNOTS - MAXIMUM PERMiSSIBLE _ SO PSI MINIMUM ALLOWABLE
INDICATED AIRSPEED WITH FLAPS EXTENDED
MORE THAN 30 DEGREES (FOR 1400 RPM ONLY)

Af 51-3818 THROUGH AF 51-3835

Af 51-17626 THROUGH AF 51-17661
AF 51-17667 THROUGH AF 51-17668
FUEL GRADE
115 / 145

MANIFOLD PRESSURE GAGE CARBURETOR AIR TEMPERATURE INDICATOR

_ LONG 62 INCHES HG MAXIMUM ~ +15· TO +38°C NORMAL OPERATION
TAKEOFF PRESSURE (WEll RANGE
_ SHORT 60 INCHES HG MAXIMUM
TAKEOFF PRESSURE tORY)

AAl-193
Figure 5-1 (Sh_ 5 01 6)

5-8
 T.O. 1C-llSA-1 Section V

Af51-17626 THROUGH AfSI-17661.

MARKINGS AfSI-17667. AND AfSI-17668

OIL TEMPERATURE INDICATOR TACHOMETER

_ lOo · e MAXIMUM ALLOWABLE _ 2800 ( :::!: 2S ) RPM MAXIMUM TAKEOFF LIMIT
c::::::J bo·e TO 75·C DESIRED RANGE 2600 TO 2800 RPM LIMITED OPERATION
1400 TO 2600 RPM NORMAL CONTINUOUS
OPERATION

FUEL GRADE
115 /145

CYLINDER HEAD TEMPERATURE INDICATOR fUEL PRESSURE INDICATOR

_ 260 ° C MAXIMUM ALLOWABLE ~ 22 TO 24 PSI NORMAL OPERATING
c:::::::J 150·C TO 232°C CONTINUOUS OPERATION RANGE
190°C TO 200·( DESIRED CRUISE

AAl-175
figure 5-1 (Sheet 6 of 6)

5-9
Section V T.O. le·11SA·1

Landing gear exrended ...... ...... .................. 170 knots Refer to Handbook of Weight and Balante, T.O.
1-IB-40.
Flaps extended 30 degrees or less .............. 170 knots
OPERATIONAL WEIGHT LIMITATIONS.
Flaps extended more than 30 degrees ...... 150 knots
Landing light extended .............................. 152 knots Weight has an important effect on the capability and
performance of the aircraft. In designing aircraft,
Propeller unfeathering .............................. 135 knots weight has always been a primary restrictive factor.
Fuel dumping ..... _................... _.................... 185 knots Aircraft are designed with sufficient strength to accom-
plish a certain basic mission without undue allowance,
Hardover signal for autopilot ....... _... _...... 210 knots for overloading or improper weight distribution. Every
Propeller Feathering •. ,:."""""""",'"",, .190 knots effort is made to eliminate unneccessary weight; how-
Max Fire Notation Speed ",ii":""""':":: 139 knots evet', the weight penalty for making an aircraft fool-
proof is prohibitive. Weight limitations, therefore,. are
For flight in severe turbulence, indicated speeds of 165 necessarily involved in. operation of the aircraft. If
knots are recommended for weights under 100,000 these limitations are exceeded, a loss in performance
pounds and speeds of 175 knots for weights above is inevitable and struc,ural failure is quire probable.
100,000 pounds. When the aircraft is loaded beyond the established
The maximum permissible equivalent airspeeds (EAS) limits, the ceiling and range are decreased, control
for AF53-3235 through AF53-3305 are as follows: forces and stalling speeds become higher, and the rate
Maximum dive speed (V".) - sea of climb falls off rapidly as the maximum gross weight
level to 12,000 feet ..... 300 knots; above 12,000 is exceeded.' The takeoff and landing rolls increase
feet, reduce speed appreciably with an increase in gross weight. Likewise,
5 knots per 1000 feet the brakes may become; insufficient to brake the for-
Maximum speed for normal ward momentum of the aircraft, and the wings will,
operation (V lin) - sea become more vulnerable to airlaads during maneuvers
level co 17,000 feet ....... 251 knots; above 17,000 or flight through turbulent air. These resultant effects
feet, reduce speed can reach serious proportions when the weight limita-
5 knots per 1000 feet tions are disregarded. In cargo aircraft, the effect pro-
Landing gear extended ............ .................. 174 knots duced by weight is much greater than that encounrered
in aircraft of other types because the cargo itself adds
Flaps extended 30 degrees or less ............ 174 knots ' a considerable amount to the weight at which the
Flaps extended more than 30 degrees ...... 152 knots aircraft is operated. In order that cargo of various sizes
may be accommodared, the cargo hold is of such pro-
MANEUVERS. portions that space is not a restrictive factor; conse·
The following maneuvers are permitred: quendy, overloading is entirely possible. Weight Iimi-
taiions must be complied with if the aircraft is 'to be
Bank angles up to but not in excess of 60 degrees. operared efficiently, economically, and safely. The max-
Slipping or skidding as required for asymmetric imum recommended gross weights for normal opera-
power conditions or for landing approaches, at in- tion are as follows: .
dicared airspeeds up to but not in excess of 225 Takeoff _.......... _.. _... __.. __........ _.... _.. _._._. 107,000 pounds
knots.
CENTER OF GRAVITY (CG) Landing .............................................. 88,200 pounds
LIMITATIONS. Zero wing fuel.................................. 83,200 pounds
Aft limit .............................................. 33 percent MAC
War emergency gross weights are as follows:
Forward limits (landing gear up)
Takeoff .............................................. 112,000 pounds
Up to 83,200 pounds .................. 9 perce.., MAC
Landing .............................................. 107,000 pounds
83,200 to 103,000 pounds ............ 13 percent MAC
Zero wing fuel .......................... ,....... 89,900 pounds
103,000 to 107,000 pounds .......... 13.8 percent MAC
Forward limits (gear down) The ~ero wing 'fuel weight is the gross weight minus
Up to 85,600 pounds .................... 11 percent MAC ,the weight of the fuel, oil, and water-hlcohol carried
in the wings 'and nacelles. The zero' wing fuel deter-
85,600 to 102,200 pounds ............ 14.1 percent MAC mines the maximum weight which can lie carried in
102,200 to 103,000 pounds ......... 14.6 percent MAC the fuselage in order to have strength available 'for
103,000 to 107,000 pounds .......... 16.9 percent MAC the cortesponding permissible accelerations. Sime the
Note permissihle a«eleratiom are a funttion of the weight
MAC limits given may be compured linearly and distribution of fUel, the fuel must be loaded and
in order to derermine the correct limit for a used as described in figure 7-2. There are no structural
specific gross weight. minimum fuel. requirements for this aircraft.
5.111
 T.O.IC.IISA·1 Section V

WEIGHT AND LOADS. tational force and is referred to as 0.5 g, 2.0 g, 3_0 g,
etc, "hich means that the forces exerted on the wing
Due to, the effect of gravity on its mass, the aircraft structure and its members are ¥2, 2, or 3 times, the force
possesses weight. More exactly, this weight is a force exerted by gravity. For example, if the normal weight
which gravity exerts on the material used in the fabri- of the aircraft is 60,000 pounds and the load factor at
cation of the aircraft and which pulls it toward the some given moment of accelerated flight is 3.0 /l'S, the
earth. In any condition of static equilibrium, during total force which the wings must sustain is 180,000
straight and level flight or at rest on the /lround, the pounds, or 3 times the normal weight of the aircraft
aircraft is subjected to this pull of gravity, the strength in straight and level flight. See Distribution of Load,
of which is called 1 g. As fuel, cargo, crew members, this section.
and additional equipment are :added in order that the
aircraft may accomplish a specific mission, the we'ight
of the aircraft correspondingly increases and the addi·
tional weight constitutes a force acting on the aircraft
The aircraft lOust have the load distributed
structure. The weight of the aircraft, or the force which
so that the wings can safely withstand a
gravity imposes on it, may also be considered as a load.
load factor of at least 2.0 g's, as structural
On the ground, this load must be sustained by the
damage to the wings may result if the air-
landing gear; in flight, by the wings. There is a limit
craft encounters a situation whereby more
to the load which the landing gear is capable of sup-
than 2.0 g" are imposed. Aircraft with com-
porting during taxi, takeoff, and landing operations;
binations of payload and fuel which IilOit the
there is likewise a limit to the load which the wings
load factor capability to 2.5 g's must be flown
can sustain in flight.
with caution, especially in turbulent air or
during turns and pullouts.
During maneuvering and flight through turbulent air,
. additional loads are imposed. These loads, caused by MARGIN OF SAFETY.
the acceleration of the aircraft, are the result of forces
which, in addition to that of gravity, act upon the total The lOargin of safety is the range of forces which
mass of the loaded aircraft. Both these forces tend to exist between two points, one of which is the load
produce undesirable and potentially dangerous loads factor the aircraft is ,sustaining at any given moment,
on the aircraft structure and its members. This is par- and the other the load factor at which structural
ticularly true of the wings, which must sustain the damage will occur. If, for example, the aircraft is in-
aircraft in flight_ When the weight of the aircraft is capable of sustaining a load factor greater than 2.5 g's
increased, the wings become more and. more. vulnerable and during flight through turbulent air is subjected
to the loads imposed by sudden changes in air currents to a force of 1.5 g's, the margin of safety at this par-
or manipulation of the controls. The ultimate strength ticular moment is 1.0 g. When fuel and cargo loads
of the aircraft structure is eventually exceeded by the are increased, the margin of safety decreases. This
combined forces of weight and airloads. When this increase in weight actually becomes a component of
condition occurs, structural failure results. The maxi- the forces acting 'on the aircraft, and, as such, lessens
mum weight which the aircraft can safely carty is de· the capacity of the 'aircraft to sustain:further loads due
pendent upon distribution of the weight throughout to accelerated flight. For this reason, it is advisable in
the aircraft and its capacity to sustain airloads in ac· loading aircraft to maintain a margin of safety which
celerated flight. will never be exceeded during any period of flight.

LOAD FACTORS.

A load factor is the ratio of the load imposed on the

aircraft when accelerated in any direction as compared
with the load imposed by gravity in any condition of
static equilibrium. The load factor denotes the strength If the combined weight of cargo and fuel is
of the forces acting on the aircraft because of sudden such that the aircraft is incapable of sustain-
changes in, air currents and manipulation of the con- ing a force of 2.5 g's, turns and pullouts
trols, and is expressed by the term, g, which is the should be made with caution to minimize
gravitational ·force,' By definition, then, au' aircraft at the resulting airloads.
rest on the_ ground or in straight and level flight
possess a load factor of 1 g because the force acting
upon the aircraft under either of these conditions is EXPLANATION OF CHART.
merely that of grav.ity. When the aircraft enters a
region of turbulent a'ir or the pilot elects to man,euver The Weight Limitations Chart (figure 5-2) shows
the aircraft, additiorial fort~ are imposed 011 the graphically the weight-carrying capabilities of the air.
structure. The additional load on the wings resulting craft as defined by the various criteria which- pr()vide
from these forces is e'xpressed' in relation to the gravi- limits for safe and efficient operation. Through the use
s·n
Section V T.O. lC·118A·l

of these charts, the flight planner is aided in recogniz. When carrying cargo, load factor capabilities below
ing the weight limitations which will restrict operation 2.5 g's are not considered desirable because the cargo
on a specific mission and in determining what margin distribution may be critical enough to overload the
of safety may be established. floor and/or the fuselage shell.

Note
CARGO LOAD.
Although the chart indicates the limitations
involved in the loading of the aircraft, the In any mission, range and fuel consumption directly
authority for operating it at a given gross determine the fuel which must be carried and indirectly
weight remains the responsibility of the local the cargo which can be transported. With the necessary
authority. fuel for the mission established, cargo loading is vari-
able within the limits established by the strength and
performance of the aircraft. The payload, as carried
GROSS WEIGHTS. in the cargo compartment, appears in thousands of
pounds along the vertical axis of the chart. When
The data in the chart (figure '.2) is based on an initial fuselage fuel is utilized to increase the range of the
operating weight of the aircraft exclusive of fuel and aircraft, the combined weight of the fuel and tanks
cargo. The zero point of the chart at the junction of is computed as cargo load.
the fuel and cargo loads axes represents an operating
weight of 60,000 pounds. As individual operating
weights may vary, it is necessary to adjust the chart WING FLIGHT LOAD FACTORS.
for the specific aircraft involved. The operating weight
plus the fuel and cargo as required in· a mission can Wing flight load factors of 2.0, 2.25, and 2.5 g's are
be shown by gross weight lines which slope at a 45· represented. The load factor 2.0 line represents an
degree angle to the axis of the chart. These diagonal absolute minimum which should never be violated be-
lines also indicate various stru~tural and performance cause of the dangerously small margin of safety; the
limitations. However, any gross weight line may be load factors of 2.25 aI1d 2.5 g's are included for com-
plotted to obtain a graphic representation of the limi- parative purposes. Notice thllt the effect of weight
tations involved in the fuel-weight combination which
distribution is clearly illustrated by the shape of these
a mission may require:
lines. If the aircraft has a basic operating weight of
60,000 pounds, a load factor in excess of 2.0 g's may
Note result in structural damage in each of the following
instances:
The gross weight of the aircraft should never
exceed that required for the mission, since un- At 100,000 pounds, when no load is carried in the
necessary risk and wear of the equipment will wings.
otherwise result. Takeoff gross weights must
also be considered with respect to available At 107,000 pounds, when 7000 pounds of fuel is
runways, surrounding terrain, altitude, atmos.. carried in the wings.
pheric conditions, mission requirements, and
the urgency of the mission.
At 123,800 pounds, when 23,800 pounds of fuel is
carried in the wings.
DISTRIBUTION OF LOAD.
The airplane will safely withstand a load factor of
The maximum load that the aircraft can carry is de- 2.5 g's in each of the following instances:
pendenton the way the load is distributed. The weight
of an aircraft in flight is supported by the wings; there- At 83,200 pounds, when no load is carried in the
fore, the more load that is carried in the fuselage, the wings.
greater will be the bending moment on the wings.
This means that an aircraft might safely carry 30,000
At 88,200 pounds, when 5000 pounds of fuel is
pounds if 12,000 pounds were carried in the fuselage
and 18,000 pounds were in the wings. But the same carried in the wings.
30,000 pounds might become an unsafe load if the
weight distribution were 25,000 pounds in the fuselage At 107,000 pounds, when 23,800 pounds of fuel or
and 5000 pounds in the wings, the. unsafe condition above is carried in the wings.
resulting from the excessive bending moment imposed
on the wings by the 25,000 pounds in the fuselage. See Cautionary Loading Area, this section.
5·12
 T.O. 1C-IlSA-l Section V

BASED UPON 60,000 POUNDS

,
WflGHT liMITATIONS CHART BASIC OPERATING WEIGHT
(INCLUDES OIL)

MODEL: C-IlIA ENGINES: R2800-52W

FUEl GRADE 115/ 145
ALTERNATE FUEL GRADE 100/ 130
Nol.:
For gross weight limited RECOMMENDED
by performance refer to CAUTIONARY
appendix.
*Total w ing fuel capacity NOT RECOMMENDED
at 6 pounds per gallon.

isz
.
:>
o

FUEl LOAD (1000 POUNDS)

AA1 - 213
Figure 5-2
5-13
 Section V T.0.le.118A·1

CRUISE SPEEDS. losses due to temperature, humidity, and engine . de-

ficiency exert a considerable in:fluence on the (ate of
Caution must also be exercised in selecting the cruise.
climb even when all. the engines are operating. It is
speeds for operation. Load factors result not only from
not difficult to visualize the effect which engin:e failure
maneuvers instituted by the pilot, but also by encoun· will produce on the rate of climb, but it is interesting
tering atmospheric gusts. At any given speed and gross to note the marked difference in aircraft performance
weight, the larger the gust the higher the load factor. resulting from a rise in temperature and a correspond-
Similarly, at any given gross weight and stated gust ing fall in air density. The gross weight difference to
intensity, the higher the speed the larger the load provide a rate of climb. of 50 feet per minute on a hot
factor. The aircraft is basically designed to be able to
day as compared to a standard day at sea level is 6,600
safely withstand the load factors resulting from a gust pounds, resulting in a maximum gross weight of
of 30 feet per second at 251 knots per hour with 23,200 107,300 pounds, in order to maintain a rate of climb
pounds of cargo. From the chart, it Can be seen that,
of 50 feet per minute at sea level on a hot day. For
as the cargo weight is increased, the load factor made
purpose of standardization, the temperature of a
good is decreas.ed. If a gust of 30 feet per second is standard day is 15'C and that of a hot day, 38'C at
also to be made good, then the speed likewise must sea -level. Naturally, variations of - temperature and
be decreased. altitude within this range will give similarly graduated
values in brake horsepower and rate of climb. The
LANDING GEAR LIMITATIONS. effect of humidity and engine deficiency on brake horse-
power, and ultimately the gross weight at which the
The landing gear structure is designed for landing aircraft may be operated, has not been included in
during routine operation at a gross weight of 88,200 the weight limitations chart because of the extreme
pounds at a maximum contact sinking speed of 10 feet number of variable conditions involved. However, the
per second (figure 5·3). This is. the maximum reCOm- effect of humidity on brake horsepower is shown in
mended landing weight for normal opera~ion. In.case the Appendix, part 2.
of emergency, landings may be made up to 107,000
pounds at a maximum contact sinking speed 0£5. feet
per second.
CONFIGURATION AND PERFORMANCE.
The configuration of the aircraft also imposes a penalty
PERFORMANCE LIMITATIONS. , on performance. In' other than clean conligurations, the
increase in drag produces a decrease in the rate of climb
In the case of four-engine aircraft, it is generally in- and requires a readjustment of the gross weight at
herent that structural ~~ther than performance lim'ita- which the aircraft may be operated. As with power
tions restrict the weight which ,the aircraft can 'carry. losses, this condition is most ctitical at takeoff when
Obviously, the gross weight must necessarily be limited of necessity the landing gear is extended, and the
by the ability of the aircraft to take off within available cowl flaps and oil cooler flaps are open. The drag
runway length and dear any obstacles. But the primary created by a windmiUing propeller an:d the extended
consideration is the ability of the aircraft to fly with landing gear during the takeoff roll is such that no
partial power. Performance with. one engine out "is attempt to take off should be made unless the critical
not generally a restrictive factor in the normal loading engine failure airspeed. for the. gross weight of the
of the aircraft. Note the gross weight lines on the chart, aircraft has been attained or exceeded.
particuiarly those which separate the loading areas.
Each of these lines defines a specific limitation and
several of the lines are performance limitations, but the RECOMt.'IENDED .LOADING AREA.
gross weights are sufficiently high for normal· opera-
tion. These performance limitations arehasedon the The green area.,on the.·chartS. represents the loading
gross weight at which an adequate rate of dimb Can conditions that present nopartlcular problem in regard
be maintained under various conditions of pOWer; to strength or performance" of the aircraft. Operation
temperature, and, configutation. of the aircraft at weights outside this recommended
loading area should be avoided unless the mission re-
quites it. The green area is. bounded by the 2.5 g's
POWER LOSS AND PERFORMANCE. wingload factor line and the landing gear limitation.
The loss of one engine results In an asymmetricpowet
condition and a decrease in the rate of climb. However,
a rate of climb of 50 feet per minute with three engines CAUTIONARY LOADING AREA.
operating can be maintained with gross weights up to
113,900 pounds on a standard day at sea level with The yellow area on the charts represents loadings of
, maximum power, wing flaps at the takeoff position" progressively increasing risk as the red area is ap-
gear down, and inoperative engine windmilling. Power proached. Caution must be exercised because (1) per-
5·14
...
cCi"
c:
n
-•
~
CD

): 0>

-
l>

100 110

GROSS WEIGHT (1000 POUNDS)

<
Section V T.O. lC-118A-l

formance with one engine out at these gross weights pounds per gallon). By moving vertically up the chart
is marginal depending upon configuration, altitude, to the maximum loading (limit of the yellow area),
and ambient air temperature and (2) the maximum it is determined that a maximum cargo of 35,000
safe load factor is decreased. pounds may be carried. This limitation dictates thllt
the gross weight of the aircraft cannot exceed 107,000
pounds. By adding the operating, fuel, and cargo
LOADING NOT RECOMMENDED. weights, it is found that the aircraft would weigh
Note
65,000 + 12,000 + 35,000 or 112,000 pounds, which
exceeds the permissible limit by 5000 pounds (112,000
Whenever flights are conducted at weights - 107,000 = 5000). This weight must be removed, and
shown in the red area of the chart, entry of since the operating and fuel weights are not to be
this fact in Form 781 is required. reduced, it becomes necessary to reduce the cargo
weight to 35,000 - 5000, or 30,000 pounds. The addi·
The red area represents loadings which are not recom· tional operating weight of 5000 pounds (65,000 -
mended because of loss of the margin of safety from 60,000 = 5000) is simply considered as added alternate
the standpoint of both performance and structural cargo, which reduces the maximum cargo first deter-
limitations. Under conditions of extreme emergency mined. If, for instance, the aircraft weighed 58,000
when safety of flight is of secondary importance, the pounds rather than the 65,000 pounds presumed above,
commanding officer will determine if the degree of the alternate cargo would be 60,000 - 58,000, or 2000
risk warrants operation of the aircraft at gross weights pounds, and would allow a 2000 pound increase in
appearing in the red zone. the maximum cargo first determined.

Problem,
USE OF WEIGHT LIMITATIONS CHART.
Requiring a 22,000 pound cargo load, what is the maxi-
The sample problems shown below may be used to mum amount of fuel that can be carried?
determine the exact position of a loaded aircraft on
the Weight Limitation Chart (figure 5·2). Solution,
Presume that the aircraft weighs 60,000 pounds before
Problem, the fuel and cargo are added. Since the basic operating
Requiring 2000 gallons of fuel to reach a base, what weight is 60,000 pounds, the chart can be entered at
is the maximum cargo that can be carried? a cargo weight of 22,000 pounds and the maximum
amount of fuel can be read directly from the chart.
Solution, By moving horizontally across the chart to the maxi·
Presume that the aircraft weighs 65,000 pounds hefore mum fuel load (limit of the green area), it is deter-
the fuel and cargo are added. Enter the chart at a fuel mined that the maximum fuel that can be cal'ried is
weight of 12,000 pounds (based on fuel weight of 6 25,000 pounds, or, 25,000 -+- 6 = 4167 gallons.

TABLE OF TOLERANCES
AD! (Water-Alcohol Inspection) _ 27 to 32 psi.
Anti.kid brake accumulator pressure _ 325 (.!:25) psi.
Snubbing pressure _ 150 (.20) psi.
-0
Oxygen systems pressure _ 400 (+25) psi.
-0
D-C Generator Voltage _ 27.5 to 28.5 V doc.
Landing gear operating time _

Down (free fall) 20 seconds

Up 7 to 10 seconds
Wing flaps _
Low Fuel Boost Pressure _ 12 to 18 psi
High Fuel Boost Pressure _ 21 to 33 psi
Oil Cooler Air Exit Doors - appronmately 20
seconds for full range travel.
Emergency air pressure _ 1000 (;!:SO) psi. ,

5-16
 T.O. le-IlBA-I Section VI

SECTION VI

flight characteristics

TABLE OF CONTENTS
General flight Characteristics 6·2
Aerodynamic Characteristics 6·2
Stalls . 6·3
Spins 6·3
flight Controls ... . 6·3
Level flight Characteristics . 6·3
Maneuvering fl:ght . ...... 6·3
Di'ling .. "... 6·3
Limiting Design Speeds 6-4

6-1
Section VI T.O. IC-IISA-I

GENERAL FLIGHT CHARACTERISTICS. the aircraft. Control force· increases with elevator dig..
placement; therefore, both a greate.r movement and a
The general flight characteristics are excellent for a greater force are required at low speed, as compared to
cargo-type aircraft. Maneuvering and control of the cruising /light.
aircraft does not require undue force by the pilot. The
aircraft is very stable and trims out easily. Very little During landing, the center of gravity position greatly
change in trim is required to' maintain the desired affects the amount of elevator required. The further
aircraft attitude. Rudder and aileron control is exc~l. aft the cg, the less elevator required; the further for-
lent. Elevator forces are normal at both ~ow and high ward the cg, the more elevator required. If the aircraft
speeds. is loaded aft of the aft cg limit, it will be unstable; if
loaded forward of the forward limit, the amount of
elevator control available will probably be insufficient
to propeely /lare the aircraft.
AERODYNAMIC CHARACTERISTICS.
Elevator requirements vary with power. As an exam-
The aircraft is dynamical1y stable about alI axes; that
ple, as power is applied during an overshoot, down
is, if an oscillation is induced about the roll, pitch,
elevator is required to counteract for nose·up pitching;
or yaw axis of the airplane, it will damp out. Static
conversely, as power is cut during the landing flare,.
stability is the tendency of the aircraft to' return to up elevator is required.
its original trimmed condition following a displace-
ment from that condition. Fr9m the point of view of
control forces, an aircraft is statically stable in pitch
(longitudinally) if a push force is required to main- EQUIVALENT PARASITE DRAG AREAS.
tain a speed above trim speed, and a pull force is
required to maintain a speed below trim speed. Spiral
stability is approximately neutral. As an example, The following table of drag items is given in square
when the aircraft is properly trimmed for a standard feet of equivalent flat plate area:
rate turn in the instrument approach configuration
(gear up, /laps 20 degrees), it will tend to remain in Drag of Item
that attitude. Dihedral effect will cause the aircraft to Item (Square Feet)
bank automatically. into the turn as rudder is applied.
Basic Aircraft 27.3
This effect is helpful in obtaining maximum maneu-
verability. Landing Gear 38.6
20·Degree Wing Flaps 26.8
30·Degree Wing Flaps 46.3
CONTROL FORCE AND EFFECTIVENESS.
50·Degree Wing Flaps 83.6
Due to the characteristics of the aerodynamic boost Windmilling Propeller 13.6
system, the control forces and movements required
+4·Degree Cowl Flaps 5.4
vary throughout the speed range of the aircraft. At
high speed, a given rate of roll can be developed with +2·Degree Cowl Flaps 3.5
a small force applied to the controls and with a small +·Degree Cowl Flaps 1.7
control movement. To develop the same rate of roll
at low speed, both a greater force and movement must
be applied to the controls.
WING FLAP CHARACTERISTICS.
The ratio of rudder to aileron displacement required to
accomplish a coordinated turn varies with speed. At
high speeds, turns may be made primarily with the Wing flaps of the double-slotted type provide the ad-
ailerons, very little rudder being required. As speed ditional lift required for takeoff, and both extra lift
decreases, and/or gear and flaps are extended, a greater and drag for approach and landing. At small angles (20
portion of rudder to aileron displacement is required. to 25 degrees), the flaps act primarily as an added lift
This should be taken into consideration when making device, and at large angles (40 to 50 degrees), as both an
approaches in gusty air conditions, or with one or added lift and drag device. High drag at maximum
more engines inoperative. /lap extension is obtained primarily from the amount
".,: of extra surface exposed to the airstream. In effect, as
At high speed, the elevator is extremely effective and, the /laps are extended the camber of the wing is in-
therefore, requ,ires a small amount of force and move- creased, giving it a higher lift at any given angle of
ment to maneuver the aircraft. At low speed, such as att. ok. This explains the ballooning of the aircraft as
during the landing approach, elevator; effectiveness the /laps are extended. Conversely, the opposite occurs
decreases, requiring a greater movement to maneuver as /laps are retracted and the aircraft setttles. Extension
6-2
 T.O. IC·IlIA·1 Section VI

of the flaps also reduces the stalling speed of the air· into consideration in calculating performance. speeds
craft. Changes, resulting from flap extension are in- based on stalling speeds, but instead is available as an
cluded in the following table: extra margin of safety.

Equivalent
Wing Flap Stall SPeed RECOVERY FROM STALL.
Flap Position Drag Area Lilt Increase at 88,200 Ib
(Degrees) (Square Feet) (Percent) (Knots)
When the aircraft is stalled, ,ecovery should always
0 0 0 106 be made by nosing the. aircraft slightly down, and
10 12.8 7.5 102 applying power as required. At all times, abrupt pull-
Outs should be avoided so as to eliminate the possibility
20 26.8 26.7 94 of exce'ssive g forces and a resliltant secondary stall.
30 46.3 46.1 88
40 58.7 56.5 85
45 66.8 60.5 84
SPINS.
50 83.6 . 64.5 83

Spins are one of the prohibited maneuvers and must

Two-speed flap retraction is provided. The faster re- never be done intentionally: However, if a spin is en·
traction rate from 50 to 20 degrees (9 seconds) is pro- tered accidentally, use normal recovery procedure to
vided for rapid elimination of high drag present at regain level flight; that is, nose down and apply cor-
high flap angles. The slower retraction rate from 20 rective control to stop the spin.
degrees to up (13 seconds) is provided so that the flight
path during takeoff can remain relatively constant as
flaps are retracted. This is the result of lift increase
due to increasing airspeed balancing lift loss due to FLIGHT CONTROLS.
flap retraction. At a given speed, the flight path can
remain constant during flap extension or retraction,
provided the angle of attack is changed to counteract The flight controls are very effective under all eondi ..
for the lift changes which are taking place in the tions of flight, and there is no unusual reaction of the
wing-flap combination, or the speed is changed to flight controls under any flight condition.
compensate for the change in lift at a constant angle
of attack.

LEVEL FLIGHT CHARACTERISTICS.

STALLS.
The level flight characteristics of the aircraft are excel-
Stall characteristics of the aircraft are excellent. The lent under the various speed conditions of slow flight"
aircraft is fully controllable up to the stall, and the cruising flight and high speed flight.
pre·stall warning buffet is of sufficient magnitude that
it is easily perceptible to the pilot. At the stall, the
nose of the aircraft pitches down gently without roll·
ing, allowing stall recovery to be effected with a mini·
mum manipulation of the controls and loss of altitude. MANEUVERING FLIGHT.
Acceleration increases stalling speed. A 15·foot.per.
second gust encountered in level flight will raise the The characteristics of the aircraft during acceleration
stalling speed from 117 to 132 knots EAS. This gust on takeoff and in fI,ight are excellent and do not require
is equivalent to an acceleration of 1.30 g's which can be undue force on the part of the pilot.
developed in a coordinated turn at a bank angle of
41 degrees. Figure 6·1 is based on the effect of accelera·
tion and gi ves the change in stalling speed for gross
weight. gear and flap positions, and for all bank angles
DIVING.
up to 60 degrees. The use of this chart is illustrated by
the dashed lines drawn on its face. Due to the slip·
stream effect over the wing, power-on stalling speeds . Diving speed is limited as mentioned in Section V.
are lower than zero thr.ust stalling speeds by approxf. Avoid abrupt pullouts at any time. Do not allow the
mately 5 to 10 knots at approac!h power, and 10 to 15 lAS pointer to exceed the limit marking on the air-
knots at maximum power. This difference is not taken speed indicator (figtlre 5-1).
6·3
 Section VI T.O. le·IIIA·1

LIMITING DESIGN SPEEDS. formation; and, second, no control force, control effec·
tiveness. or stability abnormalities. The aircraft has
been demonstrated to a maximum Mach number of
The criteria for establishing the limiting speeds of
0.65. At Mach numbers at or below the maximum dem-
the aircraft from a structural standpoint may be ex· onstrated value, no undesirable /light characteristics
plained as follows:
occur.
A. The load exerted on a body in a moving stream At the maximum normal operating speed (Vno) and at
of air depends on the density of the air and on the any combination of gross weight and fuel weight
speed of the air with respect to that body. within thp. stated limitations, the aircraft is designed to
withstand the gust load factors resulting from at least
B. Mach number effect is caused by changes in a 30.foot.per.second gust with no permanent deforma·
airflow around an aircraft which may result in control tions.
force, control effectiveness and stability irregularities.
For this reaSOD, a maximum Mach number limitation
Note
is established. The aircraft is capable of withstanding higher
accelerations (gusts) with the wing /laps re-
The maximum speed demonstrated is based on two tracted; therefore, it is necessary that all
design limits of the aircraft: first, the ability to with- cruising and descent operation be with the
stand a 15·foot.per-second gust at the maximum per- /laps retracted during flight in turbulent air
missible indicated airspeed with no permanent de· conditions.
 T.O. le·1l8A·I Section VII

SECTION VII
systems operation

TABLE OF CONTENTS
Fuel System Management ...........................................................•................................................. 7·2
Heater Fuel Management .............................................................................................................. 7·8
011 System Management ............................................................................................................... 7·8
Spark Plug Antl·Fouling Procedures ........................................................................................... 7·7
Use of Landlnll Wh••1 Brak.s.................................................................................................... 7·9

LIST OF ILLUSTRATIONS
Number Title Page
7·1 Fuel System Management Table ............................................................... _............. 7·3
7·2 Fuel System Management ........................................................................................ 7-4
7·3 Fu.1 Quantity Data Table ........................................................................................ 7·7

7·1
Section VII T.0.IC·1I8A·I

FUEL SYSTEM MANAGEMENT. F. When fuel pressure drops below 22 psi or flue·
tuates.
All takeoffs, landings, and ground operations should G. For oil dilution.
be made with each engine receiving fuel from its reo
spective main tank. A vapor vent return line connected
to each carburetor returns all vapor plus fuel to the
No.2 main tank for engines No. 1 and 2, and to the
No.3 main tank for engines No.3 and 4. The normal
return flow is less than 2 gallons per engine per hour;
however, if the vent float sticks or is damaged, it is
possible to obtain a maximum flow of 20 to 30 gallons
per engine per hour. For this reason, the fuel levels of
l::::J
Always shut booster pumps off one at a time,
and make certain that pressure is maintained
by rhe engine·driven pumps.
No. 2 and 3 main tanks must be checked periodically
to avoid overflowing. When selecting a new fuel Since the boiling point characteristics of fuel vary
supply for an engine, the new supply should be selected with each production run, and each run varies with
!>efore shutting off the old supply or before the old age and the conditioning the fuel receives, it is difficult
supply is depleted, in order to minimize fuel surge to to predict the exact moment and condition under which
the carburetor (which can result in ruptured dia· booster pumps should be applied. Conditioning the
phragms or collapsed vapor vent floats), and the fuel fuel for 1'12 bours by booster pump agitation covers
booster pump should be turned to LOW. If a fuel most of the critical fuel conditions that may occur in
supply is completely depleted before selecting a new the fuel system. It is realized that this Ph·hour period
source, retard the throttle of the affected engine before will be extremely liberal in a great many instances.
selecting a new supply to prevent fuel surge to the With OAT. below 24'C (75'F), it should be remem·
carburetor, and also to prevent the possibility of over· bered that, with high altitudes andlor high OAT., it
speeding, which can result from the sudden resumption will be necessary to condition the fuel for longer
of power following a momentary power loss. Figures periods. Therefore, make the following test for fuel
7·1 and 7·2 graphically show the fuel flow and the stability:
control lever positions for various combinations of fuel
A. After the aircraft has been stabilized at the
system management. See figure 7·3 for fuel quantity cruise altitude, momentarily turn one of the selected
data.
booster pumps off and at the, same time watch the
fuel pressure.
B. If the fuel pressure drops or fluctuates, leave
Maximum wing strength must be maintained the booster pump in operation for a longer period.
by using fuel as recommended in the Fuel
System Management Table (figure 7·1). Aher Co If the pressure remains steady, the booster pump
selecting alternate fuel tanks, the main fuel may be turned off.
tank fuel quantity indicator should be moni ..
tored to prevent possible overfilling of the D. Repeat this procedure for the remaining booster
main tanks through the vapor vent return pumps.
system in case of malfunctioning carburetors.
The maximum uo:balanced fuel load permiss-
able, without restriction OD speed or gross USE OF HIGH BOOST PUMP PRESSURE.
weight, is 1050 lbs between inner wing tank$..
These cross ship fuel unbalances must not In the event of engine fuel pump failure'or an extreme
occur simultBneouslyo cold weather start, where LOW boost does not supply
sufficient pressure, HIGH boost may be used, provided
LOW boost is first used to pressurize the system up
RECOMMENDED USE OF FUEL BOOSTER PUMPS. to the carburetor. When, shif~ing from LOW boost to
HIGH -boost, make the switch as rapidly as possible.
It is recommended that the electric fuel booster pumps
be operated in LOW boost under the following condi·
tions: PRECAUTIONS.
'A. For engine start.
A. Crossfeed aod selector valves should be in their
B. For takeoff. OFF positions unless flow of fuel is expected through
them.
C. When climbing.
B. No tank will be run dty.
D. When selecting a new fuel supply source.
C. Apply boost pump pressure before opening the
E. For fuel conditioning. valves to a new source.

7·2
 T.O.le·118A·1 Section VII

FUEL SYSTEM MANAGEMENT TABLE

8·TANK SYSTEM
TOTAL USABLE FUEL - S404 GALLONS

Tanks
Fuel 1.nd4 1 and 4 2""'3 2 and 3
Lo.J Main Alternate Main Alternate *Usage

1200 300 300 4

1300 325 325 4
1400 350 350 4
1500 375 375 4
1600 400 , 400 4
1700 425 425 4
1800 450 450 4
1900 475 475 4
2000 500 500 4
2100 525 525 4
2200 550 550 4
2300 575 575 4
2400 600 600 4
2500 625 625 4
2600 650 650 4
2700 675 675 4
2800 695 625 80 1+4
2900 695 675 80 1+4
3000 695 675 130 1·34
3100 695 675 180 1·34
3200 695 675 230 1-3·4
3300 695 675 280 1+4
3400 695 719 286 1+4
3500 695 719 336 1·34
3600 695 200 719 186 1·2·4
3700 695 218 719 218 1·2·4
3800 695 243 719 243 1·2·4
3900 695 268 719 268 1·2·4
4000 695 293 719 293 1·2·4
4100 695 318 719 318 1·2·4
4200 695 343 719 343 1·2·4
4300 695 368 719 368 1·2·4
4400 695 393 719 393 1·2·4
4500 695 418 719 418 1·2·4
4600 695 443 719 443 1·2·4
4700 695 468 719 468 1·2·4
4800 695 493 719 493 1·2·4
4900 695 526 719 510 1·2·4
5000 695 526 719 560 1·2·34
5100 695 526 719 610 1·2·34
5200 695 526 719 660 1·2·3-4
5.\00 695 526 719 710 1·2·34
5404 , 526 719 762 1-2+4
Undumpable 116 0 108 54
Unstickahle 140 160 140 80
·Usagc:
1. Main tanks to rcspecdve engines (switch to next step .fter 75 gallons (450 pounds] are
used from each maih tank 01' at completion of initial climb).
2. Alternate tanks to respective engines until 100 pounds remain.
3. No.2 and 3 ahernale tanks to respective sides (crossfeed) until 100 pounds remain.
4. Main tanks to respecti,'c engines.

Flgur. 7·1
7·3
 Section VII T.O. le-11S A-I

fUEl SYSTEM
NO. 1 NO.2
IlIIINE NO.3 NO . •
IlIG1NE E1111NE
EII"NE

[ J
TIN! SruCTOIS CIISS TlII
2 3 4
"'G" I110.
I
111.
II.
1111. II. II.
III.
II. MO. III.
IWM
II II

l~; .C)(» <iY 011 000 0 1

OM III
liT
OM 1l! I·TlII 3&.
IWN TIN! run IllElltATE TIN!
BOOSTEI PUMP run Boosm
SWITCHES PUMP SWITCHES orr IllllIe TO l·r[ED-

@ mU·TlII IIlIE @ sruml IIlIE NORMAL ENGINE STARTING, FUR

------------------~
R.OW "OFF" TO INOPERATIVE EN-
GINES. BOOSTER PUMP "LOW" TO
ENGINE NO.3

MD. 1 MO. ! NO. ! MI.<

EMGllIE EIIelNE DlGIME DlGIII(

TIN! srumlS
! ! 4 II II
II. III. 111. III. III. III. III. III.
I I I
• I I I
• 1WM

:~~ I~HY CO ijl

ON
000 0 1 -
IWM TIN! run
1
IlTERMATE TIN!
liT
aM [
- ] dtu;c I[TI!EM
HELD. "'TiT
BODSTEI PUMP run 100STEI 011
SWlTCIES PUMP SWITCHES I [ _Illllle TO I·TUD

@) MAIN TANKS ON FOR ALL GROUND

@ MANEUVERING, TAKEOFFS AND LAND-
CIIISS.fIIlI IIlIE snmoa IIlIE INGS. BOOSTER PUMPS "ON" FOR TAKE-
OFFS AND LANDINGS AND WHENEVER
NECESSARY TO MAINTAIN PRESSURE.

figure 7-2 (Sheet J ol3)

7-4
 T.O. le-IISA-1 Section VII

MANAGEMENT
NO. I NO. 1 NO . •
ENGINE ENGINE ENGINE

TlNK SELECTORS CROSS fEED

1 3 lH RH
NO. NO. NO. NO. MO. MG. MO. MO. MIIN
I I 2 3 4 ON I[ ~o
l:lo
NIIH '"

0 001 10000 1
MIIN TlKK fUEL IlTERNIfE fm
I·FEEO -:;-;-;-
I & 1 BETWEEN-Lli-
BODSfER PUMP
SWITCHES
fUEL BODSfER
PUMP SWITCHES Off I r h""-if----1lh III ENG TO l ·fEEO

® CROSS·fEED IIlIE ~ SElECfOR IllIE

NO. 1 MAIN TO NO. 1 AND 2 ENGINES
NO.3 AND NO. 4 MAIN TO RESPECTIVE
ENGINES, BOOSTER PUMPS "OFF" UNLESS
NECESSARY TO MAINTAIN PRESSURE

NO. I NO.2 NO. ! NO . •

ENGINE ENGINE [NGINE ENGINE

TINK SELECTORS CROSS fEED

MIIN , ._-----=-
1 3 lH
NO. NO. NO. ,
NO. NO.
I ,
NO. NO. NO. , I[
HIGN I , 3 3 ON
P
~:;Io TI 00/ pooo/ III
ON [ l-
e--
I·FEEO
III BETWEEN 3&.
MIIN TINK fUEL IlTERNIfE TlNK
BOOSTER PUMP fUEL BOOSTER
SWITCHES PUMP SWITCHES Off III ENG TO HE 0

@ CROSS·fEEO IIliE @ SELECTOR IllIE NO. 2 MAIN TO ALL FOUR ENGINES

THROUGH CROSS FEED SYSTEM BOOST- _---~.
ER PUMP "ON" TO MAINTAIN PRESSURE

Figure 7-2 (Sheet 2 of 3)

7-5
Section VII T.O. le-lleA-I

FUEl SYSTEM MANAGEMENT

NO. I L::.. NO.1 NO. 3 ~ NO. 4
OIIIRE
I======,~~~~~'I=~OI:II:NE===~OI:I:IN£~=I~~~~~===== OIIINE

TlNK SELECTORS CROSS·FEED

4 LH RH
1111. 1111. 1111. 1111. MI. MO, MO, MO,

HIIH : :
I 1 3 • III •
MtiN I rq];::::t:::jl ~:::HJ
OFF ~ III
LOW ON ''--'n'--'n''--'1'"''
I Iu,.,.
MAIN TANK FUEL AlTERNATE TINK
BOOSTER PUMP fUEL BOOSTER OFf
SWITCHES PUMP SWITCHES ALL ENI TO X·fEEO

@ CROSS·fEEO VALVE ® SELECTOR VAlVE

ALTERNATE TANKS TO RESPECTIVE EN·
GINES BOOSTER PUMPS "OFF" UNLESS
NECESSARY TO MAINTAIN PRESSURE

AAl-170
Figure 7-2 (Sheet 3 013)

D_ Normally, no fuel tank will be used below lOO left fillet provides a total of 26 gallons consisting of
pounds. 50 percent 1100 grade oil and 50 percent 100 octane
gasoline. A.uxiliary oil is transferred to a selected en-
E. Prior to runup, during taxiing, check the flow gine nacelle tank by means of a "transfer system. Trans-
of fuel from each source and through the crossfeed fer oil pressure is provided by a motor and pump COID-
system. bination, controlled by a momentary contact switch
Note
on the upper overhead panel. Adjaceot to the oil trans-
fer pump switch is a tank selector switch which posi-
Fuel cannot be transferred in this aircraft. tions the 4-way selector valve and directs auxiliary oil
to the desired nacelle oil tank. Oil temperature is con-
trolled by four switches on the aft overhead panel
HEATER FUEL MANAGEMENT_ with the positions OPEN, CLOSE, OFF, and AUTO-
MATIC.
The amount of fuel used by the heaters varies with the
heater cycling due to altitude and temperature. The
Note
three airfoil heaters, one for each wing and one for
the tail, use' approximately 5 gallons per hour per It is recommended that no takeoff be made
heater. The cabin heater uses approximately 2 to 4 with less than 110 pounds in any nacelle
gallons per hour. When all heaters are operating, they tank.
will use a total of approximately 17 to 19 gallons per
hour.
It is desirable but not necessary that auxiliary oil be
transferred to a nacelle tank when the level of oil
OIL SYSTEM MANAGEMENT, drops to 110 pounds. The procedure should be <IS
follo:",s:
The capacity of each nacelle oil tank is 35 usable
gallons plus 2.5 gallons in reserve for propeller feather- A. Position the tank selector switch to the required
ing. In addition, the auxiliary oil tank located in the nacelle tank.
7-6
 T.O. 1C-1I8A-l Section VII

USABLE FUEL TOTAL FUEL

LEVEL FLIGHT GROUND AnlTUDE
TANK (EACH TANK) (EACH TANK)

GALLONS POUNDS GALLONS POUNDS

1 AND 4 MAIN 2 695 4170 700.3 4201.8

2 AND 3 MAIN 2 719 4314 722.6 4335.6

1 AND 4 ALTERNATE 2 526 3156 531.0 3186.0

2 AND 3 ALTERNATE 2 762 4572 773.7 4642.2

Figure 7-3

B. Depress the auxiliary oil · tank pump switch. a brake keeps the door locked In position. Refer to"
Release the switch when the desired amount of oil Section V for Operation Limits.
has been transferred, as indicated by the oil tank quan-
tilY indicator.
SPARK PLUG ANTI-FOULING PROCEDURES.
C. After oil has been transferred, the transfer sys-
GENERAL.
tem lines should be evacuated by reversing the pump
actuating switch (approximately 1 minute) to avoid Spark plug fouling is a principal cause of ignition
the possibility of oil cohgealing in the transfer line. trouble, which in turn is one of the most common
engine maintenance and opera~~og problems with air-
craft engines using 115/145 ~r· ·100/130 grade fuel.
Note These grades of fuel may contain a relatively high
Nacelle oil tanks must not be filled lead coment, up to 4.6 cc per gallon. Such fouling
above the 150·pound level by use of the might be defined as an accumulation of deposits which
oil transfer system due to excessive cause misfiring or prevent firing across the spark plug
foaming when the diluted oil enters electrodes. The most common types of fouling " are
the tank. In the event of an emergency lead fouling and carbon fouling, with lead fouling
condition, the engine can be continu- the main trouble-maker. Cause, "prevention, and cure
ously operated down to ); pounds of of spark plug fouling are all linked to tbe chemistry
oil (15 percent of normal quantity). and physics of die combustion cycle, which in turn are
When operating with a low oil quan- subject to wide variation under different ground"and
tity, the oil temperature and oil pres- flight engine operating conditions. A logical treatment
sure should be monitored closely. of the problem involves separate discussjon of each
aspect of typical engine operation jnclu~ng ground
running; takeoff, cruise, and descent. " Prevention is
D. The oil temperature "normally is regul a ted auto- the most profitable line of attack to the problem.
matically. However, if automatic oil temperature con-
trol becomes inoperative, the oil cooler door can be
IMPORTANT FACTORS.
positioned manually by using the oil cooler door air
exit switch on the aft overhead panel in either the Tetraethyl lead is the most important basic cause of
OPEN or CLOSE positions. as required. These are lead fouling. Scavenger agents such as bromine in
momentary positions. When the switch is ~entered, the tetraethyllead are provided to combine with the
7-7
Section VII T.O. IC·1l8A·1

lead during combustion, removing it with the exhaust Idle mixture strength does change with altitude
gases. However, under certain conditions of tempera.. changes. Therefore, when an aircraft is operating
ture and pressure, the lead will condense out on the away from its home station, the idle mixture could
spark plug insulator as lead oxide or lead bromide. be too rich and cause fouling of the spark plugs.
In the presence of excess carbon as a reducing agent, Naturally, this will be noted by the flight engineer
these may form metallic lead particles. All such when he performs the idle mixture check. This will
deposits can prevent ignition or firing. Other perti. not be cause for rejection of the aircraft, as the mix-
nent factors which influence plug misfiring include ture will be correct when the aircraft is returned to
the type of ignition system, spark plug characteristics the home station. In these cases, the flight engineer
and age, water injection operation (dry or wet take- will manually lean the mixture for any extended
offs), general engine conditioning including the care periods of ground operation. The mixture will be
and handling of spark plugs, the operating require- manually leaned to obtain maximum rpm, which will
ments and characteristics of the particular engine in- be best power mixture. Further, a minimum of 150°C
stallation, and the specific engine operating conditions. cylinder head temperature should be maintained. The
most critical fouling range for the R-2800 engine is
In general, spark plug fouling involves a buildup of
between 900 and 1100 rpm.
deposits through prolonged operation under a fixed
set of conditions. Prevention and remedy for plug SPARK PLUG CLEAN OUT FOR
fouling, therefore, depend on taking action to vary GROUND OPERATION.
these conditions, upset the chemistry of the fouling During extended periods of ground idling it is recom-
cycle, and restore good ignition. mended that mixtures be manually leaned to obtain
maximum rpm. After each 10 minutes of ground
IDLE MIXTURE CHECK. operation at low rpm, the throttles shall be advanced
Idle mixture adjustment is one of the most important slowly (3 to 5 seconds per 100 rpm) to a manifold
factors to be considered in providing protection pressure 5 inches above field barometric pressure, with
against fouled spark plugs. When performing a post- a concurrent scan of combustion patterns on the igni-
flight check, the flight engineer must check the idle tion analyzer. This power shall be held for one
mixture at minimum idle rpm and at the most com.. minute; however, maximum ground operating cylin-
monly used ground idle rpm for a rise not to exceed der head temperature will not be exceeded. If a
10 rpm. Too much emphasis cannot be placed on fouled pattern appears on the engine analyzer, the
slow movement of the manual mixture lever during operator must decrease power to a manifold pressure
the check. Best power mixture must be obtained and one inch below the power at which the spark plug
held for at least five seconds. Best power is when a resumes firing and operate for at least 10 seconds;
maximum rise in rpm is noted. Any further move- then, resume the cleanout procedure. Repeat the
ment past this point will cause a drop in rpm; there- gradual increase and reduction of power in this
fore,the engineer should move the mixture lever maneuver until reaching 35" MAP, checking all
slowly until he has obtained maximum rpm and the analyzer patterns for ,atisfactorv combustion.
rpm has started to decrease. The mixture lever should Note
then be moved very slowly back to the point where
the maximum rpm rise was obtained. After ascertain- If an engine analyzer is not available to scan
ing that the best power mixture has been obtained spark plug patterns during the preceeding
and maximum rpm rise has been noted, return the procedures, another ignition check will be
mixture control to the appropriate setting. If no rpm performed just prior to takeoff, when time
rise was noted when slowly moving the mixture lever since the last engine runup ignition check
toward IDLE CUT·OFF, the mixture is too lean. If exceeds 10 minutes.
over a 10 rpm rise is' noted, the mixture is too rich GROUND DEFOULING PROCEDURES.
and the mixture should be manually leaned to obtain
Whenever low BMEP is noted and the analyzer indi-
best power or maximum rpm. If the rpm rise was
cates low resistance patterns (fouled spark plugs),
less than 10 rpm the mixture control may be placed in
proceed as follows:
either the AUTO LEAN or AUTO RICH position.
It must be remembered that cylinder head temperature A. Props - Full Increase RPM.
has a direct bearing upon the results obtained; there·
B. ADI-OFF.
fore, the engineer must have a cylinder head tempera-
ture between 160°C and 180°C when performing an C. Mixture -AS REQUIRED.
idle mixture check. When the aircraft is at the hom'" NOTE
station and the idle mixture is found to be out of In colder temperatqres it is permissable
adjustment, it is recommended that (lorrective mainte- to place mature control in auto lean un-
nance be performed prior to releasing the aircraft til desired CHT is reached, then return
for flight. to auto rich.

7·8
 T.O. IC-IlIA-1 Section VII

D. Operate Engine (or engines) at field barometric

pressure until cylinder head temperature reaches
180 0 to 190 0 •
When lIying' conditions require a large re-
E. Using the same technique- described under Spark ductioninpower, reduce rpm as well as
Plug Cleanout for Ground Operation, this section, manifold pressure. It is important to cushion
advance power slowly to 40 inches Hg while the high .inertia loads on the master rod
noting analyzer patterns and BMEP output. If bearings which occur under these conditions.
analyzer patterns indicate some degree of com- As a rule of thumb, each 100 rpm requires
bustion in all cylinders, power may be further at least 1 inch Hg manifold pressure (for
advanced 45" MAP for a maximum of 30 seconds example, 23 inches Hg at 2300 rpm). Opera-
in order to compare actual BMEP against that tion at high rpm and low manifold pressure
which a normal engine should produce under should be kept at a minimum.
existing conditions of temperature, humidity and
altitude. Do not exceed maximum ground oper-
ating cylinder head temperatures.
USE OF LANDING WHEEL BRAKES
F. If spark plugs are still not cleared after using
the ground defouling procedures rwice, the neces- To reduce maintenance difficulties and accidents due
sary corrective maintenance must be performed. to wheel brake failure, the importance of prope~ly
using aircraft landing wheel brakes should be ein-
phasized.
INFLIGHT PREVENTION.
It is absolutely necessary that aircraft brakes be treated
A periodic change in engine conditions will usually with respect. Consideration must also be given to the
prevent lead fouling during cruise. The engine an- wheel brake antiskid system. Although the antiskid
alyzer should be used to check ignition patterns at system will give consistently shorter landing distances
least once each hour and, after each hour at cruise on dry runways, it would not be used to its maximum
settings, one of the following procedures should be potential to purposely make ,all landing rolls as short
used to prevent fouling: as possible.
A. The use of auto-rich mixture for a rwo-minute It is generally known that operating personnel stop the
period. aircraft as quickly as possible regardless of the length
B. Engine blower shift. of the runway, use the brakes consistently for speeding
up turns, and drag the brakes while taxiing. To mini-
C. A change in power of 3 to 5 inches of manifold mize brake wear, the following precautions should be
pressure or a change of 100 rpm. A reduction in observed insofar as is practicable.
the power level followed by an increase in the
power level appears to be the most effective A. When the antiskid system is· inoperative use.
approach to prevention of fouled spark plugs. extreme care when applying brakes immediately after
touchdown or at any time there is considerable lift on
the wings, to prevent skidding the .tiiesand causing
IN FLIGHT DEFOULING. lIat spots. A heavy brake pressure can result ill locking
If spark plug fouling occurs in lIight the rich-mixture the wheel more easily if brakes are applied imll\ediate-
method of prevention should be tried first. If this is Iy after touchdown, than if the same pressure is applied
not effective reduce manifold pressure slowly until after the full weight of the aircraft is on the wheels.
plugs resume firing and maintain this power for ap_ A wheelonce'locked in this manner, immediately after
proximately one minute. Slowly increase power, while touchdown, will not become unlocked as the load is
scanning analyzer and repeating the previous process increased as long as brake pressure is maintained.
until all plugs have resumed firing and manifold pres- Proper braking action cannot be expected until the
sure has been increased to the desired; <ruise setting. tires are carrying heavy loads.
Plugs which cannot be cleared should be 'recorded for
corrective m~intenance after landing.
a. Brakes themselves can merely stop the wheel
from turning, but stopping the aircraft is d~pendent.·
DESCENT.
on the friction of the tires on the runway. For this
purpose it is easiest to think in terms of coefficient of.
Best power mixture is favorable to clean ignition and friction which is equal to the frictional force divided
provides minimum tendency for plug fouling. There- by the load on the wheel. It has been found that opti- •
fore, it is recommended that best power mixture mum braking occurs with approximately a 15 to 20 per
setting be maintained during descent. cent rolling skid; i.e. the wheel continues to rotate

7-9 J
 SectIOn VII T.O. lC-118A-l

but has approximately 15 to 20 per cent slippage on the C. If maximum braking is required after touch-
surface so that the rotational speed is 80 to 85 per down and the antiskid system .is inoperative, lift shonld
cent of the speed which the wheel would have were it first be decr<!ased' as much as. possible by raising the
in free roll. As the amount of skid increases beyond /laps and dropping the nose before applying brakes.
this amount, the coefficient of friction decteases rapidly This procedure will· improve braking action by in-
so that with a 75 per cent skid the friction is approxi- creasing the frictional forces between the tires and the
·mately 60 per cent of the optimum and, with full Skid, runway. Propeller reversal should be used whenever
becomes even lower. possible to reduce braking actidn requited.
b: .. THere are two reasons for this loss in J?raking D.For short landing rolls, a single, smooth applica-
effectiveness with skidding. First, the immediate action tion of tbe brakes' with constantly increasing pedal
is to scuff the rubber, tearing off little pieces which act pressure is most desirable. This procedure applies
almost like rollers under the tire. Second, the heat equally well for operation of emeregency braking
generated starts to melt the rubber and the molten system.
rubber acts as a lubricant.
E. With or without use of the antiSkid system it is
c.. NACA figures have shown that for an incipient recommended that a minimum of 15 minutes elapse
skid with an approximate load of 10,000 pounds per between. landings where the landing gear remains
wheel, the coefficient of friction on dry concrete is as extended in ,the slip stream, and a minimum of 30
high as .8, whereas the coefticier,1.t .is of the. order of .5 minutes between landings where the landing gear has
or less with a 75 percent Skid. Therefore, if one wheel been retracted, to allow sufficient time for cooling
is locked during ap,l'lication of brakesthere"ls a verr '.. ·betwe.mbrake applications. Additional time should
· definite tendency for the '"aircraft to turn awa)' from •. be':11ow~ fot.cooling if. brakes are used fat sreering,
that wheel and furthet application of brakep~ure .'. ci~s,wind .tlI,Xiing opetation, Or a setiesoE landings
will offer no' cotrective· action. Since the ~ci!t1t of , lire. P<lrfor!Ded. '.
friCtion g;"'s down when the wheel begins to skid,' ii
is apparent that a wheel, once locked, will nevet ftee " J! .011. all Jart4lngs, the f';1llanding roll should be
itself until. brakeptessuie iSo reduc~d so that the brak- uti1i>;ed,tQ take advantage .of aetodynamic braking and
ing effect on the wheel is less than the turning\moment to 1lSe the·brakes as .little and as .lightly as possible.
rem~jnlng with the reduced frictional force.. ".,'. (;. Aftet the brakes have. heen used excessively for
B. Antiskid systems are intended to pr~v¢nt .,Skids '. an emergency stop and are in the heated (:Ondition, the,
· at high sJieed under light wheel loads, " Therefore; .. ' aircraft should not be taxied' into a crowded parking
brakes equipped with an antiSkid syne.> mAy' be' ..,1>< .. '.' '" area or the parking brakes. set. Peak temperatures
plied immediately after touchdown, but 'this' Slio~t1d.. '. "occur in the wheel and brake assembly from 5 to 15
be done only when definitely necessary. The'ant.iskid.:,'· 'riiih';tes . after a maximum braking. operation. ·To
system will function to prevent tire skidding if ii,is'., prevent brake fire and possible wheel assembly ex-.
operating properly, however, it. is not designed' to :plqsion; the specified procedures for cooling brakes
pedorm as an automatic braJdogsystem. . CoPtin- .!,'(mld be. followed.
uous brakiog hom the poiot of to.uchdowo will result ' . ' ....• '. '.
• io coosiderable overworkin/! of the aotiskid system . ~i "The brakes should not be dragged when taxiing,
,'beyond design limits ~. addition to causing excessive and slio~ld :~:used as little as possible for turning th,
wear and extreme heaung of the brakes. . air~ft .~ri: th~ground.

I
,~- '
f/
i
f
J'
'_111
 T.O. le·1I8A·I Section VIII

SECTION VIII

crew duties

TABLE OF CONTENTS
Introduction .................................................................................................................................... 8·2
Pilot ................................................................................................................................................. 8·2
. "Radio Operator ............................................................................................................................... 8·2
NaviJator ........... ....... ..................................•................................................................................... 8·3
Flight Attendant ............................................................................................................................. 8·3

8·1
Section VIII T.O. 1C-lIBA-l

RADIO OPERATOR'S PREFLIGHT CHECKLIST.

INTRODUCTION.
Note

On aircraft without the services of a

radio operator, these items will be
This section contains those functions of the crew which checked by a pilot crew member.
are in addition to the primary responsibilities of a
crew member. It is assumed. that 'each' indiv~d.ual crew:
member is fully aware of the primary responsibilities EXTERIOR INSPECTION.
of his job.
Nose to Belly Scoop.

PILOT. A. VHF and/or UHF antennas - CHECK SE-

CURENESS AND GENERAL CONDITION.
It will be the responsibility of the pilot to insure that B. ADF loop housings - CHECK SECURENESS
a thorough inspection of the aircraft and all equipment
AND GENERAL CONDITION.
is properly conducted in sufficient time prior to de-
parture to permit correction of discrepancies without
C. ADF sensing antennas - CHECK SECURE-
incurring delays. The inspection checklists are covered
NESS AND GENERAL CONDITION.
in detail in Sections II and III.

Right Wing Fillet and Root·to-Tail Right

VISUAL INSPECTION. Side Check.
::rhe responsibility of conducting the visual inspection A. H/F antenna (liaison) - GENERAL CONDI-
may be assigned by the pilot to the copilot, navigator,
TION AND SECURENESS.
~re'"Y engineer, or radio operator. When conducting
these visual inspections, each item of the checklist B. Antennas - CHECK ALL ANTENNAS FOR
will be inspected for the condition and/or the position TAUTNESS AND SECURENESS (IFF, RADIO
d~scribed thereon. The radio operator will, upon com- ALTIMETER, FLAT TOP ANTENNA). CHECK
pletion of the inspection, report to the copilot that COVER OVER MARKER BEACON ANTENNA
FOR CRACKS AND MAKE SURE IT IS NOT
everything is in order, or state any discrepancies. The PAINTED.
copilot will then report completion of all checklists
to the pilot.
INTERIOR INSPECTION.

RADIO OPERATOR (AF51-17626 Main Cargo Compartment.

THROUGH AF51-17661, AF51-17667,
A. Interphone and public address system -
AND AF51-17668). CHECK TELEPHONE, AND INTERPHONE
AND PUBLIC ADDRESS SYSTEM FOR OPER-
The radio operator, in addition to checking out the ATION.
equipment described in Section IV, will also assume
the following responsibilities: B. Emergency radio -CHECK THAT THE EMER-
GENCY RADIOS ARE PROPERLY SECURED.
A. Have a thorough knowledge of the emergency TYPE, NUMBER, AND LOCATION WILL
equipment. VARY WITH CONFIGURATION AND MISSION.
C. IFF (if installed) _ CHECK AND SET.
B. Inspect the emergency radio (AN/CRT-3) for
correct stowage and current inspection dates.
Crew Compartment Check.
C. Be familiar with cabin /ire procedure.
A. Emergency transmitter - CHECK THAT fHE
D. Be able to give passenger briefing on bail.out • URC-4 EMERGENCY TRANSMITTER (S)
and ditching procedures. ARE INSTALLED AND PROPERLY SE·
CURED, (IF APPLICABLE).
B·2
 T.O. IC·lleA·1 Section VIII

NAVIGATOR. D. Buffet _ INSPECT BUFFET FOR CLEAN·

LlNESS. CHECK THAT ELECTRICAL
The navigator will aid the pilot in all matters pertain. CONNECTOR BEHIND BUFFET IS PLUG.
ing to flight planning and will perform any other GED IN AND SECURED. CHECK OPERA.
duties assigned. TION OF HOT CUP RECEPTACLE BY
NAVIGATOR'S PREFLIGHT CHECKLIST. OPERATION OF SWITCHES ON BUFFET
PANEL. AMBER LIGHTS ON PANEL
EXTERIOR INSPECTION.
INDICATE POWER TO RECEPTACLE.
Nose to Belly Scoop. CHECK WATER HEATER AND TOILET
A. Driftmeter (if installed) _ CHECK LENS AND LIGHTS. BUFFET CEILING LIGHT WILL
DIM NOTICEABLY WHEN WATER HEATER
LENS HOUSING FOR CLEANLINESS, GEN.
ERAL CONDITION, AND HOUSING SECURED. IS TURNED ON. CHECK THAT RELEASE
PINS ON BUFFET ARE INSTALLED AND
B. Flare chute _ CHECK FOR GENERAL CON. SECURED.
DlTION. E. water tanks _ CHECK THAT THE AFT
INTERIOR INSPECTION.
IO·GALLON WATER TANK IS PROPERLY
SECURED.
Crew Compartnrent Check.
F. Liferafts and vests _ CHECK FOR SUFFI·
A. Navigator's equipment _ CHECK THAT
CIENT RAFTS AND LIFE VESTS TO
NAVIGATOR TABLE IS IN STOWED POSI.
ACCOMODATE ALL PERSONNEL ABOARD
TION; DRIFTMETER IS CAGED AND OFF;
AIRCRAFT. CHECK CONDITION OF ALL
LORAN, RADIO ALTIMETER, AND RADAR
RAFTS AND MAKE SURE THEY ARE
OFF; DRIFT FLARES STOWED; VERY
SECURED. NUMBER OF RAFTS WILL
PISTOL EMPTY, IN PLACE, AND SE· VARY WITH CONFIGURATION.
CURED; PISTOL SIGNALS ABOARD AND
SECURED; DRIFT FLARE CHUTE CLOSED;
G. Emergency slide _ CHECK FOR INSTALLA·
STAR SIGHTING WINDOW CLEAN; NAVI.
TION, STOWAGE, AND GENERAL CONDI·
GATOR'S STOOL SECURED; PERISCOPIC
TlON.
$EXTANT ABOARD; AND NAVIGATION
H. Ditching rope _ CHECK THAT DITCHING
PUBLICA TlONS, KITS, AND FLASHLIGHTS ROPE AT MAIN CABIN DOOR HAS RED
ABOARD.
RIBBON SECURELY ATTACHED, t\ND IS
B. Magnetic compass _ REMOVE ANY METAL FASTENED TO SNAP SECURELY.
OBJECTS FROM IMME.DIATE VICINITY
OF. MAGNETIC COMPASS. SHAKE BOWL I.. Safety belts, oxygen masks, and smoke
AND CHECK FLUID LEVEL AND FREEDOM masks _ ONE SAFETY BELT FOR EACH
OF CARD. PERSON, EITHER PASSENGER OR CREW,
FLIGHT ATTENDANT. AND ONE OXYGEN MASK FOR EACH
CREW MEMBER. AIR EVACUATION PA·
FLIGHT AnENDANT'S PREFLIGHT CHECKLIST.
TIENTS ~nH LUNG OR RESPIRATORY
INTERIOR INSPECTION. AILMENTS WIIO ARE TO BE CARRIED
SHALL BE PROVIDED WITH AN OXYGEN
Main Cargo Compartment. MASK (NORMALLY SUPPLIED BY AIR
EVACUATION MEDICAL TEAM).
A. Lavatories _ INSPECT BOTH LAVATO.
RIES FOR NEATNESS t\ND CLEANLINESS. Jo Distribution and secureness of cargo _ IF
CHECK INSPECTION WINDOW ON PRES- CARGO IS LOADED, CHECK DISTRIBU.
SURE BULKHEAD FOR SECURENESS. TlON AND SECURENESS. PASSENGERS
(SCREWDRIVER INSTALLED FOR EMER· SHALL NOT BE SEATED FORWARD OF
GENCY USE.) CHECK WATER FLOW FROM CARGO. ADEQUATE SAFETY SHALL BE
LAVATORY FAUCETS. PROVIDED AND CARGO SHALL BE LOAD·
ED TO PROVIDE UNOBSTRUCTED AND
B. Wash water tank valve _ CHECK THAT OPERABLE EMERGENCY EXITS IN AC·
VALVE IS ON ,NORMAL POSITION. CORDANCE WITH LOCAL DIRECTIVES.
ALSO CHECK THAT LOWER COMPART.
C. First aid kits _ CHECK THAT FIRST AID MENT VIEWER ACCESS DOORS ARE
KITS ARE INSTALLED' AND THAT SEALS CLEAR OF CARGO OR BAGGAGE, IF
ARE UNBROKE:N. POSSIBLE.
e·3
Section VIII T.O. IC·118A·1

K. General condition of cabin _ CHECK CLEAN. Crew Compartment Check.

LlNESS, SECURENESS, AND THAT DITCH.
ING PLACARDS ARE INSTALLED.
A. First aid kits - CHECK THAT FIRSl" AID
KITS ARE MOUNTED ON THE AFT SIDE OF
L. Nameplates (if required) _ INSTALL CREW VOLTAGE REGULATOR PANEL AND THAT
NAMEPLATES. SEALS ARE UNBROKEN.

8·4
 T.O. le·IIIA·I Section IX

SECTION IX

all weather operation

TA BLEO F CON T;. .; . EN;.;. . ;. T; . .-S_ _ _ _ _ _ __

IotroductioD ............................................................ 9-2

Night Flying ............................................................. 9-2

Operation Under :"s,.ument Flight Conditions .................. 9·2

T ACAN Procedure ••••••••••••••••••••••••••••••••••••••••••••••••••••• 9-9
F light in Thunderstorms ........................................... 9·9
Cold Weatller Procedures ............................................. 9-10
Desert Procedllres .................................................... 9-15

LIST OF ILLUSTRATIONS

Numb., TIl'. Pog.

Low Frequency Range, OMNI, and ~DF Procedures

Straigbt-[n ........................................ ; ................. 9-4
GCA Procedure .................................................... 9-5
ILS Procedure .................................................... 9-6
T ~CAN procedure· Typical ................................... 9·7
...ctlon IX T.O. IC·IIIA.1

INTRODUCTION. CRUISING UNDER INSTRUMENT CONDITIONS.

This section contains only those procedures which The aircraft should be handled in the same manner as
differ from, or are in addition to, the normal oper· during VFR /light. (See the Appendix for cruising
ating instructions covered in Section II, except where speeds.) In addition, the following checks should be
repetition is necessary for emphasis, clarity, or con- made periodically:
tinuity of thought. Operation of the various aircraft
systems is described in Section VII. A. Check directional indicators and attitude indi-
cators for proper indication, cross-checking all
flight instruments.
NIGHT FLYING.
Night /lying procedure is conventional and there is no B. Check' pitot heaters and surface deicing equip-
special technique required in the use of any of the ment for proper operation during icing
aircraft equipment. However, it is recommended that conditions.
landing lights be turned off prior to retracti9n. SNOW, RAIN, ICE CRYSTAL, OR CORONA
RADIO STATIC.
When radio static is encountered en route, turn the
OPERATION UNDER INSTRUMENT radio volume down until conditions improve. When
FLIGHT CONDITIONS. nearing the destination, the following may improve
The aircraft has excellent qualities in regard to instru- reception:
ment /lying. Stability in all axes is excellent, and the Reduced airspeed.
aircraft can be trimmed to /ly "hands off." Takeoff
characteristics are satisfactory. Maneuverability On Lowered radio volume.
GCA and ILS is excellent. Before attempting an instru- Keying the transmitter.
ment /light, check that all radios and /light instruments
are operating properly. Radio compass in LOOP (wing tip position).
Changing rpm.
INSTRUMENT TAKEOFF. DESCENT.
Use the following procedure when making an instru- To descend from altitude, use the same procedure as
ment takeoff: during VFR /light down to the minimum safe altitude
for the range being used. and in accordance with in-
A. Check all radios and /light instruments for structions received from the airway traffic controller.
proper operation. HOLDING PROCEDURE.
B. Make certain the control-surface lock is off and Holding is normally accomplished by using the traffic
that the controls are free. pattern configuration (rpm 2100, /laps 20 degrees,
140 knots). However, if prolonged holding is expected
C. Set the altimeters for correct barometric pres- or fuel is considered critical, /ly the aircraft clean in
sure. accordance with Maximum Endurance Power Charts.
INSTRUMENT APPROACHES.
D. When takeoff clearance is received, align the
aircraft on the centerline of the runway and
The general qualities and capabilities of the aircraft
proceed with the specified takeoff. on instrument approaches are excellent and there is
no special technique required in the handling of the
aircraft.
E. Raise the landing gear as soon as positive climb
is established. AUTOMATIC APPROACH.

F. Climb until clear of obstacles and accelerate to The procedure to be used when /lying an automatic
en route climb speed. (See Appendix for climb approach is as follows:
speeds.)
A. Automatic approach selector switch - AUTO-
PILOT.
INSTRUMENT CLIMB. B. Autopilot - ENGAGED.
Climbing airspeed and attitude are easily maintained C. Altitude control switch - ON.
and the aircraft handles satisfactorily up to and during D. Prior to or when over outer marker outbound,
maximum .rate of climb. Climbing turns should be teduce air.peed to 140 knots (161 mph) and
limited to bank angles of 30 degrees. call fot the maneuvering descent checklisr.
 T.O. IC-II8A·' Section IX

One minute after crossing the outer marker VOR, ADF, AND RANGE APPROACH
outbound, execute a standard procedure turn PROCEDURE - FOUR·ENGINE (STRAIGHT-IN
by using tbe autopilot tutn control knob. FINAL) •.

E. On the inbound heading, which in most cases A. Just prior to high station, pilot reduces airspeed
will be 45 degrees from the localizer beading, and calls for rpm 2100,flaps 20 degrees, and the
turn the automatic approach selector switch to maneuvering. Desceo.t ci!ec!c-Ilsto
LOCALIZER wben tbe vertical needle of the B. Maintains 140 knots and flaps 20 degrees from
course indicator just leaves the stops. high station throughout procedure turn. If
F. Wben steady on tbe localizer, tbe glide slope necessary, 2400 rpm may be used.
sbould be monitored by means of tbe cross
C. Just prior to low station, pilot may extend
pointer indicator. ] ust prior to glide patb
flaps to 30 degrees. At low station rpm 2400,
interception (approximately 30 seconds or one
gear down, flaps 30 degrees and complete Before
mile) extend wing flaps to 30 degrees and
Landing checklist; Maintain 120 knots until
allow airspeed to taper to the approacb air-
runway is in sight.
speed. Set rpm at 2400. Wben the cross
pointer indicator shows one..balf to one dot
VOR, ADF, AND RANGE APPROACH
above center, extend the landing gear and
PROCEDURE';' THREE.ENGINE (STRAIGHT-IN
complete the Before Landing cbecklist.
FINAL).
G. When the cross pointer indicator centers, turn
OFF the automatic altitude control, adjust the A. Just prior to high station, pilot reduces speed
pitch knob to effect the approximate rate of and calls for rpm 2400, flaps 20 degrees, and
descent, and then turn the automatic approach the maneuvering Descent checklist.
selector s wit c h to APPROACH position.
(Check to see that approach·ready light is B. Rpm 2600 may be used if necessary;
illuminated. )
C. Just prior to low station, pilo~ may extend /laps
H. Check cross pointer indicator to be sure that to 30 degrees. At low station, rpm 2600, gear
the correct glide slope is being held. Ad just down, flaps 30 degrees, ADI-ON, anq Complete
power as necessary to maintain 120 knots. Just Before Landing checklist. Maintain 120 knots
prior to reaching minimum approach altitude, until runway is in sight.
the pilot depresses autopilot release switch on,
his control wheel, states "Servos ;our", and
assumes control of the aircraft to complete the VOR, ADF, AND RANGE APPROACH
landing or missed approa~h as applicable. Crew PROCEDURE - TWO·ENGINE (STRAIGHT.IN
engineer disengages autopilot servos on pilot's FINAL).
command.
CIRCUNG APPROACHES. A. Just prior to the high station, pilot reduces
airspeed and calls for rpm 2600 and the maneu-
It must be remembered, that a c irclin g vering Descent checklis~
approach is not an IFR maneuver, and visusl contact
with the runway and / or terrain should be maintained B. Rpm 2800 maybe used if necessary.
throughout. The minimum circling altitude lQ1aran-
tees a dearance of only 300 feet above obstacles within C. Over low station, rpm 2800, flaps 20 degrees.
1.7 nautical miles from the airfield boundaries. Maintain 140% Vs.

Not.
Circling approacbes sbould be conducted in
strict observance of circling approach mini-
Not.
mums. A circling approach in the maneu-
verins configuration takes a "radius of turn
of apprOJ:ilDately 1.5 miles,
When tbe distance from rbe low station to
the airfield probibits immediate desc'~nt, tbe
MANEUVERING CONFIGURATION. flaps should remain UP until starting
The maneuvering configuration for four-engine cit- descent. Tbis will prevent using prolonged
cling approaches will normally be rpm 2100, flaps 20 bigb . power wben the station is a consider-
degrees. and airspeed 140 knots. able distance from the airfield.

9·3
Section IX T.O . It-lISA-!

lOW fREQUENCY RANGE, OMNI AND ADF PROCEDURES (STRAIGHT-IN)

---_..
--'---~
;,

.
FOUII ENGINES THIEt ENGINES TWO ENGINES
140 KNOTS 140 KNOTS 150l\; V.
RPM 2100 RPM 2400 RPM 2600
GEAII UP _UP GEAR UP
F1.AP5 20 DEGIEES F1.AP5 20 DEGREES F1.AP5 0 DEGREES

150l\; V.
IPM 2600

,,."
.....
--I
'\
I
'--

LOW STATION
120 KNOTS LOW STATION LOW STATION
IPM 2400 120 KNOTS 14C1l\; V.
_ DOWN IPM 2600 RPM 2_
F1.AP5 30 DEGREES GEAR DOWN _UP
BEfOIIE LANDING CHECK FLAPS 30 DEGREES F1.AP5 20 DEGREES
AOI ON _ON
BEFORE LANDING CHECK

GfAI AND RAPS DOWN .

WHEN LANDING IS ASSURED
BEFORE LANDING CHECK

Figure 9-1

9-4
 T.O. le-1I8A-I Sedion IX

GCA PROCmUR[

--- ---. ----.- ,-.,.~

~ ...-~ ...
.....,. ~­

...

; 7

'--
roua -INCIINI I11III 8 •••• 1WID . ,• • •

140 ICNOIS
_21GO
_UP
RN'S : 1 0 _ --
_UP
140 ICNOIS

_:10-

--------,, ---------,

/
,_J
_
I
I

21C1O

/
/

-
011_
RN'S 10

' _10
1:10 IfNCIIS

AAl-1741
Figur. 9-2
9-5
Section IX T.O. lC-lISA-1

"' IlS PROCEDURE

FOUR-ENGINE THREE-ENGINE TWO-ENGINE

140 KNOTS 140 KNOTS 140 KNOTS 140 KNOTS 15011 V. 15011 V.
III'M 2100 RPM 2100 RPM 2400 RPM 2400 RPM 2600 RPM 2600
GEAR UP GEAR UP GEAR UP
FlAPS 20 DEGREES FLAl'S 20 DEGREES FlAPS 0 DEGREES

.... ... ....

RPM 2400 RPM 2100 OR RPM 2600 RPM 2400 OR 140~ V.
GEAR DOWN 2400 FlAPS GEAR DOWN 2600 FLAPS 2800 RPM
BEFORE LANDING 30 DEGREES ADION 30 DEGREES GEAR UP
CHECK 120 KNOTS TAPER lAS BEFORE LANDING BEGIN TAPER FlAPS 20 DEGREES
TO 120 KNOTS CHECK 120 KNOTS TO 120 KNOTS ADION
GEAR DOWN
FLAPS SET
WHEN LANDING
IS ASSURED
BEFORE LANDING
CHECK

Figur. 9·3
9-6
 T.O. I C·118A·1 Section IX

lACAN PROCEOURf -ly~ical

GATE
~III I\.
>--;.-*------ AFI~\~------------------~~~

FOUR ENGINE THREE ENGINE TWO ENGINE

140 KNOTS 140 KNOTS 1.5 Vs

RPM 2100 - - - - - , RPM 2400 RPM 2600

7,
GEAR UP GEAR UP / GEAR UP

-- -- -- ---
FLAPS 20 DEGREES FLAPS 20 DEGREES
----- -- ---. I, -- -- -----
FLAPS UP

...\
\
\ \
J
I
",* ,.,.,."" *'
",'"

RPM 2400 RPM 2600

GEAR DOWN RPM 2800
GEAR DOWN
FLAPS 30 DEGREES I;EAR UP
FLAPS 30 DEGREES
BEFORE LANDIHG CHECK FLAPS 20.DEGREES
BEFORE LANDING CHECK
TAPER TO 120 KNOTS 1.4 VB
TAPER TO 120 KNOTS
GEARDQWN
FLAPSSn.
BEFORE LANDING
CH.ECK WHEN LANDING
ASSURED
Figure 9-4
9·7
 Section IX T.O. IC·1l8 A·I

D. Mainta ins an airspeed of at least 140% Vs. VOR, ADF, AND RANGE APPRO ACH
E. Do not extend gear or wing flaps beyond 20 de. PROCEDURE - THREE·ENGINE (CIRCING PINAL).
g~ until certain that landing will be com-
pleted. Compl ete Before Landin g checklist and A_ Just prior to the high statidn, pilot reduces
ADI-ON. airspeed and calls for rpm 2400, flaps 20 degrees
and the maneuvering Descen t checkl ist.

B_ Rpm 2600 may be used if necessary.

Note C. After turning base leg, pilot calls for rpm 2600.
" ;
At normal landing gross weight'S; it is gear down, flaps 30 degrees, and the Before
imposs ible to mainta in altitude even Landin g checklist (water -alcoh ol- ON).
with maxim um power on two engines
VOR, ADF, AND RANGE APPRO ACH
with either the gear down and zero
PROCEDURE - TWO·E NGINE (CIRCLING FINAL).
/laps or the /laps down and gear up.
Mainta in a speed of 140 knots lAS
"durin g approa ch until certain that a A. Just prior to the high station , pilot reduces
landing will be accomplished (see the airspeed and calls for rpm 2600 and maneu,
parag raph, Go-Ar ound With Two vering Descen t checkH st.
Engines Inopera tive, Section Ill). The B. Rpm 2800 may be used if necessary.
pilot must remem ber that considerably
more power will be require d on the C. When certain that landing can be comple ted,
good engine s during the two-engine pilot calls for rpm 2800, gear down, flaps set,
approa ch. It is import ant to remem ber and the Before Landin g checkli st (water-alcohol
that normal relation ships of power, -ON) .
trim, and control do not apply with GCA AND ILS AP'R.O ACH PROCE DURE-
two engines Out on one side. During FOUR·ENGINE.
approa ch with twO engine s inopera tive
on one side, it is better to control NOTe
manual ly, at least in part, the direc- When necess ary to make.a "~cling
tional and lateral attitude s of the air- approa cb, maintai n DlaDeu.~riD',· cOo,~,.
craft, rather than to apply fuII trim oration and airsper d (140., ~ilot.) on"
glide path and until aftertu ;ning. on boose
tah to rudder and aileron. This will leg. "' .
obviate a drastic trim change and/or
reduce the forces necessary to main-
tain control when power is reduced for
landing . A. Just prior to reachin g the radio fix used in
conjun ction with GCA or U.S, the pilot reduces
.:. ,
VOR, ADF, AND RANGE APPR OACH ,.;, airspeed and calls for rpm 2100, flaps 20 degrees,
PROCEDURE - FOUR·ENGINE (CIRCLING FljlfAL)_ and the maneuvering Descen t checkl ist.

A. Just prior to tile high station. pilot reduces B. Maintains 140 knots, flaps 20 degrees, and rpm
airspeed and calls for rpm 2100, /laps 20 degrees, .. 2100 on GCA downw ind leg or outbou nd on
and the maneuvering Descen t checkl ist. '. , . ILS.

B. Rpm 2·;00 may be used if necessary. C. Just prior to glide path interce ption (approx i-
mately 30 seconds or I mile) extend /laps to
30 degrees. allowin g airspeed to taper to ap-
proximately 120 knots at glide path intercep-
C. After turning hase leg. pilot calls for rpm 2400 tion. When flaps are set 30 degrees, rpm may
gear down. flaps .10 degrees and the Before be advanced to 2400 for stabilization, if desired.
Landin g checklist. (Refer to Circlin g Apptoach- Upon glide path interce ption, rpm 2400, gear
cs, this ,section, for additio nal information,Y. Uown, Before Landin g checklist. Mainta in 120
knots.
9-8
 T.O.IC-IISA-1 Section IX

GCA AND ILS APPROACH PROCEDURE- B. Maintains 140 knots, maneuvering configuration
THREE·ENGINE. until reaching TACAN Gate. RPM maybe
increased to 2400 RPM for stabiHzatioD, if
NOTE desired. . ,
When necessary to make a circling
approach, maintain maneuvering config- C. Upon interception of the TACANGate,' pilot
uration and airspeed (140 knots) on caUs for RPM 2400, gear clown, flaps 30
glide path and until after turning on base degrees and before lauding check. Tapers
leg. airspcred to and .Qlainta~DS 120 knots.

A. Just prior to reaching the radio fix used in THREE ENGINE._ TACAN APPROACH'
conjunction with GCA or ILS, the pilot reduces
airspeed and caUs for rpm 2400, lIaps 20 degrees, A. Just prior to reaching the inbound TACAN
and the maneuveriog Descent checklist.. Gate, the pilot reduces airspeed, to 140 knots,
caUs for RPM 2400, flaps 20 degrees and
B. Maintain 140 knots, lIaps 20 degress, and rpm maneuvering descent checklist.
2400 on GCA downwind leg or outbound on
ILS. Bo Maintains _140 knots, maDeuv~ring configuration
until! reaching TACAN Gate. RPM may be
C. Just prior to glide path interception (approxi- increased to 2600 RPM for stabilization, if
mately 30 seconds or 1 mile) extend lIaps to 30 desired.
degrees, aHowing airspeed to taper to 120 knots
at glide path interception. When lIaps ate set C•. Upon interception of the TACAN Gate, pilot
30 degrees, rpm may be advanced to 2600 for calls for RPM 2600, gear down, flaps 30
stabilization if desired. Upon glide path iliter· degrees and before landing check. Tapers
ception, rpm 2600, gear down, ADI-ON, and airspe.ed to and maintains 120.kootso
complete Before Landing checklist. Maintain
120 knots. TWO ENGINE - TACAN APPROACH

A. Just prior to reaching the inbound TACAN

TWO·ENGINE GCA AND IL$ APPROACH Gate, the pilot reduces airspeed to 1.5 Ys,
PROCEDURE. caUs for RPM 2600 and maneuvering descent
checklist.
A. Just prior to reaching the radio fix used in
conjunction with GCA or ILS, the pilot reduces B. Maintains 1.5 Ys, flaps UP, and RPM 2600 to
airspeed and caUs for rpm 2600 and the maneu- the TACAN Gate.
vering Descent che~klist.
B. Maintain 150% Ys (minimum), lIaps UP, and C. Upon interception of the TACAN Gate, pilot
rpm 2600 on GCA downwind leg or outbound calls for RPM 2800, 20 degrees flaps and
on ILS. decreases airspeed to 1.4 Ys. Maintain 1.4
Ys . until certain a landing can be completed.
C. When intercepting the glide path on GCA or
pilot will call for gear down, flaps set and
ILS, pilot caUs for rpm 2800 and lIaps 20 de-
before landing check at this tiDle. (ADI-ON)
grees, and maintains 140% Ys.
D. When certain that the landing can be completed, Note
pilot caUs for gear down, lIaps set, and the Be-
fore Landing checklist (ADI-ON). Maneuv~'ring des'cent configuration
'may' be maiQtained.beyond the TAC""N
GATE " if wedls..,ce from tlus
point to the airfield missed approach
point is considered CJ:cessiv~.
TACAN APPROACH PROCEDURE FLIGHT IN THUNDERSTORMS.
FOUR ENGINE Note

A. Just prior to· reaching the inbolind TACAN Should circumsrances force a lIight into a zone
Gate, the pilot reduces airspeed to 140 knots, . of aevereturbulence, the following recom-
calls for RPM 2100,' flaps 20 degrees and mended techniques aid in redudng structural
maneuvering descent checklist. strain on the aircraft.
Section IX T.O. lC·II".·1

For flight in severe turbulence, see Section V for the B. Devote all attention to flying the aircraft.
recommended range of airspeeds. If possible, do not Concenlrate principally on holding a level
operate on fuel tanks that have less than 1000 pounds; attitude by reference to' the artificial horizon
return each engine to its own fuel supply. Place the and maintaining as constant an altitude and
mixture in AUTO RICH and turn the booster pumps airspeed as possible.
on low. When operating in icing or severe cold,
mixtures may be adjustecl (0 best powe,. to maintain Note
cylinder head temr-~(atures within limits. When
slowing to penelration speed 10 reduce the effect of Normally, the least turbulent area in a
turbulence, it is desirable to reduce power and wait for thunderstorm will be an altitude of
the speed to drop without simultaneously pulling up 6000 feet above the terrain. Altitudes
the aircraft. The reason for this is to avoid combining- between 10,000 and 20,000 feet are
the acceleration due to the pull-up with those accelera- usually the most turbulent.
tions resulting from the turbulence. It is imperative
that the aircraft be prepared as follows prior to C. Use as little elevator control as possible in
entering severe turbulence: maintaining altitude in order to minimize the
stresses imposed on the aircraft.
A. Autopilot altitude control switch - OFF.
B. Power- REDUCE TO OBTAIN PENETRATION
SPEED. COLD WEATHER PROCEDURES.
Note Most cold weather operating difficulties are encoun-
For flight in severe turbulence, speeds tered on the ground. The most critical periods in the
of 165 knots under 100,000 pounds, and operation of the aircraft are the postfiight and pre-
175 knots over 100,000 pounds are flight periods. Proper diligence on the part of crew
recommended. members concerning ground operation is the most im-
portant factor in successful arctic operation. The
C. Hydraulic bypass lever - DOWN. following actions should be taken when temperatures
reach O· F and lower.
D. Gear lever - UP.
E. Mixture controls - AUTO RICH.
F. Booster pumps-LOW. BEFORE ENTERING AIRCRAFT_

G. Carburetor heat - SET. A_ Apply external heat to the engines and acces-
sory sections. An extra heater duct should be
H. Heater and de·icers or anti-icers - ON.
directed to the auxiliary power unit if the unit
I. Gyro inslruments - CHECKED. is to be used. The following list of time require-
ments f()f engine heating at various tempera-
J. Safety belts - TIGHTENED. tures gives rough estimates which will vary
K. Cockpit lights - SET. with wind "elocities and percentage of engine
L. Seat belt Babt _ ON. oil dilution. The tuhulation is hnscd 1 0n an oil
Note dilution of approximately 25 percent and no
wind.
For night operations, the cockpit lights
may be turned to full bright to mini- -6' to -IS'C (20' 10 O·F) .................... I" hour
mize the blinding effects of lightning. (approximatel)')
-IS' to -32'C (0' 10 -2S'I') ..... 1" 10 I hour
-32' to -40'C (-25' 10 -40·F).1 10 2 hours
-40' to -54'C
(-40' 10 -65'F) .. .11~ u> 21~ huurs
Do not lower the wing flaps. Refer to
wing flap Slresses, Section VI. B. Check the oil drains for oil flow. If no oil fio\\'
is obtainahle, apply external heat to the drains
PENETRATING STORM. and oil tanks. In addition to external heating.
oil immersion heaters may he used. If the im-
Penetrate the storm as follows: mersion heaters are to be effecth'c in keeping
the oil warm during the night, the)' should he
A. Establish power to provide fCCommended pene- placed in the oil tanks immediately after engine
tration speed before entering the storm. shutdown.

9-10
 T.O. IC-IlIA-I SectIon IX

C. Start the cabin heater as soon as possible to STARTING ENGINES.

heat the flight instruments, defrost the wind·
shields, and warm the radios, dynamotors, in- Start the engine by the normal proc~dure (Section II),
verters, and other equipment within the aircraft. except for the folIowing variations:
At -54'C (-65'F), the cabin heater may not
operate unless radome heat is turned ON first. A. Rather than short, rapid actuation of the primer
IE the cabrn heater stilI fails to operate, check switch, hold the switch in the PRIME position
for a frozen fuel solenoid in the landing gear for a longer period to provide effective priming.
well. Cabin superchargers should be preheated
at temperalllres below -40'C (-40'F). Note
D. Remove all covers from the aircraft, including High boost may be used if necessary,
the pitot covers, and inspect for ice. provided low boost is used first.
E. Clean the shock struts and landing gear actuat·
ing cylinders of ice and dirt. Check inflation
of the landing gear struts, and, if necessary, B. Oil may be diluted slightly if pressure is too
service with dry air. high for a prolonged period.
F. Check for engine stiffness periodically to
determine when sufficient heat has been applied. C. Carburetor heat should be applied immediately
Generally, if an engine is stiff enough to require after starting, in order to assist vaporization and
more than three men to move a propeller, it is combustion. Do not exceed a carburetor air
considered tOO stiff to start. temperature of 38'C (lOO'F).

G. Check for operation of cowl flaps. If the cowl D. Check all instruments for proper operation.
flaps to not operate, apply heat as necessary.
H. Check for proper flow of windshield deicing E. If the oil pressure gage does not indicate mini·
fluid and for quantity of fluid in tanks. mum pressure within 30 seconds, shut down the
engine and check for a frozen oil pressure
I. IE oxygen is to be used, check the system and transmitter. If the transmitter is frozen, apply
portable oxygen bottles for proper operating heat as necessary.
pressure.

J. Check the emergency airbrake pressure for F. Operate wing flaps through at least one cycle.
normal operating pressure, which should be
1000 (± 50) psi. G. Check the movement of the control surfaces.
K. Check alI accumulators for proper operating
pressure. The nosewheel steering accumulator
air pressure should be 50 (+5,-0) psi. The
hydraulic accumulator air pressure should be
1000 (+200, -0) psi. WARMUP AND GROUND TESTS.
L. Check the operation of the main cargo door.
IE it operates sluggishly at -29'C (-20'F) and Use the procedure outlined in Section II.
lower, apply heat to the actuating cylinders.
M. Check the operation of the hydraulic accessories TAXIING INSTRUCTIONS.
compartment door. IE it fails to close, apply heat
to the door seals. Use the same procedure outlined in Section II, only
taxi more slowly and use more caution when applying
brakes.
BEFORE StARTING ENGINES.
Before starting the engines, perform the. folIowing: BEFORE TAKEOFF.

A. Remove the oil immersion heaters, if used. Make a thorough check for ease and proper operation
of all controls important to a cold weather takeoff.
B. Remove the ground h~aterducts.
These controls include carburetor heat, cowl flaps, oil
C. Remove aU covers. cooler, cabin heater, and trim tabs.
9-11
Section IX T.0.le·118A·1

requires up to 5 minutes to adjust to large changes in

temperature, and may tend to overcompensate for
temperatures appreciably above standard. It is therefore
desirable to richen mixtures prior to the application of
carburetor preheat, and theu delay resetting the chart
brake mean effective pressure (bmep) drop until 5
Remove all frost, snow, and ice accumulations
minutes after the throttles have been opened or rpm
has increased to the new chart value. At any fixed
before flight. position of the carburetor preheat control carburetor
air temperature (CAT.) will fluctuate with power, air-
speed, cowl flap opening, and air moisture content. It
TAKEOFF. will be necessary to monitor the CAT. in order that
sufficient heat for ice prevention be maintained, and
A. The cabin heating system should be operating, that the maximum temperature limits of 38°C in low
and the windshield anti·icing system should be ratio and 15'C in high ratio not be exceeded, except
utilized during takeoff. as noted in the following paragraph.
B. Pitot heaters and propeller and airfoil de·icers Should carburetor icing occur, it is usually first indi-
should be ON if precipitation is encountered or cated by a loss of bmep and fuel flow, not necessarily
if icing conditions are anticipated immediately accompanied by engine instability or loss of manifold
after takeoff. pressure. The indication is the same as would be
obtained by moving the mixture control toward IDLE
C. The pilot should be cognizant of the fact that CUTOFF. Corrective action for this most common type
the flight indicators are not very reliable at
of icing (the presence of which is confirmed by loss of
temperatures below -20'C (-4'F). Also, all
both bmep and fuel flow) consists of AUTO RICH
flight instruments should be cross·checked. mixture, full carburetor heat for 30 seconds, and then
Note slowly reduced heat to 15 'C when it is established that
cooler CAT. increases fuel flow and bmep, thus
At temperatures below -7°C indicating that ice has been eliminated. When advanced
( + 20°F) the landing gear lever stages of leanness have occurred, full prime may be of
should remain in the UP position until assistance in restoring power. The addition of car-
a safe altitude has been attained, be- buretor preheat reduces bmep, and this is not to be
cause there is danger of the landing contsructed as further icing. When ice has been
gear extending due to uplatches not en· thoroughly eliminated and the CAT. stabilized for 5
gaging when gear lever is placed in minutes, the mixture may be reset to chart bmep drop.
NEUT position. The gear lever may be It is possible in some circumstances for ice to form in
moved to NEUT position after climb- the airscoop, on the carburetor upper deck screen, or
ing to a safe altitude; however, the in the supercharger intake throat in such a manner as
pilot should be aware that the gear to restrict airflow and therefore cause a loss of manifold
may free fall. pressure, as well as fuel flow and bmep. Corrective
DURING FLIGHT.
action is the same as above, with the addition of rpm
and/or high blower ratio, if (lecessary to generate the
Adjust the cowl flaps as required in order to maintain required heat.
proper cylinder head temperatures. Cross·check all
flight instruments and be alert for any erroneous Another less common type of carburetor icing may be
indication. encountered when descending thro_ugh warm moist
air with cold fuel in the tanks. The fuel, acting as a
PREPARATION FOR ICING. refrigerant, may cause ice to form and create a restric-
tion between the air chambers of the carburetor, thus
Icing conditions may be anticipated by a close study inducing excessive fuel flow, with resultant bmep loss.
of the weather map, weather forecasts, and indications Full carburetor preheat should be applied, but the
en route. Prepare the aircraft for icing prior to entering mixtures in this case should be leaned to best power as
any possible icing zone. indicated by bmep. Monitor both bmep and fuel flow
in this condition, since mixtures will lean out rapidly
CARBURETOR PREHEAT. as ice is dispelled. Restore normal CAT. and mixture
as before. With the - 16 carburetor, this type of icing is
When icing conditions are anticipated, carburetor more likely to occur under other conditions, but it can
preheat should be used. A carburetor air temperature be dispelled much more readily. Carburetor de-icing
of 15°C will prevent severe power loss when entering alcohol has been helpful in ice elimination, particularly
heavy precipitation if preheat is applied several ice of the latter type; however, preheat is a more
minutes in a9vance. The automatic mixture control effective remedy.
9-12
 T.O. IC·1l8A·I Section IX

Because of the reaction time required by the automatic

mixture control to large temperature changes, the
sudden removal of carburetor heat will cause mixture • When making a ground check, the propeller
to lean severely. For this reasoo, the mixture controls deicing switch should be turned ON and the
should be placed in AUTO RICH and CAT. reduced propeller deicing ammeter checked for a 20-
in increments. Allow temperatures to stabilize for 5 second cycle for each propeller. The switch
minutes before adjusting mixtures to desired value. should then be placed in the OFF position.
The desired amperage during this check is
150-225 amperes. A reading below 150 am-
peres may indicate a malfunction and should
CARBURETOR ALCOHOL DEICING. be thoroughly checked by maintenance.
If the presence of ice is still suspected after applying
carburetor preheat or if the carburetor preheat is PITOT, STATIC, AND AIRSCOOP DEICING.
inoperative, return the carburetor air temperature
controls to full COLD position, and operate the The pitot heads, static vents, and the airscoops in-
carburetor alcohol deicing system for a period of 1 corporate electrical heating elements to prevent the
minute. accumulation of ice. An ON-OFF switch, which
operates the system, is mounted on the upper instru-
Note ment panel.
As a last resort, backfire the engine by
manually leaning. Note

Do not operate the pitot heaters for extended

PROPELLER DEICING. periods on the ground, as the lack of cooling
airstream will result in damage to the pitot
Ice is prevented from forming on the propeller blades heads. The pitot heater should be turned ON
by electrical heating elements mounted on the blade when icing conditions prevail and when flying
leading edge. The propeller deicing system is controlk!d through rain or c1o\lds.
by a single ON-OFF master switch on the heater control
panel. Operation of the system is either automatic or WINDSHIELD HEAT.
manual. When the system is operated automatically,
each propeller, ODe at a time, receives electrical current By setting the windshield heat selector switch to the
for a period of 20 seconds. Each propeller is heated temperature range in which the aircraft is flying, the
once every 80 s.econds. For manual operation, position windshield will remain at a temperature which will
the individual propeller selector switches to MANUAL probably melt any ice that is encountered. In the event
and rotate the ammeter selector switch in sequence to of severe icing, the windshield heat selector can be
the four ON positions. When manually deicing, it is turned to the ANTI-ICING position to supply the
recommended that the time period for each propeller maximum amount of heat from the cabin heater
not exceed 60 seconds ON and 180 seconds OFF. directly to the windshield.

Before entering any possible icing condi tions, turn

the propeller d~icing system ON. Generally, automattc WINDSHIELD ALCOHOL DEICING.
operation will be sufficient to keep the propeller blades
free of ice. If the windshield heat does not keep the windshield
clear, apply windshield de-icing fluid. Normally, this
Note
can be delayed until the aircraft is out of the icing
zone, since the ice will usually evaporate or ,melt
• The lack of cooling airstream over the propel- during descent.
ler blade surfaces, when the engines are
inoperative, is the limiting factor for ground AIRFOIL ANTI·ICING.
operation. One complete cycle should be
sufficient for ground cbecks. Anyone propel- Turn ON the airfoil anti.icing heater switch 3 to 5
ler may be isolated from the automatic system minutes prior to entering idng conditions to allow
by turning its manual switch ON and keeping time for the airfoil leading edges to heat to maximum
the selector switch OFF. This may be desirable temperature. If unable to anticipate icing, turn system
if anyone propeller vibrates, because one ON when first accumulation of ice is noted. Accumulat-
blade is not receiving proper heating. Electric ed ice should melt and blow off. Leave the airfoil
heating is available when ~ny propeller is in anti-icing. heaters ON continuously when flying in and
the feathered position. out of intermittent icing conditions.
9-.13
'i;
Section IX T.0.1C·llSA·l

It is permissible to operate the airfoil antHcmg appeared in the altimeter setting window
heaters on the 'ground prior to and during takeoff, from the opposite side, thus indicating a
when climbing into known icing conditions. The 10,000·foot error.
heaters should be manually turned OFF after landing,
rather than depending upon the automatic controls. ST. ELMO'S FIRE.
If one wing airfoil heater fails to operate, turn both St. Elmo's Fire is static electricity of pale blue color,
heaters OFF, in order to maintain wing symmetry. If which appears on propeller hubs and blades and around
the tail airfoi~ heater is inoperative, it is permissible the cockpit. It is recommended that all radios be
to continue operation of the wing airfoil heaters for turned off except VHF and UHF (conditions per·
anti·icing. Normal cruising speed is permissible in mitting) to prevent a discharge through the set;
light icing conditions, provided that long duration in otherwise, it is usually harmless. St. Elmo's Fire does
the icing does not result in accumulations in excess of not affect the VHF or UHF equipment.
1 inch on the engine cowling, propeller domes, and
antennas. Fragments of ice, 1 inch or more in thick-
ness, may cause appreciable damage to the horizontal APPROACH AND LANDING.
stabilizer after breaking loose from the inboard engine
During descent for landing, monitor engine tempera.
cowling at high speeds.
tutes closely. Temperature 'inversions are common in
If severe icing conditions are encountered, a percentage winter, and ground temperature may be 15' to 30'C
of the water striking the leading edge will not evapo· colder than at altitude. Therefore, keep cylinder head
rate because of insufficient heat and will run back temperatures above 150'C by maintaining sufficient
along the airfoil a few inches and refreeze over the power and closing cowl tlaps to assure good fuel
fuel tank area where the local temperature is below vaporization, thus minimizing the danger of backfiring
O·C. Runback will usually be observed first in the and cutting out. The oil temperature should be
nacelle·to·nacelle wing sections and the horizontal maintained over 50'c' Monitor airspeed. The stalling
stabilizers, in the wing sections outboard of the outer- speed of the aircraft increases when ice has formed on
engines, and progressively approaching the wing tips the wings. Maintain shallow angles of bank when
as the severity of the icing increases. making an approach with an iced·up aircraft.

TRUE ALTITUDE. Note

When tlying in subzero temperatures, constantly refet At low temperatures, inadvertent asymmetri-
to the temperature correction chart and.determine the cal propeller reversing is possible, and an
true altitude, since the actual altitude will always be alternate procedure must be used if the
considerably less than the indicated altitude. This is propellers do not reverse or will not reverse
,especially important when tlying over rough terrain, together .
• such as the Greenland Ice Cap, and when making
instrument approaches.
A. Upon completion of landing roll, the oil cooler
ALTIMETER ERROR. doors should be opened so that the oil will cool
sufficiently while taxiing to the ramp and per.
There has been considerable discussion regarding the mit oil dilution.
altimeter error due to mountain top vortic'es, caused
by winds of high velocity over mountain ranges or B. Emergency airbrake pressure should be visually
other rough terrain. There are several different lines checked in order to ascertain whether or not the
of thought as to the magnitude of this error. It is system'will function, if needed.
known that altimeter errors do exist from this source,
and there is enough evidence .to justify maintenance CLEARVIIW WINDOW.
of altitudes of not less than 2000 feet above the highest
terrain during periods of high wind velocities ,and In the event that windshield heat has been inoperative
turbulence. and alcohol supply exha~ted, it may be necessary to
open the clearview window in order to provide ode·

WARNING I quate visibility for landing. Proceed as follows:

A. Depressurize.

The altimeter should be checked closely to B. Compute a minimum final approach speed in
assure that the 1O,OOO·foot pointer is reading accordance with the degree of icing on airfoils
correctly. Due to previous settings of the and aircraft surface.
altimeter, the setting knob could ,have been
rotated until eventually the numbers re; C. Make all turns shallow.

9·14
 T.O. IC·lleA ·1 Section IX

D. Commands will not be audible in the cockpi t

tempe ratures below -17.S "C (O"F) are
after the dearvi ew window has been opened.
predicted, use prehea t; if prehea t is not
Theref ore, plan to give and receive all instruc ·
available, dilute oil as outline d in item 3 in
tions by use of the interph one system.
the following.
E. Perform a thorou gh crew briefin g before open-
ing the window. The briefin g should indude A. Turn the fuel booster pump switches to LOW to
the copilot calling airspeeds and altitud e over .supply adequate fuel pressure.
the interph one during final approach, leaving
enough interva l to allow the pilot to interpose B. Operat e each engine at 1000 to 1200 rpm.
commands for manifo ld pressure adjustments.
C. Mainta in oil temper ature below 50"C (122"F),
F. Accurate depth percep tion will be more difficult stoppin g any engine for a short period if the
temper ature exceeds this limit.
than normal. Theref ore, do not attemp t to touch
down in a nose-high attitud e. D. Operat e the oil dilutio n switches for the follow-
G. The tendencY wiIl be to land in a slight crab ing periods and temperatures:
to the right due to .having to lean the body
slightly to the left in order to look throug h the
Tim6
window openin g.
2" to -Irc (35- to IO-F) 3 minutes
STOPPING OF ENGINES. -12" to -29-C (10- to -20-F) 6 minutes
-29- to -40-C (-20- to -40-F) 9 minutes
Oil dilutio n is require d if the expected minim um
temper ature is below 2"C (35"F). -40- to -54-C (-40- to -6S-F) 12 minutes

OIL DILUTION PROCEDURE.

The aircraf t is equipp ed with a system of oil dilutio n E. When the dilutio n is complete, shut the engine
to facilitate cold weathe r starting . When a cold down in a normal manner, continuing to hold
~ weathe r start is antiCipated, the engine oil should the oil dilutio n switch ON until the engine has
be
, diluted with fuel before stoppin g the engines, provide d stopped. Exercise the propell ers at 1500 rpm
that the engine oil temper ature is mainta ined below from low to high pitch three times to dilute the
50"C (l22"F ). Above this temperature, dilutio n may oil in the propell er system. Reverse the propel-
not be effective, since the fuel introduced into the lers at least once during oil dilutio n.
system will vaporize. When the oil temper ature e"ceeds
50"C (122"F) during the dilutio n period, stop the F. When warmin g up an engine after oil dilutio n,
engine and wait until oil temperatures have fallen it is preferable to allow the oil temper ature to
below 40"C (IM"F ) before again starting the engine rise above 60'C (140'F ) and to increase the
and resumi ng the dilutio n operation. During condi- engine speed during the runup to dissipate as
tions of extremely low OAT., it may be necessary to much of the dilutan t fuel as possible and allow
break the dilutio n period up into two or more short
the oil to return to its normal viscosiry. Below
periods. If it is necessary to service the engine section
this temper ature, and at low engine speeds, very
oil tanks, the oil dilutio n period must be divided SO
that part of the dilutio n is accomplished before the oil little gasoline will be driven out of the oil. It
tanks are serviced and the remainder after the tanks are is also good practice to run the propell ers to full
serviced. In order to allow for additio n of the fuel, the increase and decrease at least three times to heat
oil tanks should not be completely filled. the oil in the propell er domes. It is advisable to
reverse the propellers at least once during the
Perform the oil dilutio n operation as follows (opera- warmu p period. Recheck the engine section oil
tion of the oil dilutio n system is indicated by a slow tanks for proper quantit y.
drop in oil pressure):

Note DESERT PROCEDURES.

For operat ing temper atures above 1.7°C Wind-b lown sand is the main concern of operati on in
B5 F), use I100 engine oil; for temperatures
0
the desert. Many of the malfunctions which occur will
below 1.7"C (3S"F), use grade 1065 engine be found to origina te because of improp er care on the
oil. If grade 1065 is not available, prehea t ground . Since most of the procedures given in Section
must be used and if preheat is not available, II apply as well to Desert Procedures, only specific
dilute oil as outline d in item 3 of paragra ph 4, inform ation for care of the ai.reraft during ground and
following. When using grade 1065 oil and lIight operation will be given in this section.

9·15
Se.tio~, IX T.O. le·IISA"I

GROUND OPERATION. FLIGHT OPERATIONS.

The aircraft must be given special treatment when Hot weather operation requires that you be more
based in the desert if the operation is to be successful. cautious of stalling speeds and temperature limitations.
In order to minimize costly maintenance, adhere to the Also, keep the following in mind when operating in
following instructions: hot weather.
A. Hold ground operation of the aircraft to a Note
minimum.
If CAT. limit must be exceeded, reduce
B. Cover all air intakes and ducts as soon as possible manifold pressure limit 1 inch Hg for each
after landing to prevent entrance of blowing 6' above normal CAT. limit.
sand.
A. Keep cylinder head temperatures as low as
C. Keep all equipment free of sand, dirt, or
possible before takeoff.
moisture.
B. Longer takeoff distances are required.
D. Keep the aircraft dispersed as much as passible.
The -engines of one aircraft ea.n add hours to C. Use the brakes sparingly.
maintenance problems of another when proper
-precautions during taxiing or ground operation D. Climb at not less than the speed shown in the
are not followed. climb charts (see the Appendix).

9·16
 .T.O. lC-llBA-l Appendix I

TABLE OF CONTENTS
PART 1. Introduction ............................................................................................................. Al·l
PART 2. Engine Data ............................................................................................................. A2·1
I PART 3. Takeo!!... ................................................................................................................. A3·1
PART 4. Climb ........................................................................................................................ A4-1
PART 5. Cruise .................................................. .......................................................... A5-1
PART 6. Landing ................................................ ....................................................... A6·1
PART 7. Mission Planning .................................................................................................... A7-1

Note
The illustrations in this appendix are applicable to
both the C-llBA and the VC-llBA.

Changed 16 July 1962 A-l/A-2

 T.O. 1 C-118A-l Appendix

part 1
introduction

TABLE OF CONTENTS
Abbreviations . ............................. Al ·2
Definition of Terms Al-2
Introduction Al ·4
Fuel Grades . . Al ·4
Instrument Errors ... .......................... Al ·4
Airspeed Terminology .. ...................... Al -4
Discussion of Charts .. ............. Al·6

LIST OF ILLUSTRATIONS
Number Title Page

Al·l Airspeed Position Error Correction - Flight-

Pilot's Normal Static Source .. .................. . . .......... Al ·9
A1·2 Airspeed Position Error Correction - Flight -
Copilot's Normal Static Source Al·l0
A1·3 Airspeed Position Error Correction - Flight -
Pilot's and Copilot's Alternate Static -Source A1·11
Al·4 Airspeed Position Error Correction for the Ground Run .. A1·12
Al·S Calibrated Airspeed Correction for Compressibility . ....... .......... Al·13

Al·6 Altimeter Position Error Correction - Pilot's Normal Static Source . Al ·14

Al·7 Altimeter Position Error Correction-Copilot's Normal Static Source ...... A1-1S

Al·8 Altimeter Position Error Correction - Pilot's and Copilot's

Alternate Static Source - Tailcone Sealed .. Al ·1S

Al·9 Altimeter Position Error Correction - Pilot's and Copilot's

Alternate Static Source - Tailcone Unsealed .. AH7
Changed 16 July 1962 A 1-1
Appendix I T.O. IC-IISA-I

AI·ID Temperature Correction lor Compressibility ................................................ AI·I.

AI·11 Density Altitude Chart ................................................................................ AI·II
AI·12 ICAD Standard Atmosphere Table ................................................................ A1·21
AI·13 Psychrometric Chart .......... :....................................................................... AI·23
AI·14 Temperature Conversion Chart .................................................................... AI·24

ABBREVIATIONS.
Abb,.,.,lation De/inhi.,. Abbrevlalion De/in/Ii.n
ADI Anti·detonation injection PSI Pounds per square inch
Alt. Altitude Pt. Point
BHP Brake horsepower RPM Revolutions per minute
BMEP Brake mean elective pressure S.L Sea level
'c Degrees Centigrade Std. Standard
CAS Calibrated airspeed T Absolute temperature
CAT Carburetor air temperature TAS True airspeed
CHT Cylinder head temperature VA Acceleration check speed
Compo Component Veo Climbout speed
erit. Crideal
Critical engine failure speed
Yom.
EAS Equivalent airspeed
VD Decision speed
Eng. Engine
OF Degrees Fahrenheit
VLfD Speed for maximum lift to drag ratio
V"O Minimum control speed
Fld. Field
Ft. Feet V.. Maximum dive speed
Hg Mercury VNO Maximum speed for normal operation
lAS Indicated airspeed V. Refusal speed
ICAO International Civil Aviation Organization V. Stalling speed
In. Inch V.O Stalling speed with zero thrust and wing flaps
in landing configuration
Kts. Knots V,.. Takeoff speed
Lb•• Pounds
Wt. Weight
MAP Manifold absolute pressure
3 Delta; ratio of ambient air pressure to stand-
METO Maximum except takeoff ard sea level air pressure
Min. Minute
OAT Outside air temperatute
• Sigma: ratio of ambient air density to standard
sea level air density

DEFINITION OF TERMS.
AIRSPEED - the speed of the aircraft relative to the air
CUMBQUT FACTOR - a factor used to dotremine the maxi·
mum gross weight allowable for climbout over a given
obstacle on three, engines, based on the height of the
I
. obsqLC:le and distance· of the obstacle from brake release.
through which it is moving.

AMBIENT CONDITIONS - cooditions of the air surrounding COMPRESSIBIUTY ERROR - an error in the airspeed in·
the aircraft at any given time under consideration. dicator. reading and the outside air temperature indicator
reading caused by air being slightly compressed by the
AUTO·LEAN - the mixture control lever at the lean detenf. moving aircraft.

AUTO·RICH - the mixture control lever at the rich detedt. ,CRITICAL ENGINE, FAILURE SPEED - the speed at which
engine failure permits acceleration to takeoff speed in the
BEST ECONOMY MIXTIJRE - the fuel·llir mixture which same distance that the airc~aft may be decelerated to a stop.
results in the most power for a given fuel flow.
CRITICAL FIELD LENGTH - the total length of runway
BEST POWER MIXTIJRE - the fuel·air mixture which .... required to accelerate on. all engines to the critical engine
suIts in the most power for a given manifold pressure. failure speed, experience an engine failure, then continue
to takeoff or stop.
BMEP DROP - a loss' in BMEP due to a manual adjustment
of the mixture control. DENSITY ALTI'rUDE-the altitude obtained from a stand·
ard density altitude chart (such as figure Al·12) for any.
CAUBRATED AIRSPEED - indicated airspeed corrected for given pressure altitq.de anel temperature or for any density
instrument aD~' 'Position error. . ' . ratio factor (l/VT").

AI-2 Chang.d 16 July 1962

 T.O. IC·118A.I Appendix I

DEW POINT - the temperature at which condensation occurs C.. 118A recommended long range cruise speed is the same
in a cooling mass of air. at 110 percent of the speed of maximum lift to drag ratio.

DRY BULB TEMPERATURE - the air tmeperature as in. REFUSAL DISTANCE - the distance required to accelerate
dicated by a thermometer with a dry bulb (tme air tem- to the refusal speed.
perature). ~
REFUSAL SPEED - maximum speed to which the aircraft
DRY POWER - engine power being developed without the can accelerate and then stop in the available runway length.
aid of water injection (ADI switch OFF). RELATIVE HUMIDITY - the ratio of the amount of water
EFFECTIVE WIND (HEADWIND OR TAILWIND) -The vapor in a given mass of air to the maximum amount of
component of the existing wind condition which acts water vapor that the mass of air could hold at the same
temperature.
opposite to or in the direction of travel. For takeoff or
landing, this component will be computed from the take- SPECIFIC HUMIDITY - the rado of the amount of water
off and landing crosswind chart vapor in a given mass of air to the mass of dry airt
measured in pounds.
EQUIVALENT AIRSPEED - calibrated airspeed corrected for
compressibility. STANDARD ATMOSPHERIC CONDITIONS-an arbitrar.
ily selected set of atmospheric conditions chosen to ap..
ACCELERATION CHECK POINT - a predetermined point, proximate the average atmosphere of the world.
based on time/distance, at which the acceleration cbeck
speed should be attained. STANDARD DAY - a day on which standard atmospheric

I
ACCELERATION SPEED - the minimum acceptable speed at conditions are assumed to exist.
the acceleration checkpoint. TAKEOFF FACTOR - a factor used to determine takeoff
GROUND EFFECT - the reduction in induced drag when the performance, based on available BMEP corrected for preg.;
aircraft is near the ground. sure altitude and temperature.

HIGH BLOWER - the engine supercharger in high gear ratio. THRESHOLD SPEED - the speed at which the aircraft cro....
the end of the runway during a normal landing (130
INCHES HG - a measure of air pr~sure which compares it percent of the stall speed for wing flaps in the landing
to the weight of a column of m.ercW'y. position).

INDICATED AIRSPEED - airspeed indicator reading uncor· TOUCHDOWN SPEED - the speed at which the aircraft
rected (assuming the mechanical error in the instrument comes in contact with the runway during a normal landing
is negligible). (120 percent of the staUspeed for wing /laps in the landing
position).
LOW BLOWER - the engine supercharger in low gear ratio.
TRUE AIRSPEED - the trUe speed of the aircraft relative to
MANUAL LEAN - fuel·air mixture on the lean side of best the air through which it is moving (equal to BAS times
power mixtUre, adjusted manually to give a prescribed I/VU).
BMEP drop from best power mixture.
TRUE ALTITUDE - altitude above se. level.
MANUAL RICH - fuel~air mixture on the rich side of best VAPOR PRESSURE - the partial pressure of water vapor

•
power mixtUre, adjusted manually to reduce fuel dow to existing in the air•
the prescribed minimum shown on figure A2 .. 13.
VD - DESCISION SPEED; the highe.. speed at which the pilot
NAUTICAL MILES PER POUND - the number of nautical may elect either to continue takeoff or to stop should an
miles traveled while consuming a pound of fuel. engine fail. At higher speeds the aircraft is committed to
takeoff.
OPERATING WEIGHT EMPTY - the weight of the aircraft
and its contents, not including payload, fuel or regular VLjD - the speed for maximum lift to drag ratio.
engine oil, when the aircraft is loaded with all provisions
necessary to complete a mission. V •• - the zero thrust stalling speed with wing /lapain the
landing configuration.
POSITION ERROR - the error in the airspeed indicator
reading and the altimeter reading caused by the inability Vro - takeoff speed (liS percetit of the ,tailing ,peed with the
of the Static orifices to experience the true ambient air willg /laps in the takeoff configuration).
pressure.
WET BULB TEMPERATURE - the romperature indicated
PRESSURE ALTITUDE- the altitude obtained from a stand· by a thermometer whose bulb has been kept moist with
I ard atmosphere table, such as· figure Al .. 13, for any given water and which has been circulated. in the air. This tem-
value of, air pressure (measured in inches Hg). This is perature, along with the dry bulb temperature, is used in
the altitude that an altimeter will show (after correcting conjunction with a psychrometric chart to determine the
for position error) when the barometric setting is at 29.92. degree of humidity.
WET POWER - the power developed by an engine with .the
RAM - the increase in air pressure at the enuance to an air.. aid of water injection (AiPI /I"id).
scoop due to the speed of the aircraft.
WIND GRADIENT - the change in wind speed with, alti·
RECOMMENDED LONG RANGE CRUISE SPEED - the tude. Because of fridt/on between the air and the ground
speed at which it is recommended to fiy the aircraft when surface, the wind ,peed generally di!niaishes as on, Il_.
long range is of more conCern than high speed. Fot· the the ground. . '. .

Changed 16 Juiy 1962

Append;xl T.O. le-1l8A-l

INTRODUCTION. instrument readings. One of these ·errors,' known as

the position error, arises from the requirement that
The data shown in this Appendix are provided to aid the airspeed indicator and altimeter must measure the
the /light crews in achieving maximum utilization of ambient air pressure. This is done through the static
the aircraft consistent with safety. In most cases data orifices on the side of the fuselage for the pilot's and
are included to permit missions to be planned with copilot's normal systems and through a duct ending
allowances for more than one degree of safety. This in the tailcone for the alternate systems. Because of the
is dOlle so that the importallce of the mission may be rapid motion of the airplane through the air neither
weighed agaillst safety requirements. For example, the of these locations trallsmit the true ambiellt pressure
charts ill Part 3 allow takeoff distance to be determined at all speeds and allgles of attack. The correctioll for
based on the ellgines developing 100% of the prediCted this error is included in the Airspeed Position Error
power or 95% of the predicted power, or even less, if Correction charts (figures AI-I through AI-4J and the
desired. Furthermore, this takeoff distance may be Altimeter Position Error Correction charts (figures
based on all four engines operating all the way, or AI-6 through AI-9J. The Airspeed Position Error Cor- •
may allow for an engine failure at the most critical reetioD charts also include a correction for a smaller
time. Similarly, .rates of climb and cruise performance error due to the position of the pitot tubes which
are shown for, two, three or' four engines .operating, measnre the impact pressure.
alld landing distances are provided for brakes only
or for either two engilles or four engines operating
at full reverse thrust. Allother error in the airspeed system is due to the
behavior of air striking the pitot tubes at high
It should be stressed that these charts show the velocities. This is called the compressibility etror. The
optimum performance expected from the aircraft markings on the airspeed indicator have been spaced
when /lown with careful pilot technique under stable so that this error is automatically accounted for at sea
atmospheric. conditions. There "re.several factors level. At higher altitudes, however, corrections for
(mechanical imperfections, improper pilot. technique, this error should be applied to the instrument reading.
turbulent air, etc.) which advetsely affect perform- These correctiolls appear on the. Calibrated Airspeed
Mce, whereas very few factors can improve per· Correction for Compressibility chart (figure Al-5J. •
formance. This is one of the. reasons for allowing
. ' , ' ~
performance margins when planning a mission. The outside air temperature illdicator also has an error
kllowll as the compressibility error. This error arises
from the fact that the outside air passes the tem.pera-
FUEL GRADES. ture sensing element at a speed approximately equal
to the speed of the aircraft. However, the very thill
The standard fuel grade for the C·11SA and VC·11SA layer of air ill immediate COil taCt. with thesellsing
is 115/145. The alternate fuel grade is 100/130. Take. element has been brought almost to rest (relative to the
off and climb data may be determ.ined for both element). III doing this its temperature has 'risen due
standard and alternate fuel grades. Cruise data is to a combillation of compression alld friction. The
applicable to either fuel grade, except as noted. correction for this error appears on the Temperature
Correctioll for Compressibility chart (figure AI-IOJ. •

Nole A.IRSPEED TERMINOLOGY.

The P&W R2S00-52W engine used on C11SA Airspeed terminology used ill this Appendix is defilled
aircraft was certificated using 1OS/135 grade as follows: , . .
fuel. It is permissible to substitUte 10S/135
grade fuel for 115/145 grade fuel without Term Abbreviation Definition
any loss in engine performance.
Indicated Airspeed lAS *Airspeed Indicator
reading uncorrected.
Coib.oted Airspeed CAS Indicated airspeed
INSTRUMENT ERRORS. corrected JOt position
error.
All instruments have some degree of mechanical error.
Equivalent Airspeed BAS Calibrated airspeed
Ordinarily this may be assumed to be negligible since corrected for comptes·
the instruments are maintained within specified toler- • sibili,y•
ances. However, the. airspeed indicator, altimeter and
True Airspeed TAS . TAS=EAS Xl/V.
outside air -teQlperature indicator ·have other sources
of error which~ under certain circumstances, are great *IAS is used in this Appendix, as though the mechanical
error in the instmment is zero.
enough to require corrections. to be made to the
AI-4 Changed 16 July 1962
•
 T.O. IC-1l8A-I Appendix I

All airspeeds of importance in takeoff and landing 5. Subtract correction from calibrated aitspeed to
procedures are shown in this Appendix as indicated obtain equivalent airspeed.
airspeed (lAS).
189 knots CAS - 2 knots = 187 knots EAS.

PROCEDURE TO CONVERT INDICATED EQUIVALENT AIRSPEED (EAS) TO TRUE

AIRSPEED (lAS) TO TRUE AIRSPEED (TAS). AIRSPEED (TAS).

Charts and tables are provided to convert indicated True airspeed may be found by multiplying the
airspeed to true airspeed. This is done in tbree steps as equivalent airspeed by the quantity 1/vu. where u
follows: (sigma) is the density ratio of ambient iIlr to standard
sea level air. The quantity 1IY;; is sometimes referred
to as the ~CSmoe factor."
Sample Problem.
1. Correct OAT for compressibility by use of
GIVEN: Indicated Airspeed = 185 knots Figure Al·10. For 15,000 feet pressure altitude.
Pressure Altitude = 15,000 feet and 189 knots CAS, read 3.6°C correction.
Round off to ",,°C. .
Outside Air Temperature = - 30°C -30°C OAT -4°C correction = ~34°COAT.
FIND: True Airspeed
2. Enter. Density Altitude chart, Figure AI.ll,.
with .- 34°C and project vertically to 15,000
feet pressure altitude line •.
INDICATED AIRSPEED (lAS) TO
CALIBRATED AIRSPEED (CAS).
3. Project horizontally to right. edge of chart.
Read 1IY;; = 1.213.
1. Find applicable position error correction chart,
noting static source reference. For example,
4. Another method of obtaining 1I-vu is to project
Figure Al·l, Airspeed Position Error Correction
horizontally to the density altitude scale at the
Chart - Pilot's Normal Static Source.
left. Read 12,600 feet density altitude. Then,.
2. Enter chart at 185 knots lAS and project verti· by using the ICAO Standard Atmosphere Table
cally to curve. (Figure Al·12, sheet two), read 1I-vu = 1.2127 •
opposite 12,600 feet.
3. Project horizontally left to correction scale.
Read 3.5 knots. Round off to 4 knots. 5. EAS xliV;;-= TAS.
189 knots EAS x 1.213 = 229 knots TAS.
4. To obtain calibrated airspeed, add correction.
185 knots lAS + 4 knots = 189 knots CAS.
DISCUSSION OF CHARTS.
AIRSPEED POSITION ERROR CORRECTION
CALIBRATED AIRSPEED (CAS) TO CHARTS,.
EQUIVALENT AIRSPEED lEAS).
These charts (figures Al·l through Al-4) show tbe
1. To obtain equivalent airspeed, correct cali. correction tharmust be applied to the indicated air·
brated airspeed for compressibility error, which speed to determine the calibrated airspeed. Corrections
varies with airspeed and pressure altitude. are shown for the pilot's normal static source, the
copilot's normal static source, and the pilot's and co-
• 2. Use chart Figure Al·5, Calibrated Airspeed pilot's alternate static source. It will be seen on the
Correction for Compressibility. Chart. chart for the pilot's and copilot'S alternate sratic source
that oQe cutve. is provided for airplanes with sealed
3. Enter chart on calibrated airspeed scale at 189 taikone . and atl6ther for airplanes with unsealed tail.
knots (CAS). Project vertically to intersection cone. The choice between using one cutve or the other
witb 15,000 feet presSllrealtitude curve. .depends upon ~he(:onfiguration of the p/trticular air·
craft.
4. Project horizontally to scale on left edge of
chart. Read correction ·1,5 knots. Round off Three of the 'charts are for in·llight use, while the
to 2 knots. fourth is for use during the takeoff ground run.
Changed 16 July 1962 AI-5
 Appendix I T.O. lC·llSA·l

CALIBRATED AIRSPEED CORRECTION FOR 60 feet, pilot's normal static source (figure.
COMPRESSIBILITY CHART. AI.6);

• This chart (figure AI·5) shows the correction that 110 feet, copilot's normal static source (figure.
must be subtracted from calibrated airspeed to deter. AJ.7);
min~ equivalent airspeed. It will be noted that there
is no correction at sea level and that the amount of 50 feet, pilot'S and copilot'S alternate static
the correction increases with increasing altitude. source, tailcone sealed (figure AI·B); •

-150 feet, pilot's and copilot's alternate static

ALTIMETER POSITION ERROR CORRECTION source, tailcone unsealed (figure AI·9). •
CHARTS.
In each case when the correction is added to the
• These charts (figures AI-6 through AI·9) show the appropriate altimeter reading the true altitude be·
corrections that must be applied to the altimeter comes 15,000 feet.
reading to obtain the true altitude. If the barometric
setting is at 29.92 the result will be true pressure
altitude. If, instead, the barometric setting is at the TEMPERATURE CORRECTION FOR
local sea level value the result will be approximate COMPRESSIBILITY CHART.
true altitude.
This chart (figure AI·lO) shows the correction that.
Corrections are shown for the pilot'S normal static must be subtracted from the outside air temperature
source, the copilot's normal static source, and the pilot's indicator reading to determine the true outside air
and copilot's alternate static source. It will be seen that temperature (see next under "INSTRUMENT ER·
there are two charts for the alternate static source. RORS"). For example, assume that the airplane is
One is for airplanes with sealed tailcone and the other cruising at 185 knots CAS (point A) at an altitude of
is for airplanes with unsealed tailcone. The choice 15,000. feet (point B). The chart shows that the
between using one curve or the other depends upon correction is 3.5°C (point C). This amount must be
the configuration of the particular aircraft. subtracted from the indicated air temperature to
determine the outside air temperature. If the instru·
• On figures Al·6 through Al·9 chase·around lines ment read 6°C, then the outside air temperature would
illustrate the following sample problem. be 6 -3.5, or 2.5°C. If the instrument read -12°C,
then the outside air temperature would be -12 - 3.5,
GIVEN: Airspeed = 185 knots lAS. or -15.5°C.
Altimeter reading =
14,940 feet, pilot's normal static
source;
DENSITY ALTITUDE CHART.
14,890 feet, copilot's normal static
A Density Altitude Chart (figure AI·11) has been •.
source;
included so that the density altitude and the reciprocal
of the square root of the density ratio (l/yu) may
14,950 feet, pilot's and copilot's alter· be determined for any pressure altitude under non·
nate static source, tailcone sealed;
standard conditions. Sheet one covers a range of density
altitudes from - 8,000 feet to 18,000 feet, and sheet
15,150 feet, pilot'S and copilot'S alter· two extends from 14,000 feet to 40,000 feet.
nate static source, tailcone un-
sealed.

FIND: True altitude ICAO STANDARD ATMOSPHERE TABLE.

The ICAO Standard Atmosphere Table (figure AI·12) •
1. Enter the indicated airspeed scale at 185 knots. shows values of the various atmospheric properties
fa.!' a standard day as defined by the International Civil
2. Proceed vertically to appropriate altimeter Aviation Organization. Sheet one lists the density ratio
reading. (IT), the reciprocal of the square root of the density
ratio (lIyu), the temperature, speed of sound, pre..
3. Go horizontally to the left hand scale and read sure and pressure ratio (8) for evety thousand feet of
the correction: altitude from sea level to 45,000 feet. Sheet two lists
Al·6 Changed 16 July 1962
 T.O. IC-1I8A-I Appendix I

only the reciprocal of the square root of the density Example 2:

ratio (lIVu) for every 100 feet of altitude from 100
feet to 30,000 feet. GIVEN: Pressure altitude = 5000 ft.

The standard atmosphere defined by ICAO represc!nts Wet bulb temperature = 17°C
an approximation to the average atmosphere of the
world. It is based on a temperature of 15°C (59°F) and Dry bulb temperature = 26°C
a pressure of 29.92 inches Hg for sea level conditions.
The temperature variation with height is uniform
from 15°C (59°F) at sea level to -56.5°C (-69.7°F) FIND: Dew point and specific humidity
at 36,089 feet. This altitude is assumed to be the begin-
ning of the isothermal region or stratosphere. For all 1. Enter with/26°C dry bulb temperature (point F)
practical purposes, the temperature will remain con- and proceed vertically upward to intersection
stant as altitude is increased above 36,089 feet. ICAO with imaginary slant line for 17°C wet bulb
standard atmosphere values have been used in prepara. temperature (point G). Note that the 17°C wet
tion of all performance charts in this Appendix. ~lb temperature line can be located by inter-
/Flation between the 15°C and 20°C wet bulb
lines for 5000 ft. altitude. To assist interpola-
PSYCHROMETRIC CHART. tion, the upper end of this line can be located by
entering the dry bulb temperature scale at 17°C
I The Psychrometric Chart (figure AI-B) graphically (point H) and projecting verti'l."lly upward to
relates the various measures of water vapor in the the 100% relative humidity line ~point I). Draw
atmosphere. Although it is the dew point which is slant line through point I parallel to 5000 ft.
commonly furnished the pilot, occasionally humidity wet bulb dashed lines to intersection (point G)
may be available as wet and dry bulb temperatures, with vertical projection of point F.
and less often, as relative humidity. To meet all such
situations the psychrometric chart provides a means of 2. From point G, project horizontally to left, to
converting from one variable to another. dew point scale (point B) and read dew point,
54.5°P.
Three examples for obtaining specific humidity are
given below which differ as to which quantities are 3. Continue left as in Example 1 (points C and D)
known. to obtain a specific humidity of .0108.
Example I: 4. From point G, project horizontally to right to
obtain 0.425 inches Hg vapor pressure (point E).
GIVEN: Pressure altitude = 5000 ft.
Dew point = 54.5 OF
Example 3:
FIND: Specific humidity
GIVEN: Relative humidity =43%
1. Locate 54.5 OF dew point temperature on curved
line for 100% relative humidity (point B). This Dry bulb temperature = 26°C
point can be found either by interpolation
between 50°F and 60°F along curved line or FIND: Dew point and specific humidity
by entering at 54.5 OF on dry bulb temperature
scale (point A) and projecting vertically up- 1. Enter dry bulb temperature scale at 26°C (point
ward to curved line for 100% relative humidity. F) and proceed vertically upward to intersection
with 43% relative humidity line, interpolated
2. From point B, proceed horizontally to left to between 40% and 60% (point G).
base line and then follow along curved path
interpolated between guide lines to 5000 ft. 2. Project horizontally to the left to the dew point
pressure altitude (point C). scale (point B) and read dew point, 54.5°F.
3. Project horizontally to specific humidity scale 3. To obtain specific humidity project horizontally
at extreme left (point D) and read .0108. to left base line and continue as in example 1
(points C and D) to read ,0108.
4. If vapor pressure is desired, project horizontally
from point B to extreme right (point E) and 4. From point G project horizontally to right to
read 0.425 inches Hg. obtain 0.425 inches Hg vapor pressure (point E).
Changed 16 July 1962 AI-7
 Appendix I T.O. IC-118A-1

TEMPERATURE CONVERSION CHART. to Fahrenheit. The appropriate scale is entered at the

known temperature. The corresponding value may
A Temperature Conversion chart is provided (figure then be read from the other scale as indicated by the
• AI·14) to facilitate the conversion of either Fahrenheit oblique line. For example, the chart shows that 50 0
temperatures to Centigrade or Centigrade temperatures Fahrenheit is the same temperature as lO° Centigrade.

AI-8
n

.It"
:r
::I

AIRSPEED POSITION ERROR CORRECTION - FLIGHT

PILOT'S NORMAL STATIC SOURCE
...c
0-
THIS CHART APPUES TO ALL FLAP
.:c
-... <ii'...
..
0-
AND LANDING GEAR CONFIGURATIONS

Note:
..
c
~
Add correction to indicated ainpeed
to obtain calibrated airspeed .

-
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0
:"
MODEL: C-118A
DATA AS OF, 2-15-59
DATA BASIS, RIGHT TEST
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0
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a
!!. INDICATED AIRSPEED IKNOTSI

,.
'"'".
,. ::I

-... •
0
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a..
 ,.- ......,.
-•
0 •
"co.
ii"
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.;;'
AIRSPEED POSITION ERROR CORRECTION -
COPILOT' S NORMAL STATIC SOURCE
FLIGHT
c:
,.
~
It

-•
,.
!" Nole.
Add corredion to indicated airspeed to obtain

.....
:;. MODEL. C·IIIA calibrated airspeed.

.
It
Cl.
DATA AS 01' 2·15·59
DATA IASIS. FLIGHT TEST

..
."
0

~
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7
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INDICATED AIRSPEED IKNOTSI

-..... ..
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7
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C
AIRSPEED POSITION ERROR CORRECTION - FLIGHT

-... ,.
~ ~ PlLOrS AND COPILOT' S AlTHNATE STATIC SOURa
It
THIS CHART APPLIES TO ALL fLAP AND

....,. -, !oJ
LANDING GEAR CONfiGURATIONS

..
1
!t
~ Note:
Add correction to indicated ainpeed to obtain calibrated oinp••d.
......
It

..
0 MODIL< C·IIIA

.r
:;:
:0
DATA AS Of 2·15·59
DATA IASIS, RIGHT TEST

'"
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co INDICATED AIRSPEED IKNOTSI

,.-, ~

- ;,
0
~
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-.... AIRSPEED POSITION ERROR CORRECTION
FOR THE GROUND RUN
PILOT'S ... ND COPILOT'S NORMAL ST ...TlC SOURCE
....
..
....
"...
;("

MODIa.. C-II ....

D...T......S Of, 2-15-59
.... SED ON, fliGHT TEST
...
orc:
,...
~

-
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~

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:-
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 T.O. lC-1I8A-l Appendix I

CALIBRATED AIRSPEED CORRECTION

FOR COMPRESSIBILITY

MODEL: C·118A
DATA AS Of : 2-15-59
Note:
Subtract correction from calibrated
airspeed to obtain equivalent airspeed .

•
8

;;; 0
~
0
Z
~
Z 5
0
;::
~
~
~
0 4
u

o
100 220 280 300

CALIBRATED AIRSPEED (KNOTS I

SAMPLE PROBLEM,
Given: Pressure altitude = 15,000 feet
=
calibrated airspeed 189 knots
A. Enter graph at 189 knots CAS
B. At 15,000 feet read correction
=
C. Correction 1.5 knots (round off to 2 knots).
=
D. 189 knots CAS- 2 knots 187 knots EAS .

AJl,.l-8
Figure A' -5. Calibrated Airspeed Correction for Compressibility

Changed 16 July 1962 Al-13

 Appen dix I T.O . 1C·IISA ·l

ALTIMETER POSITI ON ERROR CORRECTION

PILOT'S NORMAL STATIC SOURCE

THIS CHART APPLIES TO All FLA,

AND LANDING GEAR CONFIGURATIONS

MODELl Ca118A
DATA AS OF: 2-15-59
DATA BASIS ; FLIGHT TEST

Note:
Add correct ion to altimet er reading
to obtain altitud e.

100

~
W

~
Z
0

-
0
U
ti
w
50

o-F=

INDICATED AIRSP!ED (KNOTS)

Figure A J -6. AAl-2D7

Altime ter Position Error Correction - Pilot's Norma l Static Source
Al.14
Chang ed 16 July 1962
 T.O. lC-llSA-l Appendix I

ALTIMETER POSITION ERROR CORRECTION

COPILOT'S NORMAL STATIC SOURCE

MODEL: C-l1BA Note:

OATA AS OF: 2-15-59
DATA BASIS: FLIGHT TEST
Add correction to altimeter
reading to obtain altitude.

100

z
o
Ei 50
~

:o
u

AIRSPEED INDICATOR READING (KNOTS)

200

150

z
o 100
;:::
:.:
~
~
ou

50

INDICATED AIRSPEED (KNOTS)

AAl·204
Figure AI-T. Altimeter Position Error Correction - Copilot's Normal Static Source

Changed 16 July 1962 AI-IS

Appendix I T.O. lC-11SA-l

ALTIMETER POSITION ERROR CORRECTION

PILOT'S AND COPILOT'S ALTERNATE STATIC SOURCE
TAIL CONE SEALED

THIS CHAlT APPliES TO AU FLAP

AND LANDING GEAI CONFIGURATIONS

MODEL: C.. 118A

DATA AS OF 2-15-59
DATA IA515 : FLIGHT TEST

Note:
Add correction to altimeter reading
to obtain altitude.

z
o
"~
•
8

.0 100 150 200 2.0 300

INDICATED AIRSPEED (KNOTS)

AA l - ZD5
Figure AI-S. Altimeter Position Error Correction - Pilot's and Copilot's Alternate
Static Source - Taitcone Sealed
AI-16 Changed 16 July 1962
 T.O. lC-IISA-l Appendix I

ALTIMnER POSITION ERROR CORRECTION

PIlOY'S AND COPILOT'S ALTERNATE STATIC SOURCE
lAILeONE UNSEALED

MODIL: C-l11A
DATA AS OF: 2-15-59 THIS CHAIT APPliES TO AU flAP
DATA IASI$: fLIGHT TEST AND lANDING GEAI CONFIGURATIONS

50

-50

-100
~
~
~
~
z
0
;:
..
u
~

0
u
-150

-200

-250

-300

.... ,-20.
Figure A 1-9. Altimeter Position Error Correclion - Pilot's and Copilot's Alternate Statio Source -
Tailcone Unsealed
Changed 16 July 1962 AI-17
 ,. ,.
..--
•
TEMPERATURE CORRECTION
FOR COMPRESSIBILITY
""•
~
...
;CO

MODEL: C- 118A
DATA AS Of: 2-15-59
DATA SASIS; FLIGHT TEST

10

~
c:
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7

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:. CALIBRATED AIRSPEED (K NOTS)
CD
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c:

.....-... ~
~
 T.O. IC-118A-I Appendix I

DENSITY ALTITUDE CHART

SAMPLE PROBLEM :

A. OUTSIDE AIR TEMPERATURE = 25·

B. PRESSURE ALTITUDE = 1500 fEET

1
C. y-;- = 1.045
D. DENSITY ALTITUDE = 3000 FEET

~
w
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a V-
:-

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zw
a

OUTSIDE All TEMPERATURE - eF (IN flEE All)

AAl-5
Figure AI-II. Density Altitude Chart (Sheet' of 2)

Changed 16 July 1962 AI-19

Appendix I T.O. 1C-118A-I

DENSITY ALTITUDE CHART

1
,Ia

11 111I1 1111I1111111 1111111 1111 I

_10 _60 -40 -20 0 20 40 60 10 100 120 140
OUTSIDE All TEMPERATUIE _Of liN FlEE All)

Figure A' -" . Density Altitude Chart (Sheet 2 of 21

AI-20 Changed 16 July 1962
Appendix I T.O. lC·llSA·l

ICAO STANDARD ATMOSPHERE TABLE

STANDARD SEA LEVEL CONDITIONS, CONVERSION FACTORS:

=
Temperature 15°C (59°F) =
1 in. Hg 70.727 Ib/sq. ft.
Pressure = 29.921 in. Hg (2116.216 Ib/sq. ft.) =
1 in. Hg 0.491161b/sq. in.
Density =.0023769 slugs/cu. ft. 1 Knot= 1.151 mph
Speed of sound =1116.89 ft/sec. (661.7 knots) =
1 Knot 1.688 ft./sec.

Density Speed of Pressure

Altitude Ratio 1 T empel'ature Sound Pressure Ratio
(Feet) • y. °C of (Knol,) (In. HIf) B

0 1.000 1.0000 15.000 59.000 661.7 29.921 1.0000

1000 .9711 1.0148 13.019 55.434 659.5 28.856 .9644
2000 .9428 1.0299 11.038 51.868 657.2 27.821 .9298
3000 .9151 1.0454 9.056 48.302 654.9 26.817 .8962
4000 .8881 1.0611 7.076 44.735 652.6 25.842 .8637
5000 .8617 1.0773 5.094 41.169 650.3 24.896 .8320
6000 .8359 1.0938 3.113 37.603 648.7 23.978 .8014
7000 .8106 1.1107 1.132 34.037 645.6 23.088 .7716
8000 .7860 1.1279 - 0.850 30.471 643.3 22.225 .7428
9000 .7620 1.1456 - 2.831 26.905 640.9 21.388 .7148
10,000 .7385 1.1637 - 4.812 23.338 638.6 20.577 .6877
11,000 .7155 1.1822 - 6.793 19.772 636.2 19.791 .6614
12,000 .6932 1.2011 - 8.774 16.206 633.9 19.029 .6360
13,000 .6713 1.2205 -10.756 12.640 631.5 18.292 .6113
14,000 .6500 1.2403 -12.737 9.074 629.0 17.577 .5875
15,000 .6292 1.2606 -14.718 5.508 626.6 16.886 .5643
16,000 .6090 1.2815 -16.699 1.941 624.2 16.216 .5420
17,000 .5892 . 1.3028 -18.680 - 1.625 621.8 15.569 .5203
18,000 .5699 1.3246 -20.662 - 5.191 619.4 14.942 .4994
19,000 .5511 1.3470 -22.643 - 8.757 617.0 14.336 .4791
20,000 .5328 1.3700 -24.624 -12.323 614.6 13.750 .4595
21,000 .5150 1.3935 -26.605 -15.889 612.1 13.184 .4406
22,000 .4976 1.4176 -28.587 -19.456 ('{)9,6 12.636 .4223
23,000 .4800 1.4424 -30.568 -23.022 (,{)7.1 12.107 .4046
24,000 .4642 1.4678 -32.549 -26.588 604.6 11.597 .3876
25,000 .4481 1.4938 -34.530 -30.154 (,{)2.1 11.103 .3711
26,000
27,000
.4325
.4173
1.5206
1.5480
-36.511
-38.492
-33.720
-37.286
599.6
597.1
10.627
10.168
. .3552
.3398
28,000 .4025 1.5762 -40.474 -40.852 594.6 9.725 .3250
29,000 .3881 1.6052 -42.455 -44.419 592.1 9.297 .3107
30,000 .3741 1.6349 -44.436 -47.985 589.5 8.885 .2970
31,000 .3605 1.6654 -46.417 -51.551 586.9 8.488 .2837
32,000 .3473 1.6968 -48.398 -55.117 584.4 8.106 .2709
33,000 .3345 1.7291 -50.379 -58.683 581.8 7.737 .2586
34,000 .3220 1.7623 -52.361 -62.249 579.2 7.382 .2467
35,000 .3099 1.7964 -54.342 -65.816 576.6 7.041 .2353
36,000 .2981 1.8315 -56.323 -69.382 574.0 6.712 .2243
36,089 .2971 1.8347 -56.500 -69.700 573.7 6.683 .2234
37,000 .2843 1.8753 -56.500 -69.700 573.7 6.397 .2138
38,000 .2710 1.9209 -56.500 -69.700 573.7 6.097 .2038
39,000 .2583 1.9677 -56.500 -69.700 573.7 5.811 .1942
40,000 .2462 2.0155 -56.500 -69.700 573.7 5.538 .1851
41,000 .2346 2.0645 -56.500 -69.700 573.7 5.278 .1764
42,000 .2236 2.1148 -56.500 -69.700 • 573.7 5.030 .1681
43,000 .2131 2.1662 -56.500 -69.700 573.7 4.794 .1602
44,000 .2031 2.2189 -56.500 -69.700 573.7 4.569 .1527
45,000 .1936 2.2728 -56.500 -69.700 573.7 4.355 .1455

figure AI.12. ICAO Standard Atmosphere Table (Sheet I of 2)

Changed 16 July. 1962

• Al·21
/
 T.O. IC·118A·1 Appendix I

ICAO STANDARD ATMOSPHERE TABLE

1
AlTITUDE IN 1000FOOT INCREMENTS AND Vi"

Altitude 1 Altitude I Altitude 1 Alt;tude 1 Altitude I

(Feel) vu (1:eel) viI (Feel) vu (Feel) vu (Feel) vu
100 tOO15 6100 1.0955 12100 1.2030 18100 1.3269 24100 1.4704
200 1.0029 6200 '1.0971 12200 1.2049 18200 1.3291 24200 1.4729
300 1.0044 6300 1.0988 12300 1.2069 18300 1.3313 24300 1.4755
400 1.0059 6400 1.1005 12400 1.2088 18400 1.3335 24400 1.4781
500 1.0074 ' 6500 1.1022 12500 1.2107 18500 1.3358 24500 1.4807
600 1.0088 6600 1.1039 12600 1.2127 18600 1.3380 24600 1.4833
700 1.0103 6700 1.1056 12700 1.2146 18700 1.3403 24700 1.4860
800 1.0118 6800 1.1073 12800 1.2166 18800 1.3425 24800 1.4886
900 1.0133 6900 1.1090 12900 1.2185 18900 1.3448 24900 1.4912
1000 1.0148 7000 ' 1.1107 13000 1.2205 19000 1.3470 25000 1.4938
1100 1.0163 7100 1.1124 13100 1.2224 19100 1.3493 25100 1.4965
1200 1.0178 7200 1.1141 13200 1.2244 19200 1.3516 25200 1.4991
1300 1.0193 7300 1.1158 13300 1.2264 19300 1.3539 25300 1.5018
1400 1.0208 7400 1.1175 13400 1.2284 19400 1.3561 25400 1.5045
1500 1.0223 7500 1.1193 13500 1.2303 19500 1.3584 25500 1.5071
1600 1.0238 7600 !.l210 13600 1.2323 19600 1.3607 25600 1.5098
1700 1.0253 7700 1.1127 13700 1.2343 19700 1.3630 25700 1.5125
1800 1.0269 ' 7800 !.l245 13800 1.2363 19800 1.3653 25800 1.5152
1900 1.0284 7900 1.1262 13900 1.2383 19900 1.3677 25900 1.5179
2000 f.0299 8000 1.1279 14000 1.2403 20000 1.3700 26000 1.5206
2100 1.0314 8100 1.1297 14100 1.2423 20100 1.3723 26100 1.5233
2200 1.0330 8200 1.1314 14200 1.2444 20200 1.3746 26200 1.5260
2300 1.0345 8300 1.1332 14300 1.2464 20300 1.3770 26300 1.5287
2400 1.0360 8400 1.1350 14400 1.2484 20400 1.3793 26400 1.5315
2500 1.0376 8500 1.1367 14500 1.2504 20500 1.3817 26500 1.5342
2600 1.0391 8600 1.1385 14600 1.2525 20600 1.3840 26600 1.5370
2700 1.0407 8700 !.l403 14700 1.2545 20700 1.3864 26700 1.5397
2800 1.0422 8800 1.1420 14800 1.2565 20800 1.3888 26800 1.5425
2900 1.0438 8900 !.l438 14900 1.2586 20900 1.3911 26900 1.5453
3000 \.0454 9000 1.1456 15000 1.2606 21000 1.3935 27000 1.5480
3100 1.0469 9100 1.1474 15100 1.2627 21100 1.3959 27100 1.5508
3200 \.0485 9200 1.1492 15200 1.2648 21200 1.3983 27200 1.5536
3300 1.0501 9300 1.1510 15300 1.2668 21300 1.4007 27300 1.5564
3400 1.0516 9400 1.1528 15400 1.2689 21400 1.4031 27400 1.5592
3500 1.0532 . 9500 1.1546 15500 1.2710 21500 1.4055 27500 1,,5620
3600 1.0548 9600 1.1564 15600 1.2731 21600 1.4079 27600 1.5649
3700 .\,0564 9700 1.1582 15700 1.2752 21700 1.4103 27700 1.5677
3800 1.0580 9800 1.1600 15800 1.2773 21800 1.4128 27800 1.5705
3900 1.0595 9900 1.1618 15900 1.2794 21900 1.4152 27900 1.5734
4000 1.0611 10000 1.1637 16000 1.2815 22000 1.4176 28000 1.5762
4100 \.0627 10100 1.1655 16100 1.2836 22100 1.4201 28100 1.5791
.4200 1.0643 10200 1.1673 16200 1.2857 22200 1.4225 282QO 1.5819
4300 1.0659 10300 1.1692 16300 1.2878 22300 1.4250 28300 1.5848
4400 1.0676 10400 1.1710 16400 1.2899 22400 1.4275 28400 1.5877
4500 1.0692 10500 U729 16500 1.2921 22500 1.4299 28500 1.5906
4600' 1.0708 10600 1.1747 16600 1.2942 22600 1.4324 28600 1.5935
4700 1.0724 10700 1.1766 16700 1.2963 22700 1.4349 28700 1.5964
4800 \.0740 10800 1.1784 16800 1.2985 22800 1.4374 28800 1.5993
4900 1.0757 10900 1.1803 16900 1.3006 22900 1.4399 28900 1.6022
5000 1.0773 11000 1.1822 17000 1.3028 23000 1.4424 29000 1.6052
5100 1.0789 11100 1.1840 17100 1.3049 23100 1.4449 29100 1.6081
5200 1.0806 11200 1.1859 17200 1.3071 23200 1.4474 29200 1.6110
53()0 1.0822 11300 1.1878 17300 1.3093 23300 1.4499 29300, 1.6140
5400 1.0838 11400 1.1897 17400 1.3115 23400 1.4525 29400 1.6170
, 5500 \.0855 11500 1.1916 17500 1.3136 23500 1.4550 29500 1.6199
'5600 1.0871 11600 1.1935 17600 1.3158 23600 1.4576 29600 1.6229
5100 \.0888 11700 1.1954 17700 1.3180 23700 1.4601 29700 1.6259
5800 1.0905 11800 1.1973 17800 1.3202 23800 1.4627 29800 1.6289
5900 i.0921 11900 1.1992 17900 1.3224 23900 1.4652 . 29900 1.6319
6000 1.0938 12000 1.2011 18000 1.3246 24000 1.4678 30000 1.6349
figure A '·12. ICAO Standard Atmosphere Table (Sheet 2 of 2)
Al·22 Changed 16 July 1962
 n
:r
PSYCHROMETRIC CHART
""
'":t
..-<-
'"c: SAMPLE PROBLEM:

..-
Given:
Dew point temperature = 54.S0F
~ Pressure altitude = SOOO feet.
A. Enter dry bulb temperature scale at S4.SoF.
B. Proceed vertically to 100% relative humidity line
to locate S4.SoF on dew point temperature scale. 1.5
Proceed left to base line and follow contour to
5000 feel pressure altitude.
Read specific humidity 0,0108.
Proceed right from B to rftOd vapor pressure,
0.425 inches

....
cD'
c:
~
CD

,-
. .. ..
~
l>

- ~~- . ". 0> >-

;(
- - - SEA LEVEL
•••••• ••• 5000 FEET
.'"
0

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DRY BULB TEMPERATURE (" F)
~.
 -
>
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• TlMPlRATUU CONVERSION CHART
CENTIGRADE VS FAHRENHEIT
......>
.
";C.
11.

TEMPERA YURE CONVERSION, SAMPLE PROBLEM,

Centigrade = 5/ 9 IF - 32) A. Centigrade = 10°
fah renheit = 9/ 5 C + 32 B. Fahrenheit = SOo

."
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3
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.., ~ DEGREES FAHRENHEIT
'"... ~
 T.O. 1 C-118A-l Appendix

part 2
engine data

Introduction .. .... A2·2

The Effect of Temperature on Engine Power .. A2·2
The Effect of Humidity on Engine Power.. .. A2·2
The BMEP Drop Method of Setting Cruise Mixtures .. .. A2·2
Discussion of Charts .... ....... A2·4

Selli ng Manual Rieh Mixtures . ......... A2·3

LIST" OF ILLUSTRATIONS
Number Title Page

A2-1 Engine Manifold Pressure and Power limits .. A2·9

A2-2 Wet Takeoff BMEP at Various Conditions of Temperature
and Humidity .. ..... A2-10

A2·3 Effect of Humidity on Power Output.. . . . .. .. . ....... A2-11

A2·4 Brake Horsepower Available for Takeoff - Standard Fuel Grade - Wet .. A2·12
A2-5 Brake Horsepower Available for Takeoff - Standard Fuel Grade - Dry A2·14

A2·6 Brake Horsepower Available for Takeoff - Alternate Fuel Grade - Wet . A2·16
A2-7 Brake Horsepower Available for Takeoff - Alternate Fuel Grade - Dry A2·17
A2·8 Engine Calibration - Low Blower - Brake Horsepower
vs Manifold Pressure .. A2-18
A2·9 Engine Calibration - Low Blower - Brake Horsepower vs Altitude ................. A2-19
A2·1O Engine Calibration - High Blower - Brake Horsepower
vs Manifold Pressure .. A2·20
A2-11 Engine Calibration - High Blower - Brake Horsepower vs Altitude . A2·21
A2-12 Engine Calibration Curve - Alternate Fuel Grade . A2·22

A2·13 Minimum Fuel Flow - Auto Rich Operation .. A2·23

Changed 16 July 1962 A2-1
Appendix I T.O.1C·llSA·l

12·14 Estlmat.d Fu.1 Consumption for Cruls. Pow.rs - Low Blow.r .......................... A2·2~

A2·15 Estlmat.d FuelConsbmption for Cruls. Pow.rs - High Blow.r......................... A2·25

A2·16 BHP - RPM Sch.dul. - Low ·Blow.r ................................................................... A2·26
A2·17 BHP - MAP Sch.dul. - Low Blow.r ................................................................... A2·27
A2·18 BHP - RPM Sch.dul. - High Blow.r .................................................................. A2·28
A2·19 BHP - MAP Sch.dul. - High Blow.r................................................................... A2·29

INTRODUCTION. THE EFFECT OF HUMIDITY ON

ENGINE POWER.
The engine data shown in this part are provided to
aid the prediction of takeoff, climb and cruise per- The effect of humidity on engine power is accounted
formanee and to supply the information necessary for by correction grids on many of the charts. In addi-
for maximum and safe utilization of the engine. The tion, a chart labeled "Effect of Humidity on Power
individual charts are described in detail below. Output" (figure A2-3) is included to show this effect
separately. This chart is discussed under "Discussion
The words "wet" or ··dry" describing the power used of Charts."
for takeoff refer to whether or not water injection
(ADI fluid) is used.

The engine torquemeters are connected to gauges THE 8MEP DROP METHOD OF SETTING
which are calibrated in terms of BMEP (brake mean CRUISE MIXTURES.
effective pressure). If the BMEP and RPM are known
it is possible to determine the brake horsepower by Considerable experience with the R·2800 engines indi-
the following equation: cate that the most efficient method of setting cruise
mixtures is the BMEP drop method. With this method
BHP = (BMEP X RPM)/283 it is possible to operate the engine much closer to the
optimum fuel to air ratio than would result from the
use of auto-lean. This, in turn, permits more range
for a given amount of fuel.
THE EFFECT OF TEMPERATURE ON
ENGINE POWER. The BHP-RPM Schedules and BHP·MAP Schedules
(figures A2-16 through A2-19) and the Power Settings
The effect of temperature on engine power is ac- for Cruise Charts (the even numbered figures from
counted for by correction grids on many of the charts. AS-28 through AS-50) are based on a given BMEP •
If it is desirable to determine this effect for conditions drop (usually 12 PSI) from best power mixture.
not shown it may be approximated by the following
equations: Upon reaching cruise altitude, climb power should
be maintained until the indicated air~peed slightly
BHP = BHP ,,,8 T "./T For part throttle, exceeds that anticipated for the particular altitude,
constant manifold gross weight and cruise power to be used. This higher
pressure operation, airspeed wiII afford a cushion so that the airspeed dis-
sipation incurred during trim and power adjustments
BHP = BHP".(T"./T) For full throttle wiII not result in an airspeed at the start of cruise
operation, less than that anticipated for cruise.

From the charts referenced above for the selected

where T and T". are absolute temperature. Absolute brake horsepower determine the appropriate mani-
temperature is equal to the temperature in degrees fold pressure, RPM, blower ratio and BMEP drop.
Centigrade plus 273..A 10'C temperature increase Cruise power will then be set in this sequence:
above standard results in approximately 1.7 percent
power loss for part throttle, constant manifold pressure 1. Set cruise RPM. (Mixture rich)
operation, and approximately 3.S percent power loss
for full throttle operation. 2. Shift blower, if required.
A2·2 Changed 16 July 1962
 T.O. lC-118A-l AppendIx I

3. Set cowl flaps to the angle anticipated to yield 6. Readjust cowl flaps to provide the desired CHT,

• 190° to 200°C cylinder head temperature when

stabilized.
190° to 200°C. When stabilized, cross check.
engine instruments. With equal manifold pres- .
sure, RPM, carburetor air and cylinder head
4. Adjust throttle to selected manifold pressure, temperatures, equal engine airflow is normally
allowing for any known gage error. obtained. With identical BMEP drop settings,
fuel/air ratio and therefore fuel flows will also
be equal, regardless of the condition of the
Note
ignition system. Any difference in fuel flow
under these conditions must be due to instru-
For initial cruise setting after climb, ment inaccuracy, either flowmeter or manifold
maintain rich mixture setting for 5 pressure, or to a mechanical malfunction, such
minutes to allow stabilization prior as a stuck valve or broken push rod, which
to manual adjustment. affects mixture flow. BMEP differences will
be due entirely to unequal accessory loads,
instrument inaccuracy and/or mechanical dis-
5. Manually lean the mixture for each engine in- crepancies.
dividually as follows: 7. Once cruise power has been set and stabilized,
the maximum difference in indicated BMEP,
a. Determine best power mixture by slowly
after allowing for that due to unequal acces-
leaning the mixture while carefully observ-
sory loading, should not exceed 10 BMEP. If
ing the BMEP until maximum BMEP is
a greater discrepancy is noted, it should be re-
reached. Since the transport carburetor has
corded in the log with as complete a descrip-
been specifically designed to facilitate man-
tion as possible to assist in troubleshooting.
ualleaning, a rise of BMEP should be noted
during the initial leaning process, indicating Mixtures adjusted in this manner should remain sub-
that the' mixture is providing the maximum stantially the same regardless of small throttle ad-
power output for the MAP and RPM setting

I
justments necessary to counteract small changes in
used. If the initial rise is not observed, but airspeed, altitude and/or CAT. Mixtures, however,
instead an immediate drop of BMEP is should be periodically checked during cruise and
noted, the carburetor is at or slightly on the adjusted as required. Power should be reset after
lean side of best power even though the appreciable change in CAT or altitude. If power
mixture is in the auto· rich position. If the change is excess of 50 BHP from original power set-
carburetor is lean, return the mixtur'e con~ ting, reset mixtures as outlined in step 5. Mixture
trol to auto-rich and determine best power strength or BMEP drop Can be quickly checked by
by applying intermittant prime and observ- applying prime in varying amounts to determine best
ing the BMEP. If a drop in BMEP is noted power or peak BMEP.
when using prime, the mixture is at best
power. If a rise in BMEP is noted when This procedure affords the simplest and quickest ad-
using prime, the mixture is leaner than beSt justment to cruise power since it involves the fewest
power and should not be leaned beyond the control movements. Another advantage is that by set-
auto-lean position when manually leaning to ting equal airflow (RPM, MAP, CAT and CHT) and
the prescribed BMEP drop in the following fuel! air ratio (BMEP drop) on all engines, any dis-
procedure. crepancies are in greater evidence and in-flight trouble-
shooting is facilitated.
b. When the BMEP is stabilized with the mix-
ture at beSt power setting (maximum BMEP),
manually lean the mixture to the prescribed SETTING MANUAL RICH MIXTURES.
BMEP drop. Since the BMEP drop setting is
based on a constant manifold pressure, it is When operating in the power ranges where the cruise
essential that airspeed and altitude be held performance charts require manual rich mixture set-
constant during this step. A change in air- tings, set the cruise mixture as follows:
speed at constant throttle affects ram and
therefore manifold pressure and BMEP to 1. From the appropriate charts determine manifold
the extent that an airspeed change of ten pressure, rpm and blower ratio for the selected
knots can result in as much as a five BMEP power.

I
change. If loss of manifold pressure is expe- 2. Set RPM, blower ratio (if required), cowl flaps,
rienced due to loss of ram, reset manifold and manifold pressure as outlined in steps 1
pressure to original value. through 4 for manual lean adjustment.
Changed 16 July 1962 A2-3
 Appen dix I T.O. IC-1l8 A-I

Note WET TAKEOFF BMEP AT VARIOUS CONDITIONS

For initial cruise setting after climb OF TEMPERATURE AND HUMIDITY CHART.
maintain rich mixture setting for 5 A chart is provided (figure A2-2) tabulat ing the allow-
minutes to allow stabilization prior to able takeoff manifold pressure and the corresponding
manual adjustment. BMEP for a range of dewpo int temperatures and car-
buretor air tmeperatures. Althou gh it is based only on
3. Determine the desired fuel flow from the Mini- sea level with standard fuel grade, wet, it illustrates
mum Fuel Flow chart (figure A2-13). the use of the increase in MAP by the existing water
vapor pressure. It may be noted that even when the
4. If fuel flows exceeds chart values manually MAP is increased by the full amoun t permitted there
lean the mixtur e to charted fuel flow. is still a loss in power due to humidity. The informa-
5. Readjust cowl flaps to provide the desired CHT, tion supplied by this chart plus the corresponding
190° to 200°C. When stabilized cross check information for other altitudes and for the other
. engine instruments (see step 6, manual lean power configurations (standard fuel grade, dty, and
adjustment). alternate fuel grade, wet and dry) may be determined
from graphs on figures A2-4 throug h A2-7.
6. Check mixtur e periodically during cruise and
adjust as require d, particu larly after appreciable
changes in CAT, power or altitude. EFFECT OF HUMIDITY ON POWER
OUTPUT CHART.
A chart is provided (figure A2-3) to show the effect of
DISCUSSION OF CHARTS. humidity on power output. This chart applies only to
maximum power (takeoff power) engine settings. It
ENGINE MANIFOLD PRESSURE AND POWER will be noted that the degree of the effect of humidi ty
LIMITS CHART. depends upon whethe r or not water injection is used.
The power loss determined from this chart should not
A chart has been included (figure A2-I) tabulat ing the be applied to the predicted power obtained from the
engine manifold pressure and power limits for take- Brake Horsepower Available for Takeoff charts (fig-
off, METO and maximum cruise powers. These limits ure A2-4 throug h A2-7) because this humidi ty correc-
have been established by the engine manufacturer to tion is built into those charts.
permit, maximum utilization of the engine consistent
with a reasonably long engine life. If any of these Humid ity corrections for climb and cruise powers are
limits are exceeded, excessive engine wear, and even not shown because at the higher altitudes the amoun t
engine failure, may result. of water vapor that the air can hold is much less than
at sea level.
It will be noted that for several power conditions
both a MAP limit and a BMEP limit are shown. In
these cases observe whichever limit is reached first. BRAKE HORSEPOWER AVAILABLE FOR
On cold days the BMEP limit will be most restrictive, TAKEOFF CHARTS.
while on warm. days the MAP limit will be most re- Four charts are provided showing the power available
strictive. for takeoff with standard fuel grade, wet (figure A2-4),
For takeoff power with alternate fuel grade, dry, only standard fuel grade, dry (figure A2-5), alternate fuel
a MAP limit need be observed since there is no BMEP grade, wet (figure A2-6), and alternate fuel grade, dry
limit. For maxim um cruise powers there are no MAP (figure A2-7). The powers determined from these
limits as such; however, the Power Settings for Cruise charts are used to determine takeoff performance in
charts in Part 5 (the even number,ed figures from Part 3. Results maybe read in the form of predict ed
I A5-28 throug h A5'50) or the BHP-RPM Schedules brake horsepower, predicted BMEP (corresponding to
the predicted brake horsepower) or 95% of predict ed
and BHP-M AP Schedu les (figure s A2-I6 throug h
A2-I9) list the RPM and MAP required to develop a BMEP. Generally, 95% of predicted BMEP is used to
given brake horsepower at a given altitude and tem- determine takeoff performance.
perature. Each MAP listed is to be considered as the These charts allow corrections to be made for altitude,

I MAP limit for that particu lar set of conditions. (See

Section D, Engine Overboost Limits.)
carburetor air temperature and humidity. Because the
carburetor air temperature is seldom known at the
time these charts are used, assume that it is 5 degrees
In order to partial ly offset the loss of power due to
Centigrade above the outside air temperature. To pre-
humidi ty the MAP ,limits for the takeoff powers may vent overboosting the engines when the carbure tor
be increased by the existing water vapor pressure up air temperature is below standard a correction scale,
to a maxim um of 1.5 inches Hg. ' showing the amoun t by which the MAP limit should
A2-4
Chang ed 16 July 1962
 T.O. I C-118A-I Appendix I

be reduced, is included on the applicable charts (the example, the chart shows that for a given manifold
chart for alternate fuel grade, dry, figure A2·7, does pressure, decreasing the RPM from 1500 to l400 de-
not need this correction), creases the power output by 60 brake horsepower.
This approximate loss in power will occur regardless
In allowing for the effect of humidity one scale cor- of altitude or temperature.
rects the power downward for the effect of humidity
alone. Another scale corrects the power upwards to This chart may also be used with the Brake Horse-
account for the allowable increase in MAP equal to power vs Altitude chart on the facing page to deter-
the existing water vapor pressure up to 1.5 inches Hg. mine the engine settings required to develop a given
This later correction may only be made when the power at higher altitudes (see text under Engine Cali-
combination of pressure altitude and carburetor air bration - Low Blower, Brake Horsepower vs Altitude
temperature indicate that takeoff power may be de· Chart).
veloped wi th less than full throttle setting.
For takeoff ground run, with full throttle operation, ENGINE CALIBRATION - LOW BLOWER - BRAKE
the chart values for BMEP are based on ram available HORSEPOWER VS ALTITUDE CHART.
at approximately 70 knots lAS. At the start of the
ground ruo, with no ram air, manifold pressures This chart (figure A2-9) shows the relationship be-
approximately I in. Hg below charted values may be tween brake horsepower, RPM and altitude for low
expected. In part throttle operation, when manifold blower operation with standard atmospheric condi-
pressures are set at the start of ground ruo, an over.. tions. Each curve is for a single RPM and shows how
boost of apprOximately I in. Hg MAP may be expected engine power decreases with increasing altitude when
at climbout speeds unless the throttles are adjusted operating at full throttle. The curves for takeoff RPM,
during the ground run. wet and dry, and for METO RPM are for auto-rich
operation with ram available as noted. The curves for
When planning a takeoff with ADI inoperative on one 1400 RPM to 2300 RPM are for auto-lean operation
or more engines, determine the reject BMEP of 95 with ram available in level /light at long range cruise
percent BMEP for both wet and dry power for the speeds.
given conditions. Compute BMEP for determining
takeoff factor, gross weight limited by three-engine A line labeled "Limited by Maximum Recommended
climb performance, and emergency climb performance Cruise BMEP" h~s been drawn across the auto-lean
as follows: With ADI inoperative on one engine, take curves to show the maximum power which may be
the average of the BMEP for two wet and one dry developed at any given RPM during normal cruise
engine; for example, for given conditions producing a operation. The same line also shows the maximum
wet BMEP of 240, the dry BMEP will be 211, the altitude at which that power may be obtained with
average will be (240 + 240 + 211) + 3 = 230 BMEP. that RPM (in lower blower). For example, the chart
Use 230 BMEP for computing performance from the shows that the maximum cruise power for 2000 RPM
charts. This method allows sufficient margin of safety is 1100 brake horsepower. Furthermore, the maximum
in the event that engine failure occurs on an engine altitude at which 1100 brake horsepower may be ob-
with ADI operating, leaving only two wet engines. To tained with 2000 RPM is 11,600 feet. 1100 brake
compute the average BMEP with ADI inoperative on horsepower may be obtained at lower altitudes by
two engines, take the average of one wet and two dry using 2000 RPM and varying degrees of throttle. In
engines. If ADI is inoperative on three engines, com- order to obtain 1100 brake horsepower at altitudes
pute performance for dry power on all engines. above 11,600 feet it is necessary to increase the RPM.
Once 2300 RPM has been reached, with full throttle,
A different example has been included on each chart it will be necessaty to use high blower to gain more
to illustrate a range of possible operating conditions. altitude.

ENGINE CALIBRATION - LOW BLOWER - BRAKE The manifold pressures shown on the chart are for full
HORSEPOWER VS MANIFOLD PRESSURE CHART. throttle only (with the exception of the sea level
values indicated on the takeoff and METO RPM lines).
This chart (figure A2-8) shows the relationship be. However, manifold pressures for part throttle opera-
tween brake horsepower, manifold pressure and RPM tion may be determined by use of the guide lines as
with auto-lean mixture control at sea level on a stand .. illustrated in the following example.
ard day. From this chart it may easily be determined
howa given change in manifold pressure or RPM will Sample Problem.
affect brake horsepower. Although the actual values
on the chart apply only to sea level, standard day, the GIVEN: Cruise altitude = 10,000 feet.
relative picture remains approximately the same at Cruise power = 1240 brake horsepower per
higher altitudes and other atmospheric conditions. For engine.
Changed 16 July 1962 A2-5
Appendix I T.O. IC-lIIA-1

FIND: RPM and manifold pressure. MINIMUM FUEL FLOW CHART - AUTO RICH •
OPERATION.
1. Enter brake horsepower scale at selected power,
1240 BHP. The Minimum Fuel Flow chart (figure A2·13) shows
the expected fuel flow for auto rich operation in both
2. Enter pressure altitude scale at cruise altitude, low blower ratio and high blower ratio. If fuel flows
10,000 feet. substantially exceed those shown on the chart a loss
in power may result. In such a case it is permissible
3. Locate BHP·altitude point. to manually lean the mixture to the fuel flow deter·
4. Find intersection of 1240 BHP and the line mined from the chart. In no case should the mixture
limited by maximum recommended cruise be leaned to less than the chart fuel flows.
BMEP. This determines the minimum RPM at It is important that fuel flow be monitoted through.
which 1240 BHP may be obtained for cruise out the climb to ascertain that it is within prescribed
operation, 2300 RPM. limits. The minimum fuel flow limit is not an engine
limit at normal climb 'power. It is, however, a car-
5. Extend a line parallel to the guide lines from
buretor limit designed to obviate damage which might
point C to the 2300 RPM line. Read the MAP
otherwise result at higher power, where margin be·
required to develop 1240 BHP at 10,000 feet
tween a .safe fuel flow and engine detonation is dimin.
with 2300 RPM, 33 inches Hg.
ishing. At climb power, therefore, it is considered
6. As an alternate step to 5, extend a line parallel safe to continue operation when the fuel flow is at
to the guide lines from point C to the left hand or 50 pounds per hour below the minimum fuel flow
scale. Read the power, 1100 BHP, with which shown on figure A2·13, providing CHT and CAT
to enter the BHP vs MAP chart (figure A2·8) limits are observed. If the climb fuel flow falls more
for determining the required MAP. than 50 pounds per hour below published minimum,
power should be reduced by increments of 100 BHP
until the fuel flow is not more than 50 pounds per
ENGINE CALIBRATION - HIGH BLOWER - BRAKE hour below the limit for that particular reduced
HORSEPOWERVS MANIFOLD PRESSURE CHART. power. CHT and CAT limits must still be monitored.
This chart (figure A2·IO) is similar to the low blower For a carburetor whose fuel flow is below published
brake horsepower vs manifold pressure chart described minimums, a complete write.up should be made in
above. It differs in that it is based on high blower the log and corrective maintenance accomplished at
operation at an altitude of 10,000 feet. It is used in the next landing.
the same manner as described for the low blower chart. The chase·around lines on the chart illustrate the
example.
ENGINE CALIBRATION - HIGH BLOWER - BRAKE
HORSEPOWER VS ALTITUDE CHART. Sample Problem.

This chart (figure A2·11) shows data for high blower GIVEN: Engine power = 1300 BHP.
operation corresponding to the low blower brake RPM = 2300.
horsepower vs altitude chart described above. It dif.
fers in that there are no takeoff RPM's shown, and FIND: Minimum fuel flow (low blower).
the chart starts at 10,000 feet (to correspond to the 1. Enter the brake horsepower scale at 1300 BHP
facing high blower brake horsepower vs manifold and proceed vertically upwards.
pressure chart) rather than sea level. In other respects
the chart may be used in the same manner as de· 2. Enter the left hand scale at 2300 RPM and con·
scribed for the low blower chart. tinue to the right to 1300 BHP.
3. At the intersection of 2300 RPM and 1300 BHP
ENGINE CALIBRATION - ALTERNATE FUEL read the minimum fuel flow per engine, 810
GRADE CHART. pounds per hour.

This chart (figure A2·I2) shows the brake horsepower ESTIMATED FUEL CONSUMPTION FOR
vs altitude calibration for takeoff RPM, wet and dry, CRUISE POWERS CHARTS.
in low blower and .for METO RPM in both low
blower and high blower with alternate fuel grade. These two charts show the estimated fuel flows for
For cruise power calibrations the auto· lean curves on cruise operation in low blower (figure A2.14) and
figures A2·8 through A2·11 may be used; however, high blower (figure A2·15) when using the BMEP
never exceed the power limited by maximum recom· drop method of cruise control. The chart. are based
mended cruise BMEP for any given RPM. on best economy mixture setting; however, an auxil-
A2-6 Changed 16 July 1962
 I
T.O. IC-118A-l Appendix I

iary graph is included so that the fuel /low may be 1855 for any carburetor air temperature from 20°C to
determined when operating at any given BMEP drop minus 60°e. This is because part throttle operation is
from best power mixture setting. indicated. However, at 14,000 feet pressure altitude any
change in carburetor air temperature affects the RPM
required to developed 1000 BHP because, for these
Sample Problem:
conditions, full throttle operation is required. The
GIVEN: Engine power = 1150 BHP. chart shows that an increase in carburetor air tem-
perature increases the RPM required. •
RPM = 2200.
BMEP Drop = 12.
Sample Problem:
Blower Range = Low blower.
GIVEN: Carburetor air temperature = -woe.
FIND: Estimated fuel consumption.
Blower operation = Low blower.
1. Enter the chart (figure A2·I4) at 1150 BHP (A).
Pressure altitude = 10,000 feet.
2. Read vertically to the 2200 RPM curve (B).
Desired power = 1050 BHP.
3. Read across to find fuel /low of 557 pounds per
hour per engine (C).
FIND: RPM required to produce 1050 BHP.
4. To find fuel /low increment for BMEP drop,
enter the auxiliary graph at 12 BMEP (D) and 1. Enter the low blower chart (figure A2.16) at
read up to 2200 RPM (E). carburetor air temperature of -lOoC (A) and
read across to pressure altitude of 10,000 feet
5. Read across to find fuel /low increment of 2
(C).
pounds per hour (F).
2. Read up to desired power of 1050 BHP (C).
6. Fuel /low for each engine is 557 + 2 = 559
pounds per hout per engine. Total fuel /low for 3. Read across to find required RPM of 1945 (D).
all four engines is 559 X 4 = 2236 pounds per Since power setting is in the part throttle range
hour. at this altitude, the manifold pressure for this
power setting must be obtained from the BHP.
MAP Schedule chart (figure A2.17).
BHP-RPM SCHEDULE CHARTS.
These twO charts show the RPM necessary to develop
BHP-MAP SCHEDULE CHARTS.
a given brake horsepower when cruising either in low
hlower (figure A2.16) or high blower (figure A2·18).
These two charts show the manifold pressure required
The charts are based on operating at 12 BMEP drop
to develop a given brake horsepower when cruising in
from best power mixture. Corrections are provided
I for carburetor air temperature and pressure altitude.
either low blower (figure A2·17) or high blower (fig·
ure A2.19). They are to be used with the RPM's deter·
Within a certain range of conditions part throttle mined from the faCing BHP·RPM Schedule charts, and
operation is indicated on each chart. In such Cases the are based on 12 BMEP drop from best power mixture.
manifold pressure required to develop the given brake The corrections shown for carburetor air tempera-
horsepower may be determined from the facing BHP· ture are applicable only for part throttle operation.
MAP Schedule chart. When full throttle operation is Although manifold pressures are al,so shown for full
indicated it is not necessary to know the manifold throttle operation they are approximlltely correct only
pressure. Correction for ram effect is included in the for standard atmospheric conditions and are not reo

I chart so that no correction for airspeed is required.

It may also be noted that carburetor air temperature
only affects RPM when operating at full throttle. For
example, figure A2·l6 shows that at 6,000 feet pressure
quired for setting up engine powers.
sampl.e problems are included on both charrs to.
trate the method of computing for temperatures below
standard (figure A2·17) and for temperatures above
iIIU5-1
altitude the RPM required to develop 1000 BHP is standard (figure A2.19).

Changed 16 July 1962 A2-7

Appendix I T.O. le·lleA.I

THIS PAGE INTENTIONALLY LEFT BLANK

 T.O. IC·1I8A·I Appendix I

ENGINE MANIFOLD PRESSURE AND POWER LIMITS

MODEL: C·1I8A AND VC.118A ENGINES: R2800·52W
DATA AS OF: 2·15·59 FUEL GRADE: 115/145
BASED ON: Estimated data ALTERNATE FUEL GRADE: 100/130

FUEL GRADE: 115/145

. BMEP Limit
Power Condition RPM Blower Mixture MAP Limit (In. Hg) (psi) BHP

Takeoff (Wet) 2800 Low Rich *62.0 at S.L. 253 2500

*61.5 at 3800 feet 253 2500

Takeoff (Dry) 2800 Low Rich *60.0 at S.L. 222 2200

*58.5 at 5300 feet 222 2200

METO 2600 Low Rich 51.5 at S.L. 207 1900

50.0 at 7000 feet 207 1900

METO 2600 High Rich 50.0 at 10,000 feet 190 1750

47.5 at 16,000 feet 190 1750

Maximum Cruise 2300 Low Lean 153 1240

Maximum Cruise 2300 High Lean 147 1200

.
FUEL GRADE: 100/130

BMEP Limit
Power Condition RPM Blower Mixture MAP Limit (In. Hg) (psi) BHP
.

Takeoff (Wet) 2800 Low Rich *59.5 at S.L. 243 2400

*58.5 at 5000 feet 243 2400

Takeoff (Dry) 2800 Low Rich *53.0 at S.L.

*51.0 at 9900 feet

METO 2600 Low Rich 49.0 at S.L. 196 1800

47.0 at 9300 feet 196 1800

METO 2600 High Rich 47.5 at 10,000 feet 185 1700

45.5 at 16,000 feet 185 1700

Maximum Cruise 2300 Low Lean 153 1240

Maximum Cruise 2300 High Lean 147 1200

Note
1. Observe MAP limit of BMEP limit, wbichever is reached first.
2. For maximum cruise MAP see the Power Settings for Cruise charts, Part 5.
Msximum cruise low blower - 155 bmep (e>:cept wben at 1240 bbp and 2300 tPm - 153 bmep)
Maximum cruise bigb blower - 150 bmep (except wben at 1200 bbp and 2300 rpm - 147 bmep)
• Takeoff MAP may be increased by existing vapotpres.ure up to 1>5 in;,Hg. ,

Figure A2· J •. Enll,'nel.ta"'fo/~ Pre.',ure .a!ld,PC!,,!"et UIII'"

,Cha,nged 16 July 1962 A2.9
Appendix I T.0.1C·118A·l

WET TAKEOFF IMIP AT VARIOUS CONDITIONS

OF TEMPERATURE AND HUMIDITY

2800 RPM
SEA LEVEL
ADION
NO INSTALLATION EFFECTS
DATA AS OF: 2.15·59
lASED ON: Pratt & Whitney Table, ALT120

Carburetor Air' °C 10 15 20 25 30 35 40 45
Temperlllure OF 50 59 68 77 86 95 104 113

*MAmfold Dewpoml ·

Pressure T emperlllure
(In. Hg) °C OF BMEP (psi)

·
62.1 -4 25 253 252 250 248 245 243 241 239
62.2 -1 30 253 252 249 248 245 243 241 239
62.2 2 35 253 251 249 247 244 242 240 238
62.2 4 40 252 250 248 246 244 242 240 237
62.3 7 45 252 250 248 246 243 241 239 237
·62.3 10 50 251 249 247 245 243 241 238 236
·

62.4 13 55 248 246 244 242 240 238 236

62.5 16 60 248 245 244 241 239 237 235
·62.6 18 65 244 243 240 238 236 234
62.7 21 70 243 242 239 237 235 233
62.9 24 75 240 238 236 234 231
63.0 27 80 238 236 234 232 230
63.2 29 85 234 232 230 228
63.4 32 90 230 228 226
.

*62.0 inches plus existing vapqr pressure up to IS inches ,

.

Figur. A2.2. w.t Talc"" 8MI' (It Var'ou. CondHlolI.of Temp.rutvre and. Humidity
A 2 . 1 0 C h a n g . d 16 ,July 1962
 T.O. le-llSA-l Appendix I

EFFECT OF HUMIDITY ON POWER OUTPUT

MODE" C·IIIA AND VC-IIIA SAMPlf 1'ttOILeM, ENGINES: (4) 121DO-52W

A. Vapor pressure = 0.53 In. Hg
DATA AS 0., 2·15-59
lASED ON, CALCULATED DATA (Dew point temperature =
.0C. P'Hsure altitude = 6000
60-".
'Mf.
Effect of humidity on maximum
power, wet, is a 3.7% loss in power.

11

10

..
:z:
7

~
~
6
~

9
~
z
..
~
u
~
5

4
This chart shows the percent 10.. in IHP
for any given manifold p,,"lUre. However,
it is perminib" to ,.ain lOme of this
3
loss by inueaung MAP by an Qmount Mluol
to the water vapor preslure pr...... In tIM
air, up to a limit of 1.5 inches HG.
2

IS.O
~
0
::>
E:5
~~
10
c~

~§
~-
~-
5
~

r
0

o 0.5 1.0 l.S

VAPOI PRESSURE liN. HGI

Figure A2-3. Ellect 01 Humidity on Power Output

Changed 16 July 1962 A2-11
Appendix I T.O.1C-llSA-l

BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-

MODILI C~ I l l.. STANDARD FUEL GRADE - WET INGINISI (4) 1l2100-52W
DATA. AS Of: 6-15-62 2100 RPM fUEL GRADE: 115/145
DATA !ASIS: FUGHT TEST
ALLOWABLE INCREASE IN MAP DUE
TO HUMIDITY PART THRomE
OPEJtAT10N
miiiiim

NOTES:
1. ASlume that the carburetor air temperature (CAT) 56 S·C above
the outside air temperature (OAT).

DEW POINT (-F)

PRESSURE ALTITUDE (1000 FEET)

AAI-532

Figure A2-4. Srake Horsepower Available for Takeoff - Standard Fuel Grade - Wet (Sheet I of 2)

A2-12 Changed 16July 1962

 T.O. le- 1l8A-I Appendix I

BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-

MODILI c.-l11A STANDARD FUEL GRADE - wn INGINES: (4 ) R21OO-52W
DATA AS Of: 6-15-62 2100 RPM
fUEL GRADE: 115/ 145
DATA BASIS: NOHT TEST

SAMPLE PROBLEM:
A. Pressure altitude = 1000 feet.
B. CAT =
-20·C (S· above OAT of -2S·C).
F. Map reduction for low CAT =3.6 inch. HG.
(MAP for takeoH = 62 inch . HG -3.6
C. Uncorrected brake horsepower = 2680. inch . HG, or 58.4 inch. HG).
D. No correction for humidity because
dew point is -20·C.
G. Predicted BMEP =
253 PSI.
H. 95 porcent predicted BMEP = 240 PSI.
E. Predided power per engine = 2500 BHP.

MAP REDUCTION
fOR LOW CAT
(INCHES HOl

L
•'"
8
Ii!
~
0 L
•'"
L
ill
M
8
i
w
II!
'"a ~
0
L
Q W
~

5
W
M
0
:I
0
'"~
c
~ ••
" Q

5Q
~
16 M
L

15

14

MA. IMEP (PSI)

(IN. HG)

DEW POINT (·f)

AA l-53 3

figure A2-4. Brake Horsepower Available for Takeoff - Slandard fuel Grade - WeI ISheel2 of 21
Changed 16 July 1962 A2-13
Appendix I T.O.1C-118A-l

BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-

STANDARD FUEL GRADE - DRY
2800 RPM
MODEl: C-l1IA INGINIS: (4) R21OO-52W
DATA AS OF: 6-15-62 fUEL GRADE: 115/145
DATA BASIS: fLIGHT TEST

AllOWABLE INCREASE IN MAP DUE

TO HUMIDITY (FOR PART THROnLE
OPERATION ONLY).

NOTE:
o:z: 1. Assume that the carburetor air temperature (CAT)
is SoC above the outside air temperature (OAT).

PRESSURE ALnTUDE (1000 fEET)

AAl-534

Figure A2-S. Brake Horsepower Available lor Takeoll- Standard Fuel Grade - Dry (Sheet' of 2)
A2-14 Changed 16July 1962
 T.O. IC-118A-1 Appendix I

BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-

STANDARD FUEL GRADE - DRY
2800 RPM
MODEL: C-l11'" INGINES: (4) R21OO-52W
DATA AS OF: &-15-62 FUEL GRADE: 115/145
DATA IASIS: fliGHT TEST

SAMPLE PROBLEM:
A. Pressure altitude = 6600 feet. G. No increase in MAP for humidity
B. CAT = 30·e. because full throttle operation
C. Uncorrected brake horsepower is required (see point B).
= 1922 BHP. H. Predicted power per engine
D. Dew point = 54·F. = 1854 BHP.
E. Pressure altitude = 6600 feet. I. Predicted BMEP = 187.5 PSI.
F. Power corrected for humidity. J . 9S percent of predicted BMEP
= 178 PSI
MAP REDUCTION
fOR lOW CAT
(INCHES HG)

0234567.

..
L
%

..~
~

3:
0

..
Ili
~
..
L
%

~
0
%
..
.."
~ ~

c 3:
0

..
L
~
~

.."
~

t; 0
~
%
~

0
u
Z
"
."
:::!

"
~
~
u
15
.
;;
~

,.
L

13

MAP BMEP (PSI)

(IN. HG)

AAl-53 5

figure A2-S. Brake Horsepower Available for Takeoff - Standard fuel Grade - Dry (Sheet 2 of 2)
Changed 16 July 1962 A2-15
 BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-
~, AL TERNA TE FUEL GRADE - WET ENGINES. (4) R28OC).S2W ~
-... MODEL: C·l1IA
DATA AS OF, {)'15-<12
BASED ON fliGHT TEST DATA
2800 RPM FUEL GRADE, 100/ 130 1
..."ii"
AUOWABLE INCREASE IN
MAP DUE TO HUMIDITY IFOR SAMPLE PROBLEM,
A. Prellur. altitude = 1500 f••t • G. Corred power for 0.3 inch HG increase in MAP.
...
cli·
PART THROnLE OPERATION
ONLYI. B. CAT = 25'C (5' above OAT of 20' C). H. Pr.dided power per engine = 2322 BHP.
I. Pr.dided BMEP = 234 PSI.
..:.. "
c:
~
:z:
::l
C. Dew point = 45°F at 1500 feet altitude.
D. Power correction for humidity .
E. Ent.r auxiliary graph at the dew
J. 95 p.rcont of prodidod BMEP = 222.3 PSI.
isz
'",
?' =
point of 45°F.
F. Read the allowable increase in MAP
due to humidity, 0.3 inches of HG
,..'" (MAP for takeoH will b. 59.5 + 0.3
~

..:z:
Q
or 59.8 inche. HG).

...
0
~

"0
.~
~

:..
<
Q
.8
Ii:
:z:
:-'
p
.,..g:
-...
;-
0
.
w
-
.-
Ii:
:z:
n,
~
~ CD
Q 2 8 ~
w ::-

- .
~

=-
0 3:z: II!
~
w
2
:.. w

~ ~ 3:z:
~

" 51 w

•...
Q
!rl
c: 3v ~
0
!. Z w
COl ::> ti
~
is
n
;r
.I
Q
II.
w
f
Q

.... -
:>
III
~
.-..
. BMEP IPSII
c PRESSURE ALTITUDE 11000 FErn

-......... .
oC ~
~
NOTES:
1. Allum. that the carburetor air temperature (CAT) is SoC
above the outside air temp.ratur. (OAT). DEW POINT I' A
 n

...."
:r
::I
II MODEl; C-1I8A
DATA AS O~ 6-15-62
BRAKE HORSEPOWER AVAILABLE FOR TAKEOFF-
ALTERNATE FUEL GRADE - DRY
2800 RPM
ENGINES: (4) RI800-S2W
FUEL GRADE, 100/130
0-
...c ... BASED ON fliGHT TEST DATA

:c- OJ'
-...... c
0-
~
lD
NOTES:
1. Assume that the carburetor
SAMPLE PROBLEM
A. Pressure altitude = 4000 feet .
...•
l> ALLOWABLE INCREASE IN MAP
DUE TO HUMIDITY {FOR PART air temperature (CAT) is 5°C
above the outside air temperature
B. CAT = -2S·C (5·C above OAT of -30·C) •
C. Ther. is no correction for humidity because
:" THRomE OPERATION ONlYJ.
(OAT). the dew point is less than -20°C.
CD D. Ther. is no increase in MAP because the
,...
~
II dew point is less than -20 0 •
E. Predicted power per engine = 2105 BHP.
::t F. Predicted BMEP = 212 PSI.
..
....
0
~ G. 95 percent of predicted BMEP = 201.5 PSI •

0
.
~
~

l>
....
<
II
~
...
.
;;:
:z:
. -
;;:
:z: ~
§
-... ..
iD
0
~ w
~
§
. .--•.
n

-
w
,..
II
2w ~
~

- ..
•
ID
0
~ 2w
~
0
:z: II!:z:

.~
~
~
w
..
w

:I
.... ..
::I
II

c
0
w
t;
w

0
0
w
t;
cw
!.. u ~
Z
a
~
::>

...
II
ID
I PRESSURE AlTITUDE II 000 FErn
MAP BMEP IPSI!
0 IIN.HGI
-<l
~

~
.
'D
'D

...
::I

-....
• ;C'
Appendix I T.O. I C· 118A· I

ENGINE CALIBRATION - LOW BLOWER

BRAKE HORSEPOWER Vs MANIFOLD PRESSURE
SEA LEVEL - STANDARD DAY
MODILI C-118A AUTO - LEAN MIXTURE ENGINESI (4) R2800-52W
DATA AS OF: 2-15-59 FUEL GRADE: 115/145
DATA BASED ON: FLIGHT TEST

1800

SAMPLE PROBLEM:
A. Engine power = 1100 BHP.
B. RPM = 2300
C. Manifold pressure = 33.2 inches HG
1600

1400

1200
"
w

.
~
0
w
~

S
:r
w

1000 ..
:l"

600

24 34 38 40 42 44

ABSOLUTE MANIFOLD PRESSURE (INCHES HG)

AAl-1(]

Figure A2·8. Engine Calibration-low S/ower-Srake Horsepower Vs Manifold Pressure

A2·IB Changed 16 July 1962
 T.O. lC·1l8A· l Appendix I

ENGINE CALIBRATION - LOW BLOWER

BRAKE HORSEPOWER Vs ALTITUDE
MODEL: C·IIBA NACA STANDARD DAY ENGINES: R2BOO·52W
DATA AS OF: 2·15·59 FUEL GRADE, 115/ 145
BASED ON, CALCULATED DATA

2400

2200

fj:j' 2800 RP':~~:O RICH

I :!,L;~~~~~:Z! i~c.:~O~ 117 KNOTS :!!!I!I
i1
2800 RP':~~:~ RICH
,BM E DRY ~~~GRAM
117 KNOTS I
';~r ' POWER " "UUi

:,2.6~ RPM AUTO RICH

'"
~
w
~
1600
"N" "n.. RAM CAS ;c. 5/~i

'"
~ 'HT
HORSEPOWE~F~TH
~ ALTITUDE FOR CONSTANT
:I 1400 RPM AND MANIFOLD

1200

1000

BOO

600
SEA 'LEVEL 1i 15
PRESSURE ALTITUDE (1000 FEET)

NOTE,
Values given in this chart are based on flight test engine cali~
bration data where available and on engine calibration curve
No.lnst. 16472-1 in Pratt and Whitney Special Operating Instruc-
tions No. 01.115 dated April 1951, revised June 15, 1951 (modi-
fied to agree with existing flight test results). All values include
RAM. All predided BHP values are available from the Altitude,
RPM intersedian, back to sea level, at that RPM, by maintaining
constant BMEP.

AAl-14
Figure A2-9. Engine Calibration Charl-Low S/ower-Srake Horsepower V. Altitude

Changed 16 July 1962 A2-19

Appendix I T.O. IC-lISA-I

ENGINE CALIBRATION - HIGH BLOWER

BRAKE HORSEPOWER VS MANIFOLD PRESSURE
10,000 fEET - STANDARD DAY
AUTO - LEAN MIXTURE
MODEL: C-l1IA ENGIN($: R2800-52W
DATA AS OF: 2-15-59 FUEL GRADE: 115 / 1.5
lASED ON: CALIIRATED DATA

1400

1200

lOGO ~
~

:t
0
~
~
~
~
0
:z:

800
...,"
~

600

400

200
20 2. 28 32 3' 3' 38 40 .2
ABSOLUTE MANIFOLD PRESSURE (INCHES HG)

AAl-7
Figure A2-' O. Engine Calibration-High Siower-Sraite Horsepower V. Manifold Pressure

A2-20 Changed 16 July 1962

 T.0.1C-lISA-l Appendix I

ENGINE CALIBRATION - HIGH BLOWER •

BRAKE HORSEPOWER VS ALTITUDE
STANDARD DAY
MODEL: C-118A ENGINES, R2800-S2W
DATA AS OF, 2-15·59 FUEL GRADE, 115/145
BASED ON: CALCULATED DATA

1800

i4s
i !'~ .~!' ..'11 11111
.~:.Jo :P~W~UTORICH
111111111

INCLUDING RAM AT CAS 139 KNOTS

1600

'~!40
II
38

,~m ,
;.; ~
- .....
1200
·32'
i"~
;;;;;E ~ORS~~O WER
WITH ALTITUDE FOR
CONSTANT RPM
AND MANIFOLD
, f28.
PRESlr

~
w
800

fffil
Ii--
600-

1'"
lI,n'hI"
U
....
,
400

0 15 20
PRESSURE ALTITUDE (1000 FEET)
25
I 30

NOTES:
1. Values given in this chart are based on flight test engine calibration
data where available and on engine calibration curve No. Inst.
16472-3 in Pratt and Whitney Special Operating Instrudions No.
01-115 dated April 1951, revised June 15, 1951, (modified to agree
with existing flight test results). All values include RAM available at
the speeds noted.
2. Do not use high blower if carburetor air temperature exceeds 15°C
(approximately 60°F).

AAl-16
Figure A2·11. Engine Calibration Chart - High Blower - Brake Horsepower Vs Altitude

Changed 16 July 1962 A2-21

Appendix T.O. lC-118A-l

ENGINE CALIBRATION CURVE - ALTERNATE FUEL GRADE

NACA STANDARD DAY

MODEL: C-11SA ENGINE{S): R2BOO-S2W

DATA AS OF: 2-15-59 FUEL GRADE, 10011 30
DATA BASIS, RIGHT TEST

SEA LEVEL 5
PRESSURE ALnTUDE 11000 FEETI

NOTES: CAUTION
1. Do no. use high blower if car-
buretor air temperature exceeds
Use of this alternate grade fuel for
15·C (approximately 6Q°F).
takeoH is not desired for normal op-
2. Cruise powers are the some as
eration.
for 115/ 145 grade fuel .

Figure A2- 12. Engine Calibration Curve - Alternate Fuel Grade

A2-22 Changed 16 July 1962

 T.O. le-1I8A-l Appendix I

MINIMUM FUEL FLOW _ AUTO RICH OPERATION

MODEL, C-lllA ENGINES, (4) R2800-52W

DATA BASIS, P & W SPECIFIC FUEL GRADE: 115/145
OPERATING INSTRUCTION AS OF 6-15-62 ALTERNATE FUEL GRADE : 100/130

2500

2400

Noles,
2300 -H1lH1lH 1. If fuel flows in
auto rich exceed
..
:E
2200 -H1lH1lH
values shown
chart, mixture con-
Irol may be adjusl-
ed manually.

Fuel flow gages

must be main-
tained in calibra-
tion.

2600

2500

2400

.
:E
2300
auto rich exceed
values shown on
chart, mixture con-
Irol may be
eel manually.
2100
Fuel flow go
must be m
2000 ,ained in

1900

.
1800
1800 1900

CHART BRAKE HORSEPOWER - LOW RATIO

AAl - l1

figure A2- ' 3. Minimum fuel flow - Auro Rich Operalion

Changed 16 July 1962 A2-23

Appendix I T.O. 1 C-lISA-1

ESTIMATED FUEL CONSUMPTION FOR CRUISE POWERS-

LOW BLOWER
MODEL: C-llSA ENGINES: (4) R2800-S2W
DATA AS OF: 6-15-62 FUel GRADE: 115/145
DATA BASIS: ESTIMATED NOTE: ALTERNATE FUEL GRADE: 100/130
Fuel flow increments to be added
to fuel flow for best economy, when
operating at a given BMEP drop_

BHP
AAI-12
figure A2-J4. Estimated Fuel Consumption for Cruise Powers - Low Blower

A2-24 Changed 16 July 1962

 T.O. IC·lISA·I Appendix I
ESTIMATED FUEL CONSUMPTION FOR CRUISE POWERS-
HIGH BLOWER
MODEL: C~118A ENGINES: (4) R28DO-52W
DATA AS OF: 6-15.62 FUEl GRADE: 115/145
DATA BASIS: ESTIMATED
NOTE:
ALTERNATE FUEL GRADE: '00/130
Fuel flow increment to be added
to fuel flow for best economy, when
operating at a given BMEP drop.

8HP

AAl-13
Figure A2-J5. Estimated Fuel Consumption for Cruise Powers - High Blower

Changed 16 July 1962 A2·25

Appendix I T.O. lC-llSA-l

BHP-RPM SCHEDULE - LOW BLOWER

MANUAL MIXTURE ADJUSTMENT
MODEL: C-IISA ENGINES: (4) R2800·S2W
12 BMEP DROP FROM BEST POWER MIXTURE
DATA AS OF: 6-15-62 FUEL GRADE: 115/145
BASED ON: CALCULATED DATA ALTERNATE FUEL GRADE: 100/130

•
NOTE: SAMPLE PROBLEM:
For part throttle BHP's the manifold A. Carburetor air temperature = 10°C.
pressure must be obtained from the B. Pressure altitude = 10,000 feet.
BHP-manifold pressure schedule. C. Desired power = 1050 BHP.
E. Required RPM = 1945.
AA1-24S
Figure A2-16. BHP - RPM Schedule - Low Blower

A2-26 Changed 16 July 1962

 BHP-MAP SCHEDULE - LOW BLOWER
n MANUAL MIXTURE ADJUSTMENT

.""
::r

!.
MODEL: C-118A
DATA AS Of; 6--15-62
DATA BASIS: FLIGHT TEST
12 BMIP DROP FROM BEST POWER MIXTURE ENGINES: (4) R2100-s2W
FUEL GRADE: 115 / 145
ALTERNATE FUEL GRADE: 100/ 130

...:c.-..
c
PRESSURE ALTITUDE
(1000 fEET)

-
!
...
«;'
c:
~
CD

.,l>, "
:z:

:-
~
w
:z:
-< u
~
ID w
...
:z: ~
:0
~
~
w
I
--
~
L
3:
...
l> "
0
~
n,
Z
In
•
...c:" "'
-~
".
CD

ii'
...I
0
~
ID
0'
~
II
~

CARaURETOR AIR TEMPERATURE (·C)

SAMPLE PROBLEM:
A. Carburetor air temperature = -20·C ·
B. Pressure altitude = 4000 f •• t.
C. Part throttle BHP = 600 BHP.
D. Prellure oltitude = 4000 feet.
E. Carburetor air temperature = - 20·C.
,.
F. Manifold pressure = 27.9 in . HG. ""..
"...
;C'
Appendix I T.O. lC-1I8A-l

BHP-RPM SCHEDULE - HIGH BLOWER

MODEL, C-118A MANUAL MIXTURE ADJUSTMENT ENGINES, (4) R2800-52W
DATA AS OF, 6-15-62 12 BMEP DROP FROM BEST POWER MIXTURE FUEL GRADE, 1151145
BASED ON, CALCULATED DATA ALTERNATE FUEL GRADE, 100/130

.
Q

(
NOTE,
For part throHle BHP's the manifold
pressure must be obtained from the
BHP-manifold pressure schedule.
Figure A2-18. BHP - RPM Schedule - High Blower

A2-28 Changed 16 July 1962

 BHp.MAP SCHEDULE - HIGH BLOWER
n MANUAL MIXTURE ADJUSTMENT
:r MODEL: C-l1SA 12 BMEP DROP FROM BEST POWER MIXTURE ENGINES: (4) R2800-52W
D
FUEl GRADE: 115/ 145
"
fD
DATA AS OF: 6-15-62

...
CD DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/ 130

..-<-
PRESSURE ALTITUDE
(1000 FEET)
0-
c

-~
....
cii·
c:
,.
;;

-
':>
:0

'"
~
I
,....
3:: n

'"
n
-..•
~
".
CD
D..
c:
it
-
I
X
cii·
".

'":E0-
CD
~

CARBURETOR
AIR TEMPERATURE
(eC)
SAMPLE PROBLEM.
A. Carburetor air temperature = 10·C.
.."
:C~
..w
B. Pressure altitude =10,000 feet.
....
0"
liii!
= " ..
.,w ,.
..,....
~
•
C. Part throttle BHP
D. Pressure altitude =
1040 BHP.
10,000 feet
~i
u= ."
."

.
"- ~

"•
E. Carburetor air temperature
F. Manifold pressure =
= lOoe
34.2 in . Hg
"...;c.
CD

'"
0 ~
 T.O. 1C-1l8A-l Appendix

part 3
takeoff

'----
TABLE OF CONTENTS
Introduction .. ........................ A3·2
Maximum Takeoff Gross Weight .. ............... A3·2
Takeoff without Allowance for Engine Failure ......................................................................... A3·2
Takeoff with Allowance for Engine Failure .......................... ................................................... A3·3
Discussion of Charts ............................................................................................................... A3·3

LIST OF ILLUSTRATIONS
Number Tille Page

A3-1 Takeoff Performance - Takeoff Factor ........................................................... A3-9

A3-2 Takeoff Gross Weight Limited By Three·Engine Climb Performance .•.............. A3-1D

A3·3 Takeoff Performance - Ground Run ................................................................ A3·11

A3-4 Takeoff Performance - Runway Slope Correction ........................................ A3-12

A3·5 Effect of Runway Surface Conditions on Ground Run ...................................... A3-13

A3-6 Takeoff Performance - Critical Field Length - Brakes Only ........................ A3·14

A3-7 Takeoff Performance - Critical Field Length - Brakes Plus

Two·Engine Reverse Thrust ....................................................... ................ A3-15

A3-8 Takeoff Performance - Refusal Speed - Brakes Only ................................... A3·16

A3·9 Takeoff Performance - Refusal Speed - Brakes Plus

Two·Engine Reverse Thrust ....................................... .......................... A3-17

A3·10 Takeoff Performance - Distance and Time Versus Speed ....... .............. Alo18

A3·11 Takeoff Performance - Acceleration Increment Time Check .......................... A3·19

r"",nl'lII.rI 11. ,1.. lv lOla? A3-1

 Appendix I T.O. IC-1I8A-I

Number Tille Page

A3·12 Climbout Factor - Four·Englne -Ground Effect Not Included .c •••...•••..•••••••••• A3-21
A3·13 Cllmbout Factor - Three·Englne - Ground Effect Not Included ..................... A3·22
A3·14 Climbout Factor - Three-Englne - Ground Effect Included .......................... A3·24
A3·15 Gross Weight Limited By Climbout Over Obstacle ......................................... A3·26
A3·16 Takeoff Distance to a 50·Foot Height - Three·Englne
Ferry Configuration ............................................................................•........ A3·27
A3·17 Distance to Stop - Brakes Only - Propellers Wind milling ............................ A3·28
A3·18 Distance to Stop - Brakes Plus Two·Englne Reverse ThrusL ........................ A3·29
A3·19 Takeoff and Landing Crosswind ................................................................... A3·30
A3·20 Minimum Control Speed Vs. Bank Angle ....................................................... A3·31

INTRODUCTION. 1. The ability of the structure to withstand taxiing

loads and inflight maneuvering loads is shown
The takeoff and climbout performance charts are pre· as design takeoff gross weights on the Gross
sented in a form which allows corrections to be made Weight Limitation Chart in Section V.
for the several factors which affect performance. Some 2. The ability to take off or stop within the avail·
of the charts may be used only when the engine power able runway is shown on the Critical Field
is known. In these cases the brake horsepower, or Length charts (figures A3·6 and A3·7). •
BMEP, may be determined from the Brake Horse·
power Available For Takeoff charts in Part 2. Gen· 3. The ability to have adequate rate of climb when
erally, only 95% of the predicted power is used to airborne is shown on the Gross Weight Limited
determine takeoff performance. by Three·Engine Climb Performance chart (fig·
ure A3·2).
On those charts where wind corrections are provided,
the user shall apply 50% of the reported headwind and 4. The ability to clear obstacles within the takeoff
• 150% of the reported tailwind. This is the recom· corridor is determined by the Climbout Factor
mended procedure, which may be revised at the dis. charts (figures A3·12 through A3·14) and the
cretion of the pilot, dependent upon the source of Gross Weight Limited By Climbout Over Obsta·
measurement of the wind data. cle chart (figure A3·1)).
All the takeoff charts are based on a wing flap setting For a given set of takeoff conditions, each of these
of 20 degrees. Each type of chart is discussed in detail four considerations will permit ~ different gross
below. Sample problems with chase·around lines are weight. Anyone of the four weights may be the low·
also provided on the individual charts to aid in their est, depending on the conditions. For this reason, all
use. four factors must be considered for each takeoff, even
though in many cases one or more of them may be
Indicated takeoff speeds· based on the copilot's airspeed eliminated after cursory examination. The lowest
system, to be used for determining lift·off speed when weight determined by these factors will be the maxi·
on the ground, are shown on the Ground R"n chart
mum takeoff gross weight•
• (figure A3·3). Indicated takeoff speeds based on the
pilot's airspeed system, to be used in)flight when it is
necessary to clear obstacles immediately after takeoff,
are shown on the Liftoff, Landing, and Stall Speeds TAKEOFF WITHOUT ALLOWANCE FOR
chart (figure 2·5). ENGINE FAILURE.
Charts are provided to show the takeoff performance
of the aircraft without allowance for engine failure.
MAXIMUM TAKEOFF GROSS WEIGHT.
They are intended as a guide to show the ultimate
performance of the aircraft. Ordinarily, takeoff per.
Safe operation of the aircraft requires that takeoffs
formance should be determined by allowing for the
not be attempted at gross weights for which accelera·
possibility of an engine failure.
tion, rate of climb, or obstacle clearance capability are
marginal. There are four primary. factors which must The takeoff of the. airplane is made with a wing flap
be considered when determining a safe limit for the deflection of 20 degrees and with four engines qper.
takeoff gross weight. ating at maximum power. Performance for this con·
A3-2 Changed 16 July 196.2
 T.O. lC·IlIA.l Appendix I

figura#on is illustrated by the Takeoff Factor chart Check chart (figure A3·1I) rather than checking air••
(figure A3·I), the Takeoff Performance - Ground Run speed at a given check point. If an engine fails, or the
chart (figure A3·3), the Effect of Runway Slope on acceleration speed is below designated acceleration
Ground Run chart (figure A3·4), the Effect of Runway check point, the aircraft is stopped. If an engine fails
Surface Conditions On Ground Run chart (figure between the acceleration check point and refusal speed,
A3·5), the Climbout Factor - Four.Engine - Ground the, aircraft is also stopped. If an engine fails after
Effect Not Included chart (figure,A3·12) and the Gross reaching refusal speed, the takeoff should be continued.
Weight Liinited By Climbout Over Obstacle chart (fig·
ure A3·I5). An acceleration check may be determined However, it is possible for the aircraft performance
from the, Takeoff Performance - Distance and Time to be, better than predicted. This will generally be
Vs Speed chart (figure A3·IO) or the Takeoff Perform. the case when 95% of the predicted BMEP is used
ance- Acceleration Increment Time Check chart (fig· to determine takeoff performance. The result can be
ure A3·II).These charts are ,based on lifting off at the acceleration to a higher speed than expected at the
takeoff speed shown on the Takeoff performance- acceleration check point, from, which the aircraft
Ground Run chart (figure A3·3) and maintaining that might not be stopped within the remaining length of
, speed until the immediate obstacles are cleared. runway. To avoid an attemPl to stop from tOO high
a speed, the takeoff should be continued if an engine
fails after the aircraft has attained the acceleration
check speed even though the acceleration check point
TAKEOFF WITH ALLOWANCE FOR has, not been reached.
ENGINE FAILURE.
The following steps summarize what action should be
Normal takeoff planning procedure allows for the pos. taken when using the refusal speed method.
sibility of an engine failure during the takeoff. There 1. Stop (abort takeoff):
are two methods for which data are provided herein.
a. If acceleration check speed is not attained
by the time the acceleration check point,
CRITICAL FIELD LENGTH METHOD. either time or distance, is reached. •
b. If engine failure occurs before acceleration
The critical field length method utilizes data from the
check speed is attained.
Takeoff Performance - Critical Field Length charts
I (figures A3-6 and A3·7). When using this method, if c. If an engine failure occurs between the
an engine fails before the critical engine failure speed acceleration check point and refusal speed.
is reached, the aircraft is sropped. If an engine fails
2. ,Go (continue takeoff): If an engine failure
after the critical engine failure' speed is reached, the
takeoff is continued. Takeoff' speeds are the same as occurs after reaching refusal speed.
those shown on the Takeoff Performance - Ground If the acceleration check speed is less than the critical
Run chart (figure A3·3). Climbout flight path data are engine failure speed, it may not be possible to accel·

I determined from the Climbout Factor - Three·Engine

charts (figures A3·I3 and A3·I4),and ftom the Gross
Weight Limited By Climbout Over Obstacle chart
(figure A3·I5).

REFUSAL SPEED METHOD.

erate the aircraft to takeoff speed if an engine should
fail shortly after attaining the acceleration check
speed. In such cases the critical engine failure speed
should be the ahort criterion rather than the accelera·
tion check point.

DISCUSSION OF CHARTS.
The refusal speed method will he used when the
available runway is longer than the critical field TAKEOFF PERFORMANCE - TAKEOFF FACTOR.
length. This method utilizes data from the Takeoff The Takeoff Performance - Takeoff Factor chart (fig·
Perf rmance-Ground Run chart (figure A3',3), the

I
0,
ure A3·I) is used to provide a common factor for
Takeoff Performance - Refusal Speed charts (figures
computing 'takeoff performance on the ground run,
A3·8 and A3·9), and the Takeoff Performance - Dis·
critical field length, and refusal speed charts, and for
tance and Time Versus Speed chart (figure A3·IO).
determining a c1imbout facror for the climbout flight
When using the method ahove, an acceleration check
path charts.
point (time and/or distance) and an acceleration speed
will 'be determined to validate proper' acceleration The chart uses BMEP corrected for OAT and pressure
prior to reaching the refUsal speed. The acceleration altitude to provide a coininon factor based on sea level

I
, check may be accoinplished by checking the time to
accelerate be,tween two prelleterminedspeeds from the
Takeoff Performance - Acceleration Increment Time
Changed 1.6 July 1962
standard day wet power with standard grade fuel as a
zero factor. A sample problem to illustrate tbe method
of using, the chart is included on the chart.
A3·3
Appendix I T.O. lC-1l8A-l

GROSS WEIGHT LIMITED BY THREE-ENGINE

CLIMB PERrORMANCE CHARY.
5. Read down to find the maximum gross weight
at which 50 feet per minute rate of climb can be
maintained of 125,500 pounds (F). See note on .
I
The effect of pressure .altitude and engine power on chart for siructurallimitations.
climb eerformance cannot be shown accurately as limit
lines on the critical field length charts. For this reason,
the Takeoff Gross Weight Limited By Three·Engine GROUND RUN CHART.
Climb Performance chart (figure A3·2) is provided to
indicate the gross weight limit required to. achieve the The ground run chart (figure A3-3) shows the distance •
desired rate of climb. Curves are provided to indicate required to accelerate from a standstill to takeoff speed
the gross weight for zero and 50 feet per minute rate on a dry, hard-surface, level runway with all four
of climb at lift.off with gear down and inoperative engines operating. Indicated takeoff speeds are shown
propeller windmilling, and for 50 and 100 feet per based on the copilot's ground run airspeed calibration.
minute rate of climb with the gear up and the inoper. The takeoff factor needed for the use of this chart
ative propeller feathered. The rate of climb in each may be obtained from the Takeoff Performance-
case is based on climb at takeoff speed with the. wing Takeoff Factor chart (figure A3·1).
/laps set for takeoff and no ground effect.
The curves for lift·off with the gear down and inoper. Sample Problem:
ative propeller windmilling .are for informational pur·
poses only and are not to be used as a limiting factor GIVEN: Takeoff factor = 8.5.
in establishing the Permissible takeoff gross weight. In Gross weight = 95,000 pounds.
no case should the gross weight for 50 feet per minute
rate of climb with the gear up be exceeded. Wind = 20 knots headwind 50 percent of
reported headwind).
The design takeoff gross weights of 107,000 pounds
for normal operation and 112,000 pounds for war FIND: Takeoff ground run corrected for wind.
emergency are also indicated on the chart. These
limits .should not be exceeded even though the rate 1. Enter the chart with· takeoff factor of 8.5 (A)
of climb may be adequate. and read across to gross weight of 95,000 pounds
(B).
The use of this chart requires that the engine power
and density altitude be known. The engine power may 2. Read down to find uncorrected ground run of
be determined from the Brake Horsepower Available 4375 feet (C).
For Takeoff Charts in Part 2. Generally, 95 percent of 3. Corre.ct for wind by following headwind curve
the predicted BMEP is used to enter this chart. The to 20 knots (Otand reading down to find cor-
density altitude may be obtained from the density alti- rected ground run of 3170 feet (E).
tude curve of the Takeoff Performance - Takeoff
Factor chart (figure A3-1).

Sample Problem:
RUNWAY SLOPE CORRECTION CHART. I
This chart (figure A3·4) is to be used to correct data
GIVEN: Density altitude = 2100 feet.
obtained from the Ground Run chart (figure A3-3)
BMEP = 230 psi.
when runways have slopes other than zero.
FIND: Gross weight for zero rate of climb at lift·
off with gear down and inoperative propel-
ler windmilling and for 50 feet per minute
rate of climb with gear up and inoperative EFFECT OF RUNWAY SURFACE CONDITIONS
propeller feathered. ON GROUND RUN.

1. Enter the chart with density altitude Of 2100 The Effect of Runway Surface Conditions on Ground
feet ~A). Run chart (figure A3-5) is used to correct the takeoff
2. Read up to BMEP of 230 psi (B), and across to
ground run for various. runway conditions affecting
the zero rate of climb for lift.off (C). the coefficient of rolling friction. The coefficient of
rolling. friction values given on this chart are approxi-
3. Read down to find gross weight of 104,700 mate since numerous factors, such as condition of the
pounds (0). This gross weight is for informa- tires or· the a.rqount of water On a w~t runway can result
tion only. in a slight change from the values shown.
4. Continue across the chart to the 50 feet per A sample problem to illustrate the use of the chart is
minute rate of climb line for gear up (E). included on the chart.
A3-4 Changed 16 July 1'962
 T.O. IC-1l8A-I Appendix I

CRITICAL FIELD LENGTH CHART. will remain in which to stop the airplane. p'or thi,s
reason, use of accelel;'ation check speeds or tImes 18
I
I A3·7
The critical field length as shown on figure A3-6 and
is defined as the distance req)1ired to accel.
erate with four engines from a standstill to the critical
necessary to insure safe takeoff.

DISTANCE AND TIMEVS SPEED CHART.

engine failure speed, experience an engine failure, and
then either come to a- stop or continue accelerating This chart (figure A3·IO) shows the relationship be· •
with three engines to the takeoff speed in the same tween distance, time and speed during the takeoff ac·
distance. celeration. It is based on acceleration from a standstill
The. stopping distance has been determined by tbe on a dry, hard surface runway with fout engines
use of brakes only, and by the use of brakes plus. two operating. It will also apply, approximately, to less
.. engines reverse thrust. Since, in most cases, reverse favorable runway conditions if the ground run, which
thrust may be used, it should not be difficult to is used in entering the graph, has been corrected for
duplicate this Slopping distance even though runway such conditions. Wind corrections used with this chart
conditions may not be so favorable. As an added are based on 50 percent of the reported headwinds.
safety margin, these data are based on a three second Ifactual winds during the takeoff run exceed 50 per·
time delay after reaching th~ Critical engine failure cent of the reported winds, the time to accelerate to a
speed before the engines are cut and the brakes given check point, and the speed at the check point
applied. will be higher than computed.

The three.engine acceleration part of the critical field The acceleration check speed and check point may be
length is based on the inoperative propeller wind. determined from this chart. .To do this it is necessary
milling. The. indicated takeoff speeds may be obtained first to obtain the ground. run and indicated takeoff
I from the Ground Run chart (figure A3·3) for ground speed from the Ground .Run chart (figure A3-3). The
ground run should be corrected for wind, runway
run calibration (copilot's system), or from the Liftoff,
Landing, and Stall Speeds charts (figure 2.' in Sec·
tion II) for in·llight calibration (pilot's system).
slope and runway condition. A wind correction grid
is provided all the chart to correct the takeoff speed.
By entering the chart with takeoff speed and takeoff

I A sample problem illustrating the use of the chart is

included on the chart for brakes only (figure A3·6).
ground run corrected for wind, a contour line is estab-
lished which is then used to determine the acceleration
check speed and distance.
REFUSAL SPEED CHART. From the Refusal Speed chart for brakes only (figure
A3-8), determine the indicated' refusal speed corrected
The usual situation during operation of the C·118A for wind and slope for the available runway and cor-
. aircraft is to have an actual runway length greater rect for wind when entering the chart. Following the
. than the critical field length for the given conditions. , corrected refusal speed to the contour line previously
Since it is always desirable to safely stop an airplane established will determine the refusal distance. The
within the limits of the runway in the event of an acceleration check point is then determined, preferably
engine failure rather than risk a three.engine takeoff at the next 1000 foot runway marker below refusal dis-
and go-around, the refusal speed charts (figure A3-8 tance. Acceleration check speed (go-no-go speed) is
and A3·9) are presented to allow the decision to stop then determined at the intersection of the contour line
to be made at the highest speed ppssible. and the acceleration check point (go-no-go distance).
This speed is then corrected for wind velocity. The
The refusal speed as shown on these charts is refined as following example illustrates the method of using the
the maximum speed which may be reached, accelerat. chart.
ing from a standstill with four engines operating, and
from which a stop may be made within a given runway
length. If the critical field length and mnway length , Sample Problem:
are the same, then refusal speed and critical engine
failure speed are identical. If, however, the runway GIVEN: Wind = 15 knots headwind (50 percent of
length is greater than critical field length, then the reported headwind). '
refusal speed may be considerably higher than the
Ground run (corrected for headwind and
critical engine failure speed. For this reason, the refusal
speed is of primary importance during take off opera. slope) =
3500 feet:
tion. It must be remembered that the validity of refusal Takeoff.speed = 111 knots lAS.
speed is dependent upon a normal four.engine accelera.
tion of the aircraft. If the acceleration is low, the Refusal speed (corrected· for headwind and
aircraft will have used more runway than 'predicted slope = 104 knots lAS.
in reaching the refusal speed, and insufficient runway Density altitude = 2000 feet.
Changed 16 July 1962 A3·5
 Appendix I T.O. IC-118A-1

, FIND: Acceleration check point and speed. Sample Problem:

1. Enter the wind correction grid at the top of the GIVEN: Four-Engine ground run (corrected for slope
chart with takeoff speed of 111 knots lAS (A)
but without wind corr~tion) = 4250 feet.
and follow the headwind guide lines to 15 knots =
Gross weight 90,000 pounds.
(B) to obtain corrected takeoff speed of 96 knOts Density Altitude = 5000 feet.
lAS.
FIND: Acceleration time from 60 knots to 100
2. Read down to ground run (corrected for head- knots.
wind) of 3500 feet (C) and establish a contour
line by following the guide lines. 1. Enter the chart with ground run corrected for
slope but with no, wind correction, of 4250 feet
3. Enter the chart with a refusal speed of 104 knots (A) and read acrOlls to gross weight of 90,000
lAS (D) and correct for headwind as in step I, pounds (B).
to find corrected refusal speed of 89 knots lAS
(E). 2. Correct for density altitude by reading down
to the baseline in the altitude graph .( C) and
4. Read down to the intersection of the contour following the guide lines to density altitude of
line to find refusal distance of 2900 feet (F), 5000 feet (D).
cQl\tinue following the contour line to the near-
est 1000 foot marker below the refusal distance 3. Read down to an airspeed of 100 knots (E) for a
to determine the acceleration check distance time of 36 seconds.
(go·no.go distance) of 2000 feet (G).
4. Follow guide lines to 60 knots (F) to find a time
5. The intersection of the contour line and the ac· of 1.8.5 seconds.
celeration check distance of 2000 feet gives an
acceleration check speed minus wind correction 5. Subtract the time at 60 knots (18.5 seconds)
of 77 knots lAS, and a time to accelerate of 29 from time at 100 knots (36 seconds) to find ac-
seconds. To correct for wind read up to wind celeration time between these speeds. 36 - 18.5
velocity of 15 knots (H) and follow the head· = 17.5 seconds.
wind guide lines to find corrected acceleration
check speed of 91 knOtS lAS (I). CLIMBOUT FACTOR CHARTS.
6. Determine 1/\/u for 2000 feet density altitude
from the ICAO Standard Atmosphere Table The Climbout Factor charts (figures A3-12 through
(figure Al-12) of 1.0299. Correct time to accel- A3-14) are used to compute climbout data in conjunc.
erate by dividing by this figure. Actual time at tion with the Gross Weight Limited By Climbout Over
the marker will be 29 + 1.0299 = 28 seconds. Obstacle chart (figure A3·15). Charts are provided for
four ..ngine operation without ground effect and for
three..ngine operation with and without ground effect.
ACCELERATION INCREMENT TIME CHECK. The charts are plotted so that at zero height, the
climbout factor given conditions will represent four·
The Takeoff Performance - Acceleration Increment engine ground run (uncorrected for slope) on the
Time Check chart (figure A3·11) provides a means of four.engine charts, and critical field length on the
checking the time to accelerate from 60 knots to 100 three.enginecharts, for the same given conditions. '
knots, or to refusal speed minus 10 knots, whichever
The twO methods of using the charts are illustrated on
is lower. The four.engine ground run, takeoff gross
figure A3·13. Sheet 1 shows method of determining a
weight, and density altitude determine a total accelera-
climbout factor which is then used to determine the
tion time line (the four-engine ground run used in
maximum gross weight allowable for clearance of an
entering this chart is actual ground run for the given
obstacle, on the Gross Weight Limited By Climbout
conditions but without wind correction).
Over Obstacle chart (figure A3-15). Sheet 2 illustrates
Following the speed-time line on the chart, the times the method of determining the height over a given
are read at 100 knots, or refusal speed minus 10 knots, point using a climbout factor determined from figure
and at 60 knots. The difference between these times A3·15, based on a given gross weight and takeoff
is the acceleration check time. Althrough wind has ,a factor.
large effect on the total time from brake release to
takeoff speed, it does not appreciably affect the shape
Cllmbout a,nd Ground Effect.
of the speed·time curve, therefore, no wind correction
is necessary in determining the net time to accelerate Ground effect, in general, refers to a reductioll in
from one indicated airspeed to another. However, run· the overall drag of an aircraft when operated in close
way slope will affect acceleration, for this reason the poximity to, the ground. The degree of drag reduc.
ground run is corrected for slope before entering the tion will vary with distance of the wing from the
'chart. ground, being greatest when the wing is at ground
A3-6 Changed 16 Ju Iy 1962
 T.O. lC-118A-l Appendix I

level. Ground effect will, for all practical purposes, 2. At the intersection of climbout and takeoff fac·
. disappear when the wing is greater than one half tor lines read maximum allowable· gross· weight
the wing span above the ground. Ground effect is of 102,250 pounds (C).
greatest at low airspeeds and becomes a lesser drag
reduction as airspeejl increases. Sample Problem (21:
Climbout data is provided for three.engine operation
both with and without ground effect. Four.Engine GIVEN. Takeoff factor = - O. I.
operation is based on no ground effect since the norma! Gross Weight = 100,000 pounds.
climbout lIight path is steep enough that the airdrat FIND: Climbout factor for use in determining alti·
will climb above the altitude where ground effect is tude over an !>bstacle.
noticable shortly after liftoff.
I. Enter chart with takeoff factor of -0.1 (D).
For three-engine operation, on a takeoff over level
terrain or with only a slight downhill slope the lIight 2. Read across to a gross weight of 100,000 pounds
path will be such that the aircraft performance will be (E) and down to find a climbout factor of 10
(F).
inHuenced by ground effect for a longer period of time,
which will result in a more rapid acceleration to climb 3. Use this factor to determine height over a
speed than would be possible where takeoff is over given obstacle on the appropriate climbout fac·
terrain which slopes sharply downhill after the point tor chart.
of liftoff.
I. Ground Effect Included chart - Use this chart TAKEOFF DISTANCE TO 50-FT HEIGHT,

• when the terrain does not slope downhill more

than 5% from point of liftoff to the point
where aircraft will have reached an altitude
THREE-ENGINE FERRY CONFIGURATION CHART•

The 3·engine ferry takeoff performance (figure A3·16) •

equal to one half the wing span. is based on starting the ground roll with maximum
power on only the twO symmetrical engines. The odd
2. Ground Effect Not Included chart - Use this
engine begins with idle power and increases to maxi·
chart when the applicable slope is greater than
mum power as rapidly as the rudder effectiveness per·

~.
15%.
mits control of the asymmetrical power. The takeoff

•
3. Both Charts - If the applicable slope is between speeds noted on· the chart are 130% of the stalling
5 and 15%, assume a climbout factor half way speeds instead of the usual 115% for normal takeoffs.
between the two charts. The inoperative propeller is considered either feath·
ered or removed, and there is no allowance for engine
GROSS WEIGHT LIMITED BY CLiMBOUT OVER failure during the takeoff. The ground run is approxi.
OBSTACLE CHART. mately 87% of the takeoff distance to a 50 foot height.

The Gross Weight Limited By Climbout Over Obstacle DISTANCE TO STOP CHARTS.
chart (figure A3·15) is used to compute climbout <lata
in conjunction with the Climbout Factor charts (figure The Distance To Stop charts (figures A3·17 and A3·18)
A3·12 through A3·14), and the Takeoff Factor chart are provide<l for stopping with brakes only and with
. (figure A3·1). The chart may be used to determine the brake plus two.engine reverse thrust. The charts show
maximum allowable gross weight for clearance of an the distance required. to stop from a given indicated
obstacle, using a· takeoff factor and climbout factor airspeed for various runway surface conditions and
obtained from the appropriate charts, or to determine density altitudes. Both charts are based on wing Haps
. a climbout factor for a given gross weight, which is in the takeoff configuration.
then used to compute the altitude which may be.ex.
pected over an obstacle. The following sample prob·
lems illustrate both methods of using the chart. Sample Problem:
GIVEN: Airspeed at which brakes are applied =
Sample Problem (1):
83.5 knots.
GIVEN: Climbout factor = 10.8. Runway condition = Dry.
Takeoff factor = 3.0. Density altitude = Sea level.
FIND: Maximum gross weight for climbout over FIND: Required stopping distance with brakes
an obstacle. only.
I. Enter chart with climbout factor of 10.8 (A) I. Enter the brakes only chart (figure A3·17) at an
and takeoff factor of 3.0 (B), obtained from fig. airspeed of 83.5 knots (A) and read up to the
ures A3·13 and A3· I. baseline (B).
Changed 16 July 1962 A3-7
Appendix I T.O. lC·1I8A·l

Sample Problem:
2. From the legend on the chart determine the
coefficient of friction for dry runway surface as GIVEN. Runway heading = 030.,
0.3. Read across from the baseline to this value
(C).
. Wind velocity and direction = 31 knots at
075.
3. Read up to density altitude of sea level (D) and
across to ·find the required stopping distance of FIND: Headwind and crosswind components.
2500 feet (E). 1. Determine crosswind angle = 075 - 030 = 045.
2; Enter the chart at zero headwind and zero cross-
TAKEOFF AND LANDING C!l0SSWIND CHART. wind components and proceed along the cross·
wind angle of 45 degrees to the wind velocity
The Takeoff and Landing Crosswind chart (figure arc of 31 knots (A).
A3-19) presents headwind (or tailwind) and crosswind
comoonents in knots for crosswind angles of zero to 3. Read down to find a crosswind component of
90 degrees for headwinds and 90 to 180 degrees for 22 knots (B), and across to find headwind com-
tailwinds for wind speeds up to 50 knots. These com- ponent of 22 knots (C).
ponents are! used to obtain a correction factor to be
applied to the minimum liftoff or nosewheel touch· 4. Correction factor to be added to liftoff or touch-
down speeds which have been determined by refer- down speed of one half of the crosswind compo-
ence to the liftoff or touchdown gross weight and nent (11 knots), exceeds the maximum allowable
selected whig flap settings. correction of 10 knots so in this case 10 knots
would be used.
To insure greater lateral stability, runway directional
control, and to compensate for maneuver leads· im.. If the crosswind comonent lalls within the CAUTION
posed upon the aircraft under varying or gusty wind ZONE, a landing may dictate the utilization of thirty
conditions, a correction factor will be added to the degrees flaps with a proportionate increase in approach
liftoff or approach and touchdown speeds. The cor- and touchdown speeds. Whenever a correction factor
rection factor will be 50 percent of the crosswind is applied to a liftoff or touchdown speed, the pilot
component or one half of the reported differences must be prepared to accept a correspondingly longer
between constant and peak wind velocities, whichever ground roll.
is greater. In no case -will the correction factor exceed
10 knots.
MINIMUM CONTROL SI"EED VS BANK ANGLE.
To compute headwind, tailwind and crosswind com..
ponents a wind angle relative to the takeoff or landing The Minimum Control Speed Vs Bank Angle char.t
runway must first be determined from the existing (figure A3·20) is provided to show the effect of bank
surface wind conditions as follows: angle on minimum control speed. The chart is based
1. Subtract the runway heading angle from the on one outboard engine inoperative with the propeller
magnetic wind direction.
windmilling and the remaining engine operating at
2500 BHP. The minimum control speed will be lower
2. If the resultant angle is greater than 180 de· with an inboard engine inoperative, with the propeller
grees (regardless of sign, + or -), it should on the inoperative engine feathered, or with the en-
be subtracted from 360 degrees. This result is gines operating at a lower BHP. The chart shows only
the crosswind angle. the decrease in minimum control speed as the aircraft
is banked away from the inoperative engine. If the
3. When the crosswind angle is less than 90 de·
bank angle is toward the inoperative engine, the mini-
grees the resultant component is a headwind.
mum control speed will increase at approximately the
When the angle is greater than 90 degrees the
same rate as it decreases when banking in the opposite
resultant component is a tailwind.
direction. The relationship between minimum control
4. The Takeoff and Landing Crosswind chart may speed and bank angle as shown on the chart illustrates
then be entered to obtained the headwind and the importance of initiating a bank into the inopera-
crosswind components. tive engine as soon as possible after engine failure.

A3·8 Changed 16 July 1962

 TAKEOFF PERFORMANCE - TAKEOFF FACTOR
2100 RPM

MODILI C-l1.A INGINIS; (4) R2AOC).S2W

DATA AS OF: 6-15-62 FUEL GRADE: 115/145
DAT.A BASIS: FLIGHT nsT

.-..
ALTERNATE FUEL GRADE: 100/130

..
c:

-
-<
~ SAMPLE PROBLEM:
A. Oulslde air lemperalure = 10·C.
B. Prellure ahitude = 6000 feet.
...
.ti.
C. Density allilude = 6800 feel.
D. BMEP = 205 •
c: E. Takeoff factor = 10.2.
iil
:..
w,
:--
...
...
Q

CD
a
:::

;."
CD
-,
--
n
3
-
CD
Q
~
...CD ~

...
...
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CD

...~
...Q
,0-

OUTSIDE AIR TEMPERATURE (-CI TAKEOFF FACTOR ,.,.,.

CD
...";r
...~,
 -
t,
TAKEOFF GROSS WEIGHT LIMITED BY THREE-ENGINE CLIMB PERFORMANCE
THREE ENGINES OPERATING 2800 RPM
••
,.
.... ..
o MODEL: C-llSA
DATA AS OF: 6-1S·62
DATA BASIS: FLIGHT TEST
WING FLAPS 20 DEGREES CLIMB AT TAKEOFF SPEED - NO GROUND EFFECT

NOTE:
The structural limit of 107,000 pounds must
ENGINES: (4) R2S00-52W
FUEL GRADE, 115/145
ALTERNATE FUEL GRADE, 100/130
....CD
"
II.
ii" ..
not be exceeded for normal operation nor Ia
...
cO'
c:
~

"l>
112,000 pounds for emergency .

DESIGN TAKEOFF WEIGHT

..
,
Co>
!'> 107,000 POUNDS FOR
...,..
Q
NORMAL OPERATION

-
_,-,""-112,000 POUNDS
"0 WAR EMERGENCY

Cl
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m
DENSITY ALTITUDE (1000 FEET) GROSS WEIGHT (1000 POUNDS)
 T.O.le-118A-l Appendix I

TAKEOFF PERFORMANCE - GROUND RUN

ALL ENGINES OPERATING 2800 RPM
WING FLAPS 20 DEGREES
MODEL: C~ lIlA ENGINES: (4) R21DO-,2W
DATA AS OF: 60-1542 FUEL GRADE: 115/ 145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

~
z
~

"zj

GROUND RUN (1000 FEET)

figure A3-3. Takeoff Performance - Ground Run

Changed 16 July 1962 A3-11
 Appendix I T.O . I C-IISA-I

TAKEOFF PERFORMANCE - RUNWAY SLOPE CORRECTION

MODEL, C-118A ENGINES, (4) R28DD-52W

DATA AS OF, 6-15-62 FUEL GRADE, 115/ 145
DATA BASIS: fLIGHT TEST ALTERNATE FUEL GRADE, 100/ 130

NOTE, SAMPLE PROBLEM,

This chart applicable to: A. Distance without runway slope = 4600 feet.
4 engine ground run, B. Runway slope = .035.
Critical field length, brakes only. C. Distance with runway slope = 6200 fee•.
Critical field length / and brakes plus
two engine reverse.

w
U
Z
~
C

DISTANCE WITHOUT RUNWAY SLOPE (1000 FEET)

AAT-24
Figure A3-4. Talr.eoff Performance - Runway Slope Corl"Ktion

A3-12 Changed 16 July 1962

 T.O. IC-118A-1 Appendix I

EFFECT OF RUNWAY SURFACE CONDITIONS

ON GROUND RUN
MODI~ C-11'. ING'NIS: (4 ) .2'00-51W
DATA AS Of: .IU2 fUEL GlADE: 1151145
DATA BASIS: FUOHT TIST ALTERNATE FUEL O.... DI: 100/ 130

IUNWAY SUI'ACE ...".OXIMATE

CONDITION COEFFICIENT Of SAMPLE PROBLEM,
IOUING FlICTION A. Ground rvn I hard surface runway = 7250 feet .
.015
B. Rolling coeH.lclent of iriction = .04 .
C. Correded 9 ro,,md run = 8500 f •• t.
HAlO DIY
DIY SOD TUI' .0'
WIY SOD rutF .09

a
e
5
8

GROUND fUN, H....O SUlFAtE IUNWAY 11000 RfTl

AA'-537

figure A3-S. Effed of Runway Surface Conditions on Ground Run

Changed 16 July 1962 A3-13
Appendix I T.O. lC-1I8A-l

TAKEOFF PERFORMANCE - CRITICAL FIELD LENGTH - BRAKES ONLY

2800 RPM
WING fLAPS 20·

MODEL: ( · 1I8A ENGINES: (4) R28DD·S2W

DATA AS OF: 6-15·62 FUEL GRADE: 115/ 145
BASED ON : fLIGHT TEST ALTERNATE FUEL GRADE: 100/ 130

~z
!!
o
z
it

CRITICAL FiElD LENGTH (1000 FEET)

SAMPLE PROBLEM:
A. Takeoff factor = B.S.
B. Gross weight = 95,000 pounds.
C. Critical field length, no wind = 5650 feet.
D. Wind = 20 knots,headwind.
E. Critical field length with wind = 4525 feet.

AAl-509

Figure A3-6. Takeoff Performance - Critical Field Length - Brakes Only

A3-14 Changed 16 July 1962

 Appen dix I
T.O. lC-118 A-l

TJU(EOFF PERFORMANCE - CRITICAL FIELD LENGT H-

BRAKES PLUS TWO-E NGINE REVERSE THRUST
2800 RPM
WING FLAPS 20·
ENGINES, (4) R28OG-52W
MODEL, C-118A FUEL GRADE, 115/ 145
ALTERNATE FUEL GRADE, 100/ 130
DATA AS OF, 6-15-62
BASED ON, FLIGHT TEST

CRITICAL FIELD LENGTH (1000 FEET)

AAl-S10

Figure A3-7. Takeof f Per/orm ance _ Crilical Field L<>nglh - Brakes

Plus Two-En gine Reverse Thrusl
A3-15
Chang ed 16 July 1962
Appendix I T.O. IC-1l8A-1

TAKEOFF PERFORMANCE - REFUSAL SPEED - BRAKES ONLY

2800 RPM
WING RAPS 20'
MODEL C-118A ENGINES, (4)R2800·S2W
DATA AS OF: 6-15-62 FUR GRADE: 1151145
BASED ON, fliGHT TEST ALTERNATE FUEL GRADE, 1001130

SAMPLE PROBLEM,
A. Takeoff fador = 8.5.
B. Runway length = 7500 feet.
C. Gross Weight = 85,000 pounds.
D. Refusal speed no wind, no slope
=98.5 knots.
E. Runway slope = .02 uphill.
F. Refusal speed with slope, no
wind = 98.5 knots:.
G. Wind = 20 knots headwind
(SO percent of reported head-
wind.
H. Refusal speed with wind and
slope = 108.5 knol. (lAS)
I. Takeoff speed line.
J. Takeoff.peed = 103 knots (lAS).
NOTE,
Whenever takeoff speed is les$ than
computed refusal speed, use takeoH
speed for refusal speed.

AAt-511

Figure A3-S. Takeoff Performance - Refusal Speed - Brakes Only

A3-16 Changed 16 July 1962

 T.O. le-IISA-l Appendix I

TAKEOFF PERFORMANCE - REFUSAL SPEED-

BRAKES PLUS TWO·ENGINE REVERSE THRUST
2800 RPM
WING flAPS 20'
MODn: C·1I8A ENGINES: (4) R2800·52W
DATA AS Of, 6-15-62 FUEL GRADE, 1151145
BASED ON , fliGHT TEST ALTERNATE FUEL GRADE, 100/ 130

NOTE,
Whenever takeoff speed is less than
computed refusal speed, use takeoff
speed for refusal speed.

figure A3-9. Takeo" Performance - Refusal Speed - Brakes Plus Two-Engine Reverse Thrust
Changed 16 July 1962 A3-17
Appendix I T.O. IC·118A·1

TAKEOFF PERFORMANCE-
DISTANCE AND TIME VERSUS SPEED
FOUR.ENGINE GROUND RUN
MODEL: C.. 118A ENGINES (4) R2800·S2W
DATA AS OF: 6w15-62 FUEL GRADE, 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE, 100/130
AIRSPEEP (KNOTS, lAS)
60 80 100 120 140

NOTE:
I. Use chart at ground
for actual runway slope
and reported headwind.
2. Time values are correct
as presented for sea
level Standard Day
only. For other altitudes
and temperatures, di ..
vide "TIME I V ,," by II
V" to determine true 6
lime required to accel·
erate.

40
AIRSPEED MINUS WIND CORRECTION IKNOTS, IASI
AA1-S38

Figure A3·IO. Takeoff Performance - Dlslance and Time Versus Speed

A3·18 Changed 16 July 1962
 T.O. lC-1l8A-l Appendix I

TAKEOff PERfORMANCE-
ACCELERATION INCREMENT TIME CHECK
fOUR-iNGINE GROUND RUN
MODEL: C-ll,A ENGINES: (4) R2800-52W
DATA AS OF: 6-15-62 FUEL GRADE: 115/ '45
lASED ON: fLIGHT TEST DATA ALTERNATE FUEL GRADE: 100/ 130
NOTE:
Use this chart only for
determining time increment
between two indicated airspeeds.

TIME (SECONDS)
AAl-514

Figure A3-". Takeoff Performance - Acceleration Increment Time Check

Changed 16 July 1962 A3-19
Appendix I T.O. le-118A-l

THIS !tAG. "INTIN'f10IilAWfLI"8~~

".,

A3-20
 T.O. IC.118A·I Appendix I

CLIMBOUT FACTOR - FOUR·ENGINE -

GROUND EFFECT NOT INCLUDED

MODIL. C.nIA ENGINES. C.) R2800-52W

DATA AS OF: 6-15-62 FUEL GRADE, 11./145
DATA IMIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

2 3 4
• 6 7 I 9 . 10
" 12 II 14 15 16

HORIZONTAL DISTANCE FROM START OF TAKEOFF (1000 FEET)

AAl-1536

figure A3· J2. Ci/mboul faclor - four.ling/ne - Ground liffecl Nol Included
Changecll6 July 1962 A3·21
 T.O. IC·1I8A.I

CUMBOUT. FACTOR - THREE·ENGINE -

GRqUND EFFECT NOT INCLUDED
ZERO TO 200 FEET
C-1l8A ENGINES. (4) R2800-S2W
AS OF, 6.15062 FUEL GRADE, 115/145
BASISI FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

SAMPLE PROBLEM:
A. Obstacle distance from D. Obstacle height above
.tart oftakeoff = 13500 ft.
B. Tailwind = 15 knot.
runway =160 ft.
E. Climbout factor to
C. Obstacle distance clear obstacle = 10.8
=
corrected for wind 11450 ft.

HORIZONTAL DISTANCE FROM START OF TAKEOFF (1000 FEET)

AA1-1527

Figure A3- 13. Climboul Faclor - Three-Engl'ne - Ground Effect Not Included ISheet I of 2)
A3-22 Changed 16 July 1962
 T.O. IC-lI8A-I

CLiMBOUT FACTOR - THREE-ENGINE -

GROUND EFFECT NOT INCLUDED
MODEL. C·IIIA 200 TO 500 FEET ENGINES. (4) R280o.'2W
DATA AS OF, 6-15-62 FUEL GRADE. 115/145
DATA BASIS. FLIGHT TEST ALTERNATE FUEL GRADE. 100/130

SAMPLE PROBLEM:
A. Obstacle distance = 16,500 feet
B. Wind = 10 knots (tailwind)
C. Climbout factor = 10
D. Altitude over obstacle = 393 feet

HORIZONTAL DISTANCE FRPM START OF TAKEOFF (1000 FEET)

figure ;43-"13. C'imbout factor -Three-Engine - Ground Effect Not 'ndudedlSheet 2 of 21

Changed 16 ~uly 1962 A3-23
 T.O. lC·lleA·l

CLiMBOUT FACTOR - THREE.ENGINE -

GROUND EFFECT INCLUDED
ZERO TO 200 FEET

MODEL. C·1I8A ENGINES. (4) R2aoo-S2W

DATA AS OF, 6·15-62 FUEL GRADE,'115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

I.
z
!
~

HORIZONTAL DISTANCE FROM .START OF TAKEOFF (1000 FEET)

AAl"SZ9

Figure A3·' 4. C/imbou' fador - Three EngIne - Ground Effe.' Included (Shee' I of 2)
A3·24 Changed 16 July 1962
 T.O. lC·1l8A·l

CLIMBOUT FACTOR - THREE·ENGINE -

GROUND EFFECT INCLUDED
200 TO 500 FEET
MODE... C·IIIA INGINES. (4) R2100-S2W
DATA AS OF: 6·15·62 FUEL GRADE: 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE:'M,/".n

HORIZONTAL DISTANCE FROM START OF TAKEOFF (1000 FEET)

AA1-5sa

Figure A3·14. Climbout Faclor - Three.Engine - Ground Effect Included ISheet2 of 21

Changed 16 July 1962 A3·25
 GROSS WEIGHT LIMITED BY CLiMIOUT
OVER OBSTACLE
......:.
JA~IL: C-l1~
DATA AS OF, (,,15-62
DATA WIS, FliGHT TEST
ENGINES, (4) R2811O-52W
FUEL GRADE, 115/145
ALTERNATE FUEL GRADE, 100/130
i;:C'

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 T.O. lC-1l8A-l

TAKEOFF DISTANCE TO A SO-FOOT HEIGHT

THREE-ENGINE FERRY CONFIGURATION
ONE ENGINE INOPERATIVE, PROPELLER FEATHERED OR REMOVED

HARD SURFACE RUNWAY NO WIND NO RUNWAY SLOPE

WING FLAPS 20 DEGREES COWL FLAPS=
STANDARD ATMOSPHERIC CONDITIONS INOPERATIVE ENGINE, CLOSED 1_4 DEGREESI
NO OBSTACLE AT END OF RUNWAY OPERATIVE ENGINE, OPEN 1+3 DEGREES I

MODELl C-118A ENGINE(Slo (4) R2800·52W

DATA AS OF: 6.15·62
BASED ON. CALCULATED DATA

ffi
~
w
~
5000

w
.~
§.
4000

~
w
u
Z
~
is 3000
~

§
2000

AAl-2!53

Figure A3·16. Takeoff Dlslanee 10 a 50·Fool Heighl, Three-Engine Ferry Configurali6n

Changed 16 ~uly 1962 A3-27
Appendix I T.O. IC-1l8A-1

DISTANCE TO STOP -
MODIL, C-118A BRAKES ONLY - PROPELLERS WINDMILLING INGINIS, (4) R2800.S2W
DATA AS OF: 6-15"'2
DATA IASISI FLIGHT TEST
TAKEOff FLAP ANGLE =
20 DEGREES fUEL GRADE: 115/145
ALTERNATE fUEL GRADE: 1001130

RUNWAY SURFACE CONDITION AVERAGE COEFFICIENT OF FRICTION (1')

DRY CONCRETE OR MACADAM 0.3
DRY TURF 0.2
WET CONCRETE OR MACADAM 0.15
SNOW OR WET GRASS 0,10

INDICATED AIRSPEED {KNOTS,

AAl-72
Flgllre A3-17. Distance to Stop - Brakes Only - Prop.".rs Wlndmllllng

A3-28 Changed 16 July 1962

 Appendix I T.O. lC·IIIA·l

DISTANCE TO STOP-
BRAKES PLUS TWO·ENGINE REVERSE THRUST
, MODILI C..1UA TAKEOFF fLAP ANGLE = 20 DEGREES ' INOINISI (4) R2800..S2W
DATA AS OFI 6-15-62 FUEL GRADE: 115/145
DATA BASIS: fLIGHT TEST ALTERNATE FUEL GRADEl 100"30

RUNWAY SURFACE CONDITION AVERAGE COEFFICIENT OF FRICTION (ft)

DRY CONCRETE OR MACADAM 0.3
DRY TURF 0.2
WET CONCRETE OR MACADAM 0.15
SNOW OR WET ORASS 0.10

INDICATED AIRSPEED (KNOTS)

AAl"94

Figure A3·' 8. Distance to Stop - Brake. ·Plu. Two-Engine Reverse Thrust

Changed 16 July 1962 A3·29
 T.O. lC-1I8A-l Appendix I

TAKEOFF AND LANDING CROSSWIND

MODEL: C-118A INGINIS: (4) R28~2W
DATA AS OF: .1512 FUEL GRADE: 115/145
DATA 8ASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

NOTE:
When the wind is given
in true direction, variation LEGEND: c:::J Cautian Area
must be applied. . . Not Recommended

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CROSSWIND COMPONENT (KNOTS)

NOTE: SAMPLE PROBLEM:

Maximum allowable nosewheel GIVEN:
liftoff or touchdown speed Takeoff runway ,030.
is 139 knots due to tire Wind: = 31 knots at ,075.
structure limitations. Crosswind angle = .075 - ,030 = .045.
A. Wind = 31 knots at 45 degrees crosswind angle.
B. Crosswind component = 22 knots.
C. Headwind component = 22 knots.
AA,1-515

Figure A3-19. Takeoff and landing Crosswind

A3-30 Changed 16 July 1962
 Appendix I T.O. lC·118A·l

MINIMUM CONTROL SPEED VS BANK ANGLE

MODELs C-118A INGINES. (4) R280ll-S2W

DATA AS OF: 6-15-62 .FUEL GRADE: 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

NOTE: SAMPLE PROBLEM:

1. Based on One outboard engine A. Bank angle =3.65 degrees.
inoperative, propeller windmilling.
2. Three engines operating at 2500 pounds.
=
B. Gross weight 173,000

BHP/ENG. c. Minimum control speed =

3. Wing flaps 20 degrees. 9B knot. lAS.

ANGLE Of BANK AWAY FROM INOPERATIVE

ENGINE tDEGREESI

Figure A3·20. Minimum Control Speed V. Bank Angle

Changed 16 July 1962 A3.31/A3·32
 T.O. 1C-118A-l Appendix I

TABLE OF CONTENTS
Discussion of Charts ....................... ............. . . ................... ................................... A4·2

LI ST 0FILL USTRA IS. no

Number Title Page
M ·l Time, Distance and Fuel to Climb - 1400 Bhp ......... M-4
A4·2 Time, Distance and Fuel to Climb - 1500 Bhp ..... . ....................... A4-5
A4·3 Emergency Ceiling, Standard Fuel Grade ••••••••••••••••••••••••• •••• 00. A4·6
M-4 Emergency Ceiling, Alternate Fuel Grade .............. A4-7
A4·5 Four·Engine Emergency Climb - Takeoff Configuration-
Flaps 2D Degrees, Gear Down . ..................... . ·...................... A4-8
A4·6 Four·Engine Emergency Climb - Takeoff Configuration-
Flaps 2D Degrees, Gear up .................................................. . A4-9
A4·7 Four·Engine Emergency Climb - Enroute Configuration-
Flaps Up, Gear Up ......... ................... .................. M -1D
A4·8 Four·Engine Emergency Climb - Landing Configuration-
Flaps Full Down, Gear Down .......................................................................... A4-11
A4-9 Three·Engine Emergency Climb - Takeoff Configuration-
Flaps 2D Degrees, Gear Down . .. .......................................................... A4-12
A4·10 Three·Engine Emergency Climb - Takeoff Configuration-
Flaps 20 Degrees, Gear Up . .................................................... A4-13
A4·ll Three·Engine Emergency Climb - Enroute Configuration-
Flaps Up, Gear Up .... ................... ............... ............................ A4-14
A4-12 Three·Engine Emergency Climb - Landing Configuration-
Flaps Full Down, Gear Down . ................................. A4-15
A4-13 Two·Engine Emergency Climb - Enroute Configuration-
Flaps Up, Gear Up .......................... A4-16
A4·14 Performance Climbs . ...................... A4-17

Changed 16 July 1962 A4-1

Appendix I T.0. 1C-11 SA-I

Number Page
A4·15 Power Settings for Climb at 1400 BHP/Engine ............................................ A4·18
A4·16 Power Settings for Climb at 1500 BHP/Engine ............................................ A4·19
:A4·17 Power Settings for Climb at 1600 BHP/Engine ............................................ A4·20
A4·18 Power Settings for Climb at 1700 BHP/Engine ............................................ A4·21

DISCUSSION OF CHARTS. distance is 156 nautical miles, the time' is 49 minutes

and the gross weight is 95,400 pounds. By subtracting
TIME, DISTANCE AND FUEL TO CLIMB CHARTS. these two sets of values we determine that in climbing
from 6,000 to 20,000 feet the distance travelled will
Two charts are provided (figures A4·1 and A4·2) from be 156 nautical miles minus 30 nautical miles, or 126
which may be determined the time elapsed, distance nautical miles. The time required will be 49 minutes
travelled and fuel consumed during an operational minus 11 minutes, or 38 minutes and the fuel con-
climb from sea level to cruise altitude. One chart is sumed will be 98,000 pounds minus 95,400 pounds,
for 1400 brake horsepower per engine and the other or 2,600 pounds.
is for 1500. In both cases the power is assumed to be
constant from sea level up to the altitude at which No correction has been established for colder than
that power may only be obtained with full throttle standard conditions. In such cases read the charts at
and 2600 RPM. Above that altitude power is assumed the actual ,pressure altitude.
to decrease as the engine settings remain at full throttle
and 2600 RPM. EMERGENCY CEILING CHARTS.
The charts were prepared for standard atmospheric
conditions. However, they may be useo ror conUJCJons Twochartsare provided (figures A4·3 and A4·4) show·
hotter than standard if the pressure altir,ude is increased ing the altitude at which 100 feet per minute rate of
by 0.7% for each degree Centigrade lhat the outside climb maybe maintained with METO power at any
air temperature is above standard. This temperature', given, gross weight. One chart is for standard fuel
difference should be the average temperature difference grade and the other is for alternate fuel grade. On both
throughout the climb. For example, if, at the initial charts there are, Curves for four engines, three engines
climb altitude, the outside air temperature is 15 ~egr~s and .two. engines operati!1g. Grids are included to
Centigrade above standard and it is determined that allow corrections to be made for hotter than standard
at the cruise altitude it will only be 5 degrees Centi· temper,atures. The charts are based on a clean configur.
grade above standard (for that altitude) then, in using . ation and a climbing airspeed of 136 knots 11\.S.
these charts, it may be assumed that the average tem-
perature difference is 10 degrees above standard. In
this eooe the altitude' correction for temperature will EMERGENCY CLIMB· CHARTS.
be 10 degrees times 0.7% per degree, or 7%. This.
means that if the cruise altitude were 20,000 feet the The Emergency Climb charts (figures A4·' through
altitude correction would be 7% of 20,000 feet, or 1,400 A4·13) indicate the rate of climb at various combi.
feet. The charts would be read at 20,000 feet plus 1,490 nations of power, indicated airspeed, gross w~ight and
feet, or 21,400 feet. density altitudes. Charts are provided for both four·
and three.engineoperation in the takeoff con~guration
Although the charts are based on sea level as the initial with the gear up and with the gear down, enroute
climb altitude they may be used when the initial configuration (daps and gear up),and in th~ landing
climb altitude is above sea level. For example, in the configuration (daps full down and gear down). A chart
problem discussed above assume that the initial climb , is also provided for two-engine operation in the en-
altitude is 6,000 feet, the initial climb gross weight is route configuration. No. chart is provided 'for two·
98,000 pounds and 1400 BHP is to be used. Enter the engine operation in .the landing ,configuration since
chart on figure A4·1 at 98,000 pounds and proceed a negative rate of climb ,exists during n.,,,,,engine oper·
vertically upward to 6,000 feet altitude plus 7% of ation with both daps and gear down.
6,000 feet. This would be 6,000 feet plus 420 feet,
or 6,420 feet. Note that at this point the distance is 30 All charts are based on the cowl daps at + 3 degrees
nautical miles and the time is 11 minutes. Now proceed on the operative engines. Thre three- and two-engine
upwards parallel to the guide lines to 21,400 feet alti· charts are based on the cowl daps at -4 degrees and
tude (determined above). At this point note that the the propellers feathered on the inoperative engines.
A4-2 Changed 16 July 1962
 T.O. lC·lISA·l Appendix I

The speeds for best rate of dimbaJld· the· power off POWER SEnINGS FOR CLIMB TABLES.

I s.tall. sp.eeds.. for vario.u.s gross. weights a", . indicated on

each chart. A sample problem to illustrate the method
ofiisingthe charts isincluded on figure A4-S.
Four tahles are provided, tabulating tbepo""er settings
necessary to maintain climb 'power- for various altitude
. and carburetor air temperature combinations. The
tables are based on a· constant. RPM .and BMEP for
PERFORMANCE CLIMBS CHART, a given brake horsepower and show the manifold
pressures neeessllry to ,maintain the required brake
• This chart (figur~ A4·14) shows the variation of rate of hor.sepower at a given iItitude and carburetor air tem-
climb vs gross weight for several three·engine config- perature. The range of. fuel flqw for these power
urations. Four of these cOJlfigurations may occur dur- settings is shown on. each, table. Tables are provided
ing.the c1imboutafter .atakeoffwith engine failure for four-engine climb at. 1400 BHP/engine (figure
andtbefifth is the three-engine enroute configuration. A4.15) and lSOOBHP/engine(figure A4-16), and for
Tb~y are anbased .on ·sea. level standard atmospberic three•. and two.engine dimb"t 1600 BHP/engine (fig-
conditions. ~ scale ·is Included to sbowtbe takeoff ure A4-l7) and 1700BHP/engiJle (figltre A4·18).
speed "s gross weigbt.

Chan.ed'6 July '962 'A4-3

 Appendix I T.O. lC-1I8A-l

TIME, DISTANCE AND FUEL TO CLlMB-I400 IHP

ALL ENGINES OPERATING ..AUTO RICH MIXTURE
MODEL. C-118A
, DATA AS OF: 2-16-59
=
'CLlMBING AIRSPEED 156 KNOTS CAS ENGINES. 141 R2800.52W
FUEL GRADE: 1151145
DATA BASED ON FUGHT TEST ALTERNATE FUEL GRADE: 1001130

GROSS WEIGHT 11000 POUNDS)

SAMPLE PROBLEM
GIVEN:
NOTES: I. Groos weight at .tart of climb = 104,000 pound••
1. For .tandard atmospheric condition. and for colder than 2. Climb from ..a level ta 20,000' feet prenu..
• tandard atmo.pherlc cO,ndltlon. u.e no correction altitude•
for temperatu ... 3. Average temperatu .. deviation = 12"C above
2. For hot day the carrectlon for temperatu.. I. equal to 0.7% .tandard.
of the p....u.. altitude for each ·C above .tandard (for (Cor..ctlon for temperature = 0.7% of
example when dlmbingfrom sea level to 15,000 feet the 20,000 x 12, or 1680 feet).
carrectlon 1.0.7% of 15,000 feet, or 105 feet for each ·C A. Enter chart at 104,000 pound. groos _Ight.
above .tandard. If the temperotu .. we.. 6·C above .tand- B. Follow contour to 20,000 feet prenu.. altitude
ard the carrectlon _u1d be 105 x 6, or 630 feet. Add 630 plu. 1680 feet correction for temperatu .., or
feet ta 15,000 feet and ..ad time, clillance and fuel to 21,680 feet. Read time ta climb, 63 mlnuteo, and
climb ta 15,630 feet. dillance travellecl, 202 nautical mil...
3. Baaed on 1400 IHP from sea level up to altitude at which C. Weight at end of cllmb=99,800 pound•• Fuel
full throttle I. reached with 2600 RPM In high blower. Baaed can.umed during climb = 104,000-99,800, or
on full throttle and 2600 RPM above ihat altitude. 4200 pound••
AAl-243
Figure A4·1. Time, Dillance and Fuel to Climb - 1400 8HP

A4-4 Changed 16 July 1962

 T.O. lC·118A·l Appendix I

TIME DISTANCE AND FUEL TO CLlMB-1500 BHP

ALL ENGINES OPERATING-AUTO RICH MIXTURE
MODEL: C., 18A CLIMBING AIRSPEED=156 KNOTS CAS ENGINES: 14. R 2800.52 W
DATA AS OF: 2·15·59 FUEL GRADE 1151145
DATA BASED ON: R.lGHT TEST ALTERNATE FUEL GRADE: 1001130

GROSS WEIGHT 11 000 POUNDS.

NOTES:
1. For standard atmospheric conditions and colder SAMPLE PROBLEM
than standard atmospheric conditions use no GIVEN:
correction for temperature. 1. Gross weight at start of climb = 104,000
2. For hat days the correction for temperature is pounds.
equal to 0.7% of the pressure altitude for each 2. Average temperature deviation = 12°C above
·C above standard (for example when Climbing standard.
from sea level to 15,000 feet the correction is (Correction for temperature = 0.7% of 20,000
0.7% of 15,000 feet, or 105 feet, for each ·C x 12, or 1680f..t.).
above standard. If the iemperature were 6 ·C A. Enter chart at 104,000 pounds gross weight.
above standard the correction would be, 105 x 6, B. Follow contour to 20,000 feet pressure altitude
ar 630 feet. Add 630 feet to 15,000 feet and read plus 1680 feet correction for temperature or
time distance and fuel to c1.lmb to 15,630 feet. 21,680 feet. Read time to climb 49 minutes,
3. Based on 1500 BHP from sa" level up to altitude and distance travelled, 158 nautical mil...
at which full throHle is reached with 2600 RPM
in high blower. Based on full throHIe and 2600
C. Weight at end ofclimb
consumed during climb
== 100,350 pounds.Fuel
104,000 - 100,350
RPM above that altitude. . or 3650 pounds.

AA,1-Z42
Figure A4·2. Time, Distance and Fuel to Climb - 1500 8HP
Changed 16 July 1962 A4·5
 --- --------------------------

T.O. IC·118A·1

EMERGENCY CEILING
100 FEET PER MINUTE RATE OF CLIMB AT
METO POWER
CLIMBING SPEED - 136 KNOTS, PILOT'S lAS
MODEL. C·118A SAMPLE PROBLEM: ENGtNE(S): R280Cl-52W
DATA AS OF 2·15·59 FUEL GRADE, 115/145
BASED ON FLIGHT TEST
A. Gross weight = 90,000 pounds.
B. Two engines operating.
C. Temperature = 15·C above standard.
D. Emergency ceiling = 4300 feet
p".ss,.re altitude.

DEVIATION FROM STANDARD GROSS WEIGHT,

TEMPERATURE IN • C (1000 POUNDS)

Figure A4·3. Emergency Ceiling - Standard Fuel Grade

A4·6
 T.O. IC-1l8A-I

EMERGENCY CEILING
100 FEET PER MINUTE RATE OF CLIMB AT
METO POWER
CLIMBING SPEED - 136 KNOTS, PILOT'S lAS
SAMPLE PROBLEM,
MODEL. C-II8A A. Gross weight = 90,000 pounds. ENGINE(Sh R2Boo-52W
DATA AS OF, 2-15-59 FUEL GRADE, 100/130
B. Two engines operating.
BASED ON, FLIGHT TEST
C. Temperature = IS·C above standard.
D. Emergency ceiling = 400 feet
-""...,"'!
altitude.

DEVIATION FROM STANDARD GROSS WEIGHT

TEMPERATURE IN ·C (1000 POUNDS)

AA 1-226
Figure A4-4. Emergency Ceiling - Alternate Fuel Grade

A4-7
 T.0.IC-I',8A-1

FOUR-ENGINE EMERGENCY CLIMB - TAKEOFF

CONFIGURATION - FLAPS 20 DEGREES, GEAR DOWN
COWL FLAP SETTING, +3 DEGREES ON ALL ENGINES ENGINES, (4) R280C1-52W
MODEL, C-118A
DATA AS OF, 6-15·62 FUEL GRADE, 115/145
DATA BASIS, FUGHT TEST ALTERNATE FUEL GRADE, 100/130

INDICATED AIRSPEED (KNOTS)

IMEP

~AMPLE PROBLEM,
A.
B.
=
BMEP 182 PSI.
=
Density altitude 8,000 feet.
E. Groll weight =90,000 pounds.
F. Power factor = 4.5.
C. =
Powerfactor 4.5. G. Denllty altitude = 8,000 feet.
=
D. Indicated airspeed = 106 knots. H. Rate of climb 450 FPM.

Figure A4-5. Four-Engine Emergency Climb-Takeoff Configuration-

Flaps 20 Degrees, Gear Down
Changed 16 July 1962
A4-8
 T.O. 1C-118A-1 Appendix I

FOUR-ENGINE EMERGENCY CLIMB - TAKEOFF

CONFIGURATION - FLAPS 20 DEGREES, GEAR UP
COWL FLAP SmING, + 3 DEGREES ON ALL ENGINES
MODEL: C-118A ENGINES, (4) R2BOO-52W
DATA AS OF, 6-15-62 FUEL GRADE, 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE,

INDICATED AIRSPEED (KNOTS)

IMEP

AAl-516

Figure A4-6. Four-Engine Emergency Climb - Takeoff Configuration - Flap. 20 Degree., Gear Up
Changed 16 July 1962 A4-9
 T.O. IC-118A-1

FOUR ENGINE EMERGENCY CLIMB - ENROUTE

CONFIGURATION - FLAPS UP, GEAR UP
COWL FLAP SETTING: +3 DEGREES ON ALL ENGINES

.NI~.'.L. Co1l8A ENGINES: (4) R2800052W

AS OF. 6·15-62 FUEL GRADE: 115/145
BASIS: FLIGHT TEST ALTERNATE PUEL GRADE: 100/130

INDICATED AIRSPEED (KNOTS)

SMEP

Figure A4·7. Four-Engine Emergency Climb - Enroute Configuratio,n - Flaps Up, Gear Up
A4-IO Changed 16 July 1962
 T.O. 1C-118A-1

FOUR ENGINE EMERGENCY CLIMB - LANDING

CONFIGURATION-FLAPS FULL DOWN, GEAR DOWN
COWL FLAP SmING: +3 DEGREES ON ALL ENGINES

MODEL, C-118A ENGINIS, (4) R28GO-52W

DATA AS OF; 6-15-62 FUEL GRADE: 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

INDICATED AIR SPEED (KNOTS)

IMEP

AA1-!51S

Figure A4-8. Four-Engine Emergency Climb - Landing Configurallon - Flap. Full Down, Gear Down
Changed 16 July 1962 A4-11
 T.O. 1C.118A·1

THREE·ENGINE EMERGENCY CLIMB - TAKEOFF

CONFIGURATION - FLAPS 20 DEGREES, GEAR DOWN
COWL FLAP SETTING, +3 DEGREES ON OPERATING ENGINES
-4 DEGREES ON OPERATIVE ENGINE
PROPELLER FEATHERED ON INOPERATIVE ENGINE
ENGINES. (4) R2800-S2W
FUEL GRADE, 115/145
ALTERNATE FUEL GRADE, 100/130

INDICATED AIRSPEED (KNOTS)

8MIP
AAl-223

Figure A4-9. Three-Engine Emergency Climb - Takeoff Configuration - Flap. 20 Degre.s, G.ar Down
A4·12 Changed 16 July 1962
 T.O. 1C-lleA-1

THREE-ENGINE EMERGENCY CLIMB - TAKEOFF

CONFIGURATION - FLAPS 20 DEGREES, GEAR UP
<OWL FLAP se-nINO: +3 DEGREES ON OPERATING ENGINES
-4 DEGREES ON INOPERATIVE ENGINE
PROPELLER FEATHERED ON INOPERATIVE ENGINE
ENGINESI (4) R2800.52W
MODELl C-118A FUEL GRADE: 115/145
DATA AS OF: 6·15·62 ALTERNATE FUEL GRADE, 100/130
DATA BASIS: FLIGHT TEST

INDICATED AIRSPEED (KNOTS)

i!!>
!!!::I
U
~
0
w
i
..
~.
I

IMEP

AA1-!519

Figure A4-IO. Three-Engine Emergency Climb - Takeoff Configuration - Flaps 20 Degrees, Gear Up
A4-13
Changed 16 July 1962
Appendix I T.O. 1C-118A-1

THREE-ENGINE EMERGENCY CLIMB - EN ROUTE

CONFIGURATION - FLAPS UP, GEAR UP
COWL FLAP SETTING: +3 DEGREES ON OPERAliNG ENGINES
-4 DEGREES ON INOPERATIVE ENGINE
PROPELLER FEATHERED ON INOPERATIVE ENGINE
MODEL: C.118A ENGINES. (4) R2800-52W
DATA AS OF: 6·15·62 FUEL GRADE: 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

INDICATED AIRSPEED (KNOTS)

BMEP

AA1-52D

Figure A4-11. Three·fngine fmergency Climb - fnroute Configuration - Flaps Up, Gear Up'
A4-14 Changed 16 July 1962
 T.O. 1C-118A-1

THREE-ENGINE EMERGENCY CLIMB - LANDING

CONFIGURATION - FLAPS FULL DOWN, GEAR DOWN
COWL FLAP sETIING, + 3 DEGREES ON OPERATING ENGINES
-4 DEGREES ON INOPERATIVE ENGINE
PROPELLER FEATHERED ON INOPERATIVE ENGINE

MODELl C-118A ENGINES, (4) R2800-5 2W

DATA AS OF, 6.15-62 FUEL GRADE, 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

INDICATED AIRSPEED (KNOTS)

BMEP

AAl-521
Figure A4- J2. Three-Engine Emerg .... cy Climb - Landing Conflguralion
- Flap. Full Down, Gear Down
Chang ed 16 July 1962 A4-15
 T.O. IC-118A-1

TWO-ENGINE EMERGENCY CLIMB - ENROUTE

CONFIGURATION - FLAPS UP, GEAR UP
COWL FLAP SETTING, +3 DEGREES ON OPERATING ENGINES
-4 DEGREES ON INOPERATIVE ENGINES
PROPELLERS FEATHERED ON INOPERATIVE ENGINES
C-118A ENGINES. (4) R2800-52W
AS OF, 6·15·62 FUEL GRADE, 115/145
BASIS, FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

INDICATED AIRSPEED (KNOTS)

IMIP
AA 1-43
figure A4-13. Two-Engine Emergency Climb-Enroule Configurallon-
flap. Up, Gear Up
A4-16 Changed 16 July 1962
 PERFORMANCE CLIMBS

...!--
0-
SEA LEVEL
STANDARD ATMOSPHIlIC CONDITIONS

-
! MODELa C-IIIA
lASED ONI FLIGHT TEST
DATA IASIS, 6.15.62
ENGINEIS" 14, R28DO·S2W
WITH W/A INJECnON
TAI(IOFf SPIED VTO IKNOTS IASI

6c:
,.Iii"
:-'
:0: =
:> !J
;:
..~
I --
I:>
•~
to
.,.
~

a
£
!
•
•
-
II !u
f' 0•

OIOSS WEIOHT 11000 POUNDS)

~
-• POWIR SETTINGS FOR CLIMI AT 1400 IHP/ENGINE
2300 RPM·
172 IMEp· (NOMINAL)
i
if
ISO TO 160 KNOTS lAS
200· CHT OR LESS DESIRED
, Puel Plow per Engine Low Blower High BIDwer*
Normal Auto Rich 980 (Ib/hr) 1000 (Ib/hr)
lc Minimum 900 (Ib/hr) 920 (Ib/hr)
OJ
~ MMUfold Pressure (I... Hg) tit Carburetor Air Temp. ·C

-
1"
!" PressfWe
Altitude -30' -20' -10' O· +10' +20' +30"
IIt
18,000 38 • • • • t5
J
'II 16,000 37~ 38 39 40 40% ~
--
!!l0 ~
r 14,000 34~ 38 39 39% 40%
-~
~
f
Ir
12,000 34% 35~ 36 36~ 37~ ~
-
§-
! 10,000 35 35% 36% 37 37% 38~ 39
to<
0
8000 35% 36 36~ 37% 38 38~ 39
'1l
Igo
'<. 6000 35~ 36% 36% 37~ 38 39 39~ !!l0
'9.
i
4000 35% 36~ 37 37% 38~ 39 40 ~~
2000 36 36% 37~ 38 39 39~ 40

I•- S.L 36% 37 38 38~ 39 40 4O~

•..
• Abave full throttle altitude, increase RPM to maintain highest M.P. shown under
appropriate CAT. For each 100 RPM increase, fuelllow must increase 60 Ib/hr and
BMEP decrease 7. Do not exceed 2500 RPM except in emergency.
!
l..... POWER SmlNGS FOR CLiMI AT ISoo IHP/ENGINE
2400 RPM·
177 IMEp· (NOMINAL)

..... 150-160 KNOTS lAS

Fuel FIOflJ t>... E"gi... Low BIOflJ... High BIOflJ....

! Normal Auto Rich

Minimum
1100 (Ib/hr)
1020 (Ib/hr)
1150 (Ib/hr)
1070 (lb/hr)
...
i·
S MM1ifoltl Pressure (1". Hg) III ClWburetor Air Tunt>. 'C

-
~
1" Pressure
~ AltituJe -30' -20' -10' o· +lO' +20' +30'

f ·18,000 40 • .' • •
~==
I• 16,000 40 40% 41% 4214 43 • •
S £ -
-~..
14,000 3614 40% 41% 4214 43 43%
r 12,000
~
f
Ir
10,000.
36%

36%
3714

37%
38

38~4
38%

39
43 43%

41
:00:1

39% 40%
l!- I""

i 8000. 37 37% 38% 3914 40 40% 41';4 0

~
!e0
I
~
6000

4000
3714

37%
38

38%
38%

39
39%

39%
4014

40%
41

4114
41%

41% ~
III
:00:1
•• 2000 3,8 38% 3914 40 40% 41% 4214

S.L. 38% 3914 39% 40% 41';4 42 42%

• Above full throttle altitude, increase RPM to maintain highest M.P. shown under
appropriate CAT. For a 100 RPM inqease, fuel flow must increase 60 Ib/hr and
t,
-
;0
BMEP must decrease 7. Do not exceed 2500 RPM except in emergency.
 POWEI SEmNG FOI CUMI AT 1600 IHP/ENGINE
2500 IPM - THIEE AND TWO·ENGINE OPEIATION
III IMEP. INOMINAU
150.160 KNOTS lAS
I
P..., P"- p.,. B.g;.. Low Blow.,. Higb BlotHr

'II
Normal AUlD Rich 1220 1320
IIlDlmum ll.(() 12.(()
f,. ,rw AirTMIfJ. (OC)
-t
:""
PrftIIIH
AIIihIM
(P') -30" -21)0
M..i/olJ P .......... (I•• Hg.) 61 CtW6.....

-10" 0" +10" +21)0 +30"

f 18000 43
J
'I 16000 43 «~ 45~ 4.6
!5
~ --
43* ~
l
S -~
-
t'I

i. 14000 38~ 43* «~ 45~ 4.6 ~

;
-
§
12000 38* 39~ .(()~ 41 4.6 4.6*

.•
,:I:
......
go
10000 39 39* 40~ 41~ 42 42* 43~

'!. 8000 39~ 40 403.4 41~ 42~ 43 43~

I S
6000 39~ 40~ 41 4m 42~ 43~ 43* ~
t'I

r 4000 39* 41~ 42 42* 43~ «~

S
1.
40*
~l!:I
-
...•c 2000 40~ 41 41* 42~ 43~ « «*

!-
~
S.L. ~ 41~ 42~ 43 43* «~ 45~
n
:r
D

i... POWER SEniNG FOR CLIMB AT 1700 BHP/ENGINE

c
..
0-

.:c
2500 RPM - THREE- AND TWO-ENGINE OPERATION
192 BMEP (NOMINAU
150-160 KNOTS lAS
...
! FlUl FIOf/J p.,. B.,- Low Blow.,.

Normal Auco Rich 1320

1240
ft Minimum

M..ifoWP...II..... (I•• Hg.) tIIC.,.lnItwIor AirT-tJ. (OC)

...•
~
Pt'UIIIn
A.1IihIM
...
0
(Fl.) -300 -2(10 -10° 00 +10° +20° HOO
I... 18000
0
~ =: ...
••
-
It
16000
~ ......-:'
Q
i... 14000 5 ...~
D
.-.. 12000 41~ a
8
•:z... 10000 41Y.1 42Y.1 43~ 44
......
!I' 8000 41% 42% 43Y.1 44~ 45 45% 46~
1 S
6000 42 43~ 43~ 44Y.1 45~ 46 46Y.1 ~

4000 42Y.1 43Y.1

•
44 44~ 45Y.1 ~ 47 5
~ 2000 43 43~ 44Y.1 4S~ 46 46% 47Y.1
a
...
I
N

SoL 43Y.1 44~ 45 45~ .(6Y.1 47~ 48

E
N
 T.O. IC-lISA -I Appen dix I

pa rt 5
•
TABLE OF CONTENTS cruise
Introduction .. ...• •.•.....•. ... ... . . .. .. ... . -.- .... ..... ...... .... .... . ............ .. ...... A5·2

Maximum Range Operation .... ...... .. ... .. .... .......... .. .......... .. .... -- .. -. - ... ..... .. ... .......... . .. . A5·3

Discussion 01 Charts ......... .... ....... ..... . - .......- .. .... ... ... ....... . ....... . ......... ---- . ............ A5·3

LIST OF ILLUSTRATIONS
Til'. Page
Numbe r

A5·1 Nautical Miles per Pound 01 Fuel- Four·Engine - Sea level ............... . A5·7

A5-lA Nautical Miles per Pound 01 Fuel- Four·Engine-

1000 Feet and 2000 Feel. ..................... . ..... A5·8

A5·18 Nautical Miles per Pound 01 Fuel- Four·Engine-

3000 Feet and 4000 Feet... .. ............. ....................... ..... A5·8A
A5-88
A5·2 Nautical Miles Per Pound 01 Fuel- Four Er.gine - 5000 Feet ....................
A5·2A Nautical Miles per Pound 01 Fuel- Four·Engine-
SOOO Feet and 7000 Feel. ............ ..... ................. ................... A5·8C

A5-28 Nautical Miles per Pound 01 Fuel- Four·Engine-

8000 Feet and 9000 Feel.... ............ . .................................. A5·8D
. A5-9
A5·3 Nautical Miles per Pound 01 Fuel- Four·Engine - 10,000 Feet..
A5·3A Nautical Miles per Pound 01 Fuel- Four·Engine-
11,000 Feet and 12,000 Feet... .. .......... ... ............................. ..... A5·10

A5-38 Nautical Miles per Pound 01 Fuel- Four·Engine-

13,000 Feet and 14,000 Feet... ....................... .............. ...................... A5·10A
Nautical Miles per Pound 01 Fuel- Four·Engine -15,00 0 Feet ........... A5-108
A5·4
A5-4A Nautical Miles per Pound 01 Fuel- Four·Engine-
lS,OOO Feet and 17,000 FeeL ... .. ........ A5·10C

A5-48 Nautical Miles per Pound 01 Fuel"": Four·Engine-

18,000 Feet and 19,000 Feet ............ .................... . .......................... A5-10D

Nautical Miles per Pound 01 Fuel- Four·Engine - 20,000 Feet.. ......... A5-11
A5·5
A5-12
A5-S Nautical Miles per Pound 01 Fuel- Three·Engine-Sea leveL .. ......... .......
A5-13
A5-7 Nautical Miles per Pound 01 Fuel- Three·Engine-5000 Feet ....................
A5·14
A5-8 Nautical Miles per Pound 01 Fuel- Three·Engine - 10,000 FeeL ...............
A5-15
A5·9 Nautical Miles per Pound 01 Fuel- Three·Engine - 15,000 Feet... ...............
A5-1S
A5-10 Nautical Miles per Pound 01 Fuel- Two Engine - Sea level ........................
A5·17
A5-11 Nautical Miles per Pound 01 Fuel- Two·Engine - 5000 Feet ......................
A5-18
A5·12 Nautical Miles per Pound 01 Fuel- Two·Engine-l0,OOO FeeL .................
A5-19
A5-13 Four Engine long Range Summary ...............................................................
. A5-20
A5·14 Three Engine long Range Summary ............................................................
A5-15 Two Engine long Range Summary ... .......................... A5-21
AS-I
Chang ed 16 July 1962
Appendix I T.O. IC-1I8A-I

.Number Title Page

A5-16 Four Engine Maximum Endurance Power Conditions .................................... A5·22
A5·17 Three Engine Maximum Endurance Power Conditions .................................. A5·23
A5·18 Two Engine Maximum Endurance Power Conditions ... ;................................ A5·24
A5·19 Level Flight Performance - Four·Engine and Three·Englne Operation............ A5·25
A5·20 Approximate Two Engine Level Flight Performance ...................................... A5-26
A5·21 Power Required to Maintain 1.1 VL/D ............................................................ AS·27
A5·22 Four·Englne Range Prediction - Distance .................................................... A5·28
A5-23 Four·Englne Range Prediction - Time ......................................................... A5·29
A5·24 Three·Engine Range Prediction - Distance .................................................. A5·30
A5·25 Three·Engine Range Prediction - Time ........................................................ AS·31
A5·26 Two·Engine Range Prediction - Distance .................................................... AS-32
A5·27 Two·Engine Range Prediction - Time .......................................................... AS·33
A5·28 Power Settings for Cruise - 700 BHP/Englne .............................................. A5-34
A5·29 Cruise Speeds for 700 BHP/Englne ............................................................. AS-3S
A5·30 Power Settings for Cruise - 750 BHP/Englne .......:.................................... A5-36
A5·31 Cruise Speeds for 7S0 BHP/Engine .............................................................. A5-37.
A5·32 Power Settings for Cruise - 800 BHP/Engine .............................................. A5-38
A5-33 Cruise Speeds for 800 BHP/Englne ............................................................. AS·39
A5-34 Power Settings for Cruise - 850 BHP/Englne .............................................. A5-40
A5·35 Cruise Speeds for 850 BHP/Engine .............................................................. AS·41
A5·36 Power Settings for Cruise - 900BHP/Engine ............................................. AS-42
A5·37 Cruise Speeds for 900 BHP/Englne .............................................................. AS·43
A5·38 Power Settings for Cruise - 9S0 BHP/Engine ............................................. AS-44
A5·39 Cruise Speeds for 9S0 BHP/Engine .............................................................. A5-45
A5-40 Power Settings for Cruise -1000 BHP/Engine ............................................ AS·48
A5-41 Cruise Speeds for 1000 BHP/Engine ............................................................ A5-47
A5·42 Power Settings for Cruise - 1050 BHP/Englne ............................................ A5-48
A5-43 Cruise Speeds for 10S0 BHP/Engine............................................................ A5-49
A5·44 Power Settings for Cruise -1100 BHP/Englne ............................................ A5-SO
A5·45 Cruise Speeds for 1100 BHP/Englne ............................................................ AS·Sl
A5-46 Power Settings for Cruise -11S0 BHP/Engine ............................................ AS·S2
A5-47 Cruise Speeds for 1150 BHP/Engine ............................................................ A5-S3
A5-48 Power Settings for Cruise -1200 BHP/Englne ............................................ AS·S4
A5·49 Cruise Speeds for 1200 BHP/Engine .......................................................... AS-55
A5·50 Power Settings for Cruise -1240 BHP/Engine ~ 12 BMEP Drop .................. A5·56
A5·51 Cruise Speeds for 1240 BHP/Engine .......................................................... A5-57
A5·52 Power Settings for Cruise -1240 BHP/Englne - 2 BMEP Drop ................... AS·S8

INTRODUCTION. a cowl /lap setting of - 2 degrees. For each degree that .' ~
the cowl /laps are opened beyond - 2 degrees, the ~
The information provided in this part is for cruising aircraft will lose approximately 3 knots EAS. Or, if
in level /light. The charts are based on standard at·. the power is increased to maintain a constant speed,
mospheric conditions. However, they are applicable each degree that the cowl /laps are opened beyond - 2
to non-standard conditions at the same density altitude degrees will require approximately 15 additional brake
if allowance is.made for the change in cowl /lap setting horsepower per engine at sea level. To obtain trUe
required to maintain proper engine cooling. The brake' horsepower at altitude, multiply the sea level
cruise charts for four engines operating are based on . brake horsepower by 1/-..;u.
A5-2 Chan~.d.16Jllly 1962
 T.O. IC-118A-I Appendix I

MAXIMUM RANGE OPERATION. As fuel is consumed, the gross weight decreases and,
hence, the power required and the speed for long
The amount of range that may be obtained from a range ,cruise both decrease also. If the power is not ad-
given amount of fuel will vary considerably, depending justed periodically the aircraft will increase in speed
on the cruise technique used. Unless high speed is the as the gross weight decreases. For this reason it is
primary consideration, it is generally desirable to recommended that at' least once an hour the gross
cruise in such a manner that maximum range may be weight be computed and the power reduced to the
obtained from a given amount of fuel (or a minimum appropriate value.
of fuel will be required to fly a given distance). In
doing this there are two techniques that must be used.
The first is to set engine powers so that a minimum DISCUSSION, OF CHARTS.
fuel flow results from a given brake horsepower. The
second technique is to cruise at the speed which reo NAUTICAL MILES PER POUND OF FUEL CHARTS.
suits in the most miles per pound of fuel.
The Nautical Miles per Pound of Fuel Charts (figures
In setting up engine powers for minimum fuel flow, A5-1 through A5-12) indicate the nautical miles that
the first step is to use the lowest RPM allowable for Can be travelled for each pound of fuel consumed and
a given brake horsepower. This minimum RPM may the airspeeds that can be expected for various alti-
be obtained from the Power Settings for Cruise Tables tudes, gross weights and brake horsepowers. Both cali-
I (the even numbered figures from A5.28 through A5-52) brated airspeed and true airspeed can be read. Graphs
or from the BHP-RPM Schedules (figures A2-16 tmd are included at 1Ooo-foot intervals for four-engine
A2-18). The power setting tables show only the even operation, and at 5000-foot intervals for three-engine
100 RPM's, while the BHP-RPM Schedules show a and two-engine operation.
continuous variation of RPM. The secorid step is to
ad just the mixture ,to obtain the minimum fuel flow Each graph consists of a set of curves for constant gross
for a given brake horsepower. The fuel flow curves on weights intersected by a set of sttaight lines for con-
the Estimated Fuel Consumption for Cruise Power stant values of brake horsepower per engine. Any
charts (figures A2-14 tmd A2-15) indicate the fuel flows given combination of gross weight and brake horse-
which will result in best economy mixture settings. power determines a point on the graph. From this
However, it is difficult to obtain best economy mixiure point one projects horizontally to the left to read nau-
settings and any error on the lean side may result in tical miles per pound of fuel and vertically downward
, unstable operation. In addition, operation at lean mix- to read calibrated and true airspeeds.
ture settings is restricted to brake horsepowers of 124:0
BHP or less in low blower and 1200 BHP or less in In addition, two curves are shown on each graph to
'high blower. Manual lean mixture settings using a indicate values for long range operation. Ooe of these
12 BMEP drop from best power mixture, or manual curves is identified as "Recommended Long Range
,rich mixture settings are used, depending on the re- Cruise Speed (WO% of VL/D )" and the other as "110%
quirements of the cruise performance charts. A descrip- of the Speed for Maximum Range."
tion of, the method used in settings cruise mixtures The r~commended long range cruise speed curve (110%
for both 12 BMEP drop and manual rich is included of VL/D ) provides a type of .operation which is prac-
in Part 2 of this Appendix. tical for long flights. Furthermore, the recommended
long range cruise' speed is in the vicinity, of the speed
On the Nautical Miles per Pound of Fuel Charts for maximum miles ,per pound, (which would be
(figures A5-1 through A5-12) the highest point on'any
drawn through the peaks of the gross weight' curves),
gross weight curve shows the speed (and brake horse- and has the advantage of being generally on the fast
power) for obtaining the maximum range per pound side of this speed. The result is to reduce the. flight
of fuel. Generally, however, to obtain better handling time as compared to that for maximum miles per
characteristics, and to obtain: a substantial increase pound at only a very slight sacrifice in range. It is
in speed for only a slight loss in miles per pound of therefore recommended that long range flights be con-
fuel, aircraft are flown at a higher speed which still ducted at "Recommended Long Range Cruise Speed
results in 99% of the maximum miles per pound of (110% of V LID)." It may be noted that operation at
fuel. For the C-118A this speed'for 99% of maximum 110% of V LID results in maintaining a constant angle
range is very near to 110010 of the speed for maximum of attack throughout the flight.
ratio of lift to drag (110% of VL/D). For this reason
1l0% of VLID is also referred to as long range ~ruise The 110% of speed for Maximum Range curve pro-
speed. This speed varies with gross weight and is shown vides a type of operation which is practical when
on the Nautical Miles per Pound of, Fuel ,Charts operating with headwinds over, 50 knots. The speeds.
(figures A5-1 through A5-12), ,Long Range Summary . obtained by the use of this curve result in a decreased
Charts ,(figures A5-13 through A5-15) and tbe Level mission time, ,thereby offsetting ,the increased fuel flow
Flight Performance Charts (figures A5-19 tmd A5-20). required. It must be remembered, however, that use
Changed 16 July 1962 AS-3
 Appendix I T.O. IC-1I8A-I

of this curve is recommended only when operating ing (figure A5·14), or two engines operating (figure
under headwind conditions. A5·I5). For this aircraft, long range cruise speed is
110% of the speed for maximum lift to drag ratio
In this appendix, the Long Range Summary Graphs (110% of V L/ D ).

I (figures A5·13 through A5·I5) and the Range Predic.

tion Charts (figures A5·22 through A5·29) are based
on operation at the "Recommended Long Range Cruise
These charts are based on standard atmospheric con·
ditions. However, the calibrated airspeed and BHPI
Speed (110% of V L/ D)." The brake horsepower reo engine will remain unchanged for non·standard condi·
quired to fly at the recommended long range cruise tions at the same density altitude. The RPM and fuel
speed is read (by interpolation if necessary) on each flow will increase slightly as temperature increases,
chart of nautical miles per pound of fuel. Since these while the BMEP and nautical miles per pound of fuel
charts are furnished only for altitudes in lO00·foot will decrease slightly.
steps, the brake horsepower for four.engine operation
at intermediate altitudes can be obtained from the
Power Required to Maintain 1.1 VLID Chart (figure Sample Problem:
A5·21). GIVEN: Engines operating = Four.
It will be observed in the nautical miles per pound of Cruise altitude = 15,000 feet.
fuel charts that both manual lean and manual rich
mixture settings' are used, depending upon the brake Gross weight = 100,000 pounds.
horsepower. The use of low blower or high blower is
also indicated. In some charts a note should be ob. FIND: CAS, BHP/Engine, RPM, BMEP, fuel flow
served requiring the use of 115/145 grade fuel when for. four.engine operation, and nautical miles
the brake horsepower exceeds specified values. per pound of fuel.
1. Enter the Four.Engine Long Range Summary
Sample Problem: chart (figure A5·13) at a gross weight of 100,000
pounds (A) and procede vertically through the
GIVEN: Cruise altitude = 20,000 feet density alti. chart.
tude.
2. At the intersection of the 100,000 gross weight
Gross weight = 90,000 pounds. line and the 15,000 foot altitude curyes, read
across to the appropriate scale at the side of the
Four engines operating. chart to find: CAS of 193 knots (B), BHPlengine
FIND: Power required to cruise at long range cruise of 1160 (C), RPM 2150 (D), BMEP 153 (E),
speed. fuel flow of 2250 pounds per hour (F), and
nautical miles per pound of fuel of 0.108 (G).
Nautical miles per pound of fuel.
3. Since the gross weight line intersects the alti·
1. Enter the chart (figure A5·5) at the intersection tude curve in the solid portion of the curves,
of 90,000 pounds and the curve labeled "Recom. operation would be in low blower with mixture
mended Long Range Cruise Speed." set for manual lean.
2. By interpolation, read the power required, 1075
BHP/engine, high blower, manual lean. MAXIMUM ENDURANCE POWER
CONDITIONS CHARTS.
3. Go horizontally to the left hand scale and read
the nautical miles per pound of fuel, 0.1145. These charts show the calibrated airspeed, engine
4. From the point described in step A, drop settings and fuel flow for maintaining maximum en·
straight down to the scale at the bottom of the durance speed with either four engines operating
chart an~ read the calibrated airspeed, 183 knots. (figure A5·16), three engines operating (figure A5·17)
or two engines operating (figure A5·18). Maximum
5. Continue down to the next scale and read the endurance speed is slower than long range cruise
true airspeed, 248 knots. speed, and is the speed which requires the minimum
power to maintain level flight.
LONG RANGE SUMMARY CHARTS. The charts are based on standard. atmospheric condi.
tions. However, the calibrated airspeed and BHPI
These charts show the nautical miles per pound of fuel, engine will remain unchanged for non·standard con·
fuel flow, calibrated airspeed and engine settings for ditions at the same density altitude. The RPM and
maintaining long range cruise speed with either four fuel flow will increase slightly as temperature in·
engines operating (figure A5·13), three engines operat. creases, while the BMEP will decrease slightly.
A5-4 Changed 16 July 1962
 T.O. lC-lISA-l Appendix I

Samp.le Problem: POWER REQUIRED TO MAINTAIN 1.1 V'/D

CHART.
GIVEN: Engines operating = Four.
A chart is provided (figureA5-21) to show the power
Gross weight = 100,000 pounds.
required to maintain 110% of V LID (long range cruise
Cruise altitude = 15,000 feet. speed) in level /light at any given temperature, pres-
sure altitude and gross weight. The chart is based on
FIND: CAS, BHP/engine, RPM, BMEP, and fuel all engines operating. A chase-around line on the chart
/low for four engines. illustrates the example.
1. Enter the Four-Engine Maximum Endurance
Power Conditions chart (figure A5-16) at a gross Sample Problem:
weight of 100,000 pounds (A) and read vertically
through the chart. GIVEN: Outside air temperature = -16°C.
2. At the intersection of the 100,000 pound line Pressure altitude = 15,000 feet.
and the 15,000 foot altitude curves read across Gross weight = 100,000 pounds.
to the appropriate scale to find: CAS of 144
knots (B), BHP/engine of 965 BHP (B), RPM FIND: Power required to maintain 1.1 V LID.
of 2040 (D), BMEP of 134 (E), and Fuel /low of 1. Enter air temperature scale at -16°C.
1750 pounds per hour (F).
2. Proceed vertically upwards to 15,000 feet pres-
3. The gross weight curve intersects the altitude sure altitude.
curves in the solid portion of the curve, there-
fore, all operation would be in low blower with 3. Turn horizontally to the right to the density
the mixture set for manual lean. altitude scale and note density altitude, 14,900
feet.

LEVEL FLIGHT PERFORMANCE CHARTS. 4. Enter gross weight scale at 100,000 pounds.
5. At intersection of 14,900 feet density altitude
These charts show the power required to maintain and 100,000 pounds gross weight, read the
level /light at any given airspeed and altitude with power required to maintain 1.1 V LID, 1160 brake
four engines operating (figure A5-19), three engines horsepower per engine.
operating (figure A5-19) and two engines operating
(figure A5-21/). The charts are based on a clean con-
figuration with cowl /laps set for adequate engine RANGE PREDICTION CHARTS.
cooling on a standard day. They are applicable to non- The range prediction charts (figures A5-22 through
standard conditions if allowance is made for the small A5-27) are provided to determine the amount of fuel
effect of a change in cowl /lap setting on speed. On and the time required to cruise a given distance at
figure A5-19 chase-around lines illustrate the example. various gross weights and cruise altitudes. The charts
are based on cruise at the recommended long range
Sample Problem: cruise speeds and are not corrected for wind. Figures
A5-22 and A5-23 are based on four engin.es operating
GIVEN: Gross weight = 94,000 pounds. at denSity altitudes of 5,000 to 20,000 feet. Figures
A5-24 and A5-25 are based on three engines operating
Density altitude = 20,000 feet. at density altitudes of 5,000 to 15,000 feet. Figures
FIND: Power required to maintain long range A5-26 and A5-27 are based on two engines operating
cruise speed (110% of V L/D) with four en- and density altitudes of sea level to 10,000 feet.
gines operating.
The charts may also be used to determine the range
1. Near center of chart locate intersection of that may be obtained from a given amount of fuel. The
94,000 pounds and the curve labeled "110% following example illustrates the use of the chart to
Speed For Maximum LID." determine cruise fuel and cruise time for initial /light
2. Proceed horizontally to the left to 20,000 feet planning.
density altitude and read the power requited to
maintain level /light, 1140 BHP per engine. Sample Problem:
3. On the scale directly below point A, read the GIVEN: Final cruise weight at destination = 72,500
equivalent airspeed, 185 knots. pounds.
4. Continue straight down to 20,000 feet density Cruise altitude = 10,000 feet.
altitude and read the trUe airspeed, 253 knots. Cruise distance = 1500 nautical miles.
Changed 16 July 1962 AS-S
Appendix I T.O. IC-IISA-I

F~ND: Fuel and time required to cruise 1500 nauti· The following example illustrates the method of using
cal miles. the table and the different power settings that may be
expected due to a difference in carhuretor air tem·
1. Enter the distance chart (figure A5-22) at final perature.
cruise weight of 72,500 pounds (A).
2. Read up to cruise altitude of 10,000 feet (B). Sample Problem:
3. Read across to range scale for range at final GIVEN: Desired cruise power = 950 BHP/Engine.
cruise weight of 6780 nautical miles (C). Cruise pressure altitude = 17,000 feet.
4. Subtract cruise distance of 1500 nautical miles Carburetor air temperature = 0° C.
(D) from (C) to obtain range at initial cruise
weight of 5280 nautical miles (E). FIND: Power settings necessary to maintain 950
5. Read across from (E) to cruise altitude of 10,000 BHP. .
feet (F), and down to find initial gross weight 1. Select table for 950 BHP/Engine (figure A5-38).
of 82,500 pounds (G).
2. Enter the table at 17,000 ft. pressure altitude (A)
6. Fuel required is the final cruise weight (A) sub- and carburetor air temperature of 0° C (B).
tracted from the initial cruise weight (G), or
82,500 -72,500 = 10,000 pounds of fuel re- 3. Read across and down, disregarding the guide
quired. lines on the table, to the intersection of altitude
7. To find the time required for cruise, enter the and temperature, to find the manifold pressure
time chart (figure A5-23) with the final cruise for these conditions of 27.9 in. Hg (C).
weight of 72,500 pounds (A) and read up to the 4. Follow between the guide lines, reading to the
cruise alti tude of 10,000 feet (B). right, to find RPM of 2200 in LOW blower,
8. Read across to the time scale to time at final BMEP drop of 12 psi, fuel flow of 461 Ib/hr/eng,
cruise weight of 28.5 hours (C). and a nominal BMEP of 122 psi at (D).
9. Enter with the initial cruise weight obtained Note
from .the distance chart of 82,500 pounds (D). To illustrate power settings changes necessary
10. Read up to cruise altitude of 10,000 feet (E) and for a change in CAT, assume a carburetpr air
'across to the time at initial cruise weight of temperature of + 20° C for the same condi-
20.7 hours (F). tions.
11. Cruise time is initial time (F) subtracted from 5. Entering the table with the same altitude, but
the final time (C) or 28.5 - 20.7 = 7.8 hours (G). with a CAT of +20° C (E), find manifold pres-
sure of 31.2 in. Hg (F) as in steps 2 and 3.

POWER SETTINGS FOR CRUISE TABLES.

6. Follow between the guide lines to find RPM of
2100 in HIGH blower, BMEP drop of 12 psi,
fuel flow of 476 Ib/hr/eng, and nominal BMEP
The even numbered tables (figures A5-28 through of 128 psi at (G).
A5-52) show the engine settings necessary to develop
a given brake horsepower for various pressure altitudes From these examples it is noted that the guide lines
and carburetor air temperatures. Power settings shown are used only after manifold pressure has been deter-
above the heavy line on the table are for operation in mined from the altitude and CAT.
high blower and those below the heavy line are for
operation in low blower. CRUISE SPEED TABLES.

Each table is for a single brake horsepower. Tables are The odd numbered tables (figures A5·29 through •.
provided for each 50 brake horsepower from 700 to A5-51) show the indicated airspeed and the true air-
1200 bas,ed on a 12 BMEp· drop from best power mix- speed resulting from any given cruise power at any
ture setting. Two additional tables are provided for given densiry altitude and gross weight. Each chart ~
1240 BHP (maximum cruise power in low blower), is for a single brake horsepower. There is a chart for ~
one based on 12 BMEP drop, and one based on 2 BMEP each 50 brake horsepower from 700 to 12.00. All addi- •
drop· from best power mixture. Fuel flows are lower
on the 12 BMEP .table than on the 2 BMEP table, how-
ever, the use of the 2 BMEP drop permits operation· at
tional chart for 1240 BHP (maximum cruise. power .
in low blower) is included. Cruise speeds for 1240 BHP
are the same for both 12 BMEP and 2BMEP drop.
I
higher altitudes. Facing each power setting table is a Facing each cruise speed table is a table showing
table showing the cruise speeds for that brake horse- the engine settings necessary to develop that brake
power. horsepower.

A5-6 Changed 16 July 1962

 T.O.le-1I8A-1

NAUTICAL MILES PER POUND OF FUEL - THREE-ENGINE

15,000 FlET-STANDARD DAY
l/..{;" = 1.2608
MODILI C~118A ENGINES t R280G-52W
DATA AS OF: 2·15·59 FUEL GRADE: 115/145
BASED ON: LEAN·FLlGHT TEST ALTERNATE FUEL GRADE: 1001130
RICH·CALCULATED DATA

23.
CALIBRATED AIRSPEED. (KNOTS)

~ ~. ~ m ~ ~ ~ m m
TRUE AIRSPEED (KNOTS)
m * ~o ~ m

AAI
Figure A5-9. Nouli(ol Mile. Per Pound of Fuel - Three-Engine.,..
, '5,000 Feet
'

AS-IS
 T.O. lC-1I8A-l

NAUTICAL MILES PER POUND OF FUEL - TWO-ENGINE

SEA LEVEL- STANDARD DAY
LOW BLOWER

MODEL. C.1I8A ENGINES. R2Boo.52W

DATA AS OF, 6015062 _1_ _ . FUEL GRADE, 115/145
lASED ON, CALCULATED DATA 1 0000
,r;- ALTERNATE FUEL GRADE, 100/130

CALIBRATED AIRSPEED (KNOTS)

130 140 150 160 170 180 190 200 210 220 230 240
TRUE AIRSPEED (KNOTS)

AA.1-67

Figure AS- 10. Naut/cal Mlle. Per Pound of Fue/- Two-Engine - Sea Level
A5-16 Changed 16 July 1962
 T.O. 1C·1I8A·1

NAUTICAL MILES PER POUND OF FUEL - TWo-£NGINE

5000 FEET - STANDARD DAY
MODEL. C·1I8A LOW BLOWER
ENGINU. R28GD-52W
DATA AS Of, 6-1 ...2 1/,{u = I.On3 FUEL GRADE, 115"/145
8ASED ON, CALCULATED DATA ALTERNATE FUEL GRADE, 100/130

TRUE AIRSPEED (KNOTS)

A.Al~66

Figure AS-II. Nautieal Miles Per Pound of Fuel - Two-Engine - 5000 Feet
Changed 16 July 1962 A5·17
 T.O. IC-1I8 A-I

NAUTICAL MILES PER POUND OF FUEL - ~O-ENGINE

10,000 FEET - STANDARD DAY
LOW BLOWER
I/,f;; = 1.1637 ,NGINES. R2800-52W
MODEll C-1I8A FUEL GRADE: 115/145
DATA AS OF: ..15..2 ALTERNATE FUEL GRADE: 100/130
BASED ON. CALCULATED DATA

TRUE AIRSPEED (KNOTS)

AAl-615
FIgure A.5-12. Naullcal Miles Per Pound of Fue/- Two-EngIne
- 10,000 Feel

Changed 16 July 1962

 T.O.le-118A-1 Appendix I

TWO ENGINE LONG RANGE SUMMARY

STANDARD DAY
MODELl C-1I8A ENGINES. R2800-'2W
LOW BLOWER MANUAL RICH
DATA AS OF. 2·15·59 FUEL GRADE. 115/145
BASED ON. CALCULATED DATA ALTERNATE FUEL GRADE: 100/130

..
I
..
II!

..
:I:

M I
ill
Ci1!
;!
.. 0
"
"
S

GROSS WEIGHT (1000 POUNDS)

AAl-191
Figure AS-IS. Two Engine Long Range Summary
,
'If'\:\ , "
.\ AS-21
\.
 " Appendix I T.O. 1C-118A-1

FOUR ENGINE MAXIMUM

,. MODEL. C·I1BA ENDURANCE POWER CONDITIONS
DATA AS OF, 2.15·59 STANDARD DAY ENGINE(S). R2BCJO.52W
. BASED ON, LEAN - FLIGHT TEST FUEL GRADE, 115/145
RICH - CALCULATED DATA ALTERNATE FUEL GRADE, 100/130

GROSS WEIGHT (1000 POUNDS)

AA1~79

Figure A5·16. Four Engine Maximum Endurance Power Conditions

A5·22 Changed 16 July 1962
 MODELl C·118A ENGINE(S)I f4 1R28OQ.S2W
BASED ON : RJGHT TEST DATA
DATA AS OF: 2·15-59

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00
7 ~
"'"
CO

.
5'
Q
"n.
...:r
...
~

...
"
CO
.
5'
0
.
."
~
Q
DENSITY DENSITY
ALTITUDE
ALTITUDE
ao 11000 FEET) 11000 FErn
"

» ~
'"~
'" 0-N ~_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~_ _~
Appendix I T.O. IC·lIeA·1

APPROXIMATE TWO ENGINE LEVEL FLIGHT PERFORMANCE

TWO ENGINES INOPERATIVE ON ONE SIDE
INOPERATIVE PROPElLER FEATHERED
COWL FLAPS ON OPERATING ENGINES OPEN I + 3 DEGREES I
COWL RAPS ON INOPERATIVE ENGINES CLOSED (-4 DEGREES I

MODIL. C·IIIA ENGINEIS" 14, R2100·52W

DATA AS OF: 6·15·62
BASED ON: FLIGHT TEST DATA

DENSITY
ALTITUDE
11000 FEo(

Note: When using chart brake honepower

the torquemeter brake honepower per en·
glne should be taken as the cliart brake
horsepower per engine minus power re-
quired for cabin supercharging which Is an
average of 17.5 IHP per engine for this
two engine operation.
AA1-74

Figure AS·20. Approximate Two·/ingineleve' Flight Performance

A5·26 Changed 16 July 1962
 - .'

POWER REQUIRED TO MAINTAIN 1.1 VL/D

ALL ENGINES OPERATING

MODEL, C·IISA ENGINES, (4) R2S00-52W

DATA AS OF: 2-1 5-59
BASED ON: FLIGHT TEST DATA

-
~

-'"
~

AIR TEMPERATURE GROSS WEIGHT 11000 POUNDS)

(ee)
STANDARD TEMPERATURE

NOTE,
Flight at altitudes above dotted lines »
."
require the use of high blowers. ."

~
""D..
.L-__________________________________________________________________________________________ ;c'
~ ~
Appendix I T.0.IC·118A·1

FOUR·ENGINE RANGE PREDICTION - DISTANCE

RECOMMENDED LONG RANGE CRUISE SPEED
NO WIND
MODEL; C-I18A ENGINES; (4) R280o..S2W .
DATA AS OF: 6·15·62 FUEL GRADE, 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUE.L GRADE: 100/130

- - - - USE MANUAL LEAN FUEL FLOWS.

USE MANUAL RICH FUEL FLOWS.

GROSS WEIGHT (1000 POUNDS)

Flgl/.e A5·22. Four-Englne Range PredIctIon-DIstance

AS·28 Changed 16 July 1962

 T.O. IC-lISA-I Appendix I
FOUR-ENGINE RANGE PREDICTION - TIME
RECOMMENDED LONG RANGE CRUISE SPEED
MODEll ("118A NO WIND ENGINES, (4) R2800-S2W
DATA AS OF: 6-15-62 FUEL GRADE: 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

GROSS WEIGHT (1000 POUNDS)

Figure A5-23. Four-Engine Range Prediction-Time

Changed 16 July 1962 A5-29

 T.0.IC-118A-I

THREE-ENGINE RANGE PREDICTION - DISTANCE

RECOMMENDED LONG RANGE CRUISE SPEED
NO WIND

C-118A ENGINES, (4) R2800-52W

DATA AS Of: 6-1542 FUEL GRADE: 115/145
DATA BASIS: FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

- - - - USE MANUAL LEAN FUEL FLOWS.

- - - USE MANUAL RICH FUEL fLOWS,

GROSS WEIGHT (1000. POUNDS)

figure A5-24. rltree-Engine Range Prediction-Distance

A5-30 Changed I ~ July 1962

 T.O. lC-1I8A-l

THREE-ENGINE RANGE PREDICTION - TIME

RECOMMENDED LONG RANGE CRUISE SPEED
NO WIND
MODIL, C-118A ENGINES, (4) R2800-52W
DATA AS OF, 6-15-62 FUEL GRADE, 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE: 100/1

USE MANUAL LEAN FUEL FLOWS.

- - - USE MANUAL RICH FUEL FLOWS.

GROSS WEIGHT (1000 POUNDS)

AAl"76

Figure AS-2S. Three-Engine Range Prediction - Time

Changed 16 July 1962 AS-31
 T.O. lC.IlIA·l

TWO·ENGINE RANGE PREDICTION - DISTANCE

RECOMMENDED LONG RANGE CRUISE SPEED
NO WIND
ENGINESa (4) R2800.52W
FUEL GRADE: 115/145
ALTERNATE FUEL GRADE: 100/130

USE MANUAL RICH FUEL FLOWS.

3000.

2500

500

GROSS WEIGHT (1000 POUNDS)

AA1-64

Figure AS·26. Two-Engine Range Prediction - DI.'ance

A5·32 Changed 16.July 1962
 T.O. 1C-118A-1

TWO.INGINI RANGE PREDICTION - TIME

RECOMMENDED LONG RANGE CRUISE SPEED
NO WIND

MODILI C.111. ENGINES. (4) R28011-52W

DATA AS OFI "'15"'2 FUEL GRADE, 115/145
DATA 8ASIS, FLIGHT TEST ALTERNATE FUEL ORADE, 100/130

USE MANUAL RICH FUEL FLOWS.

OR055 WEIGHT (1000 POUNDS)

fl,uro AS·27. Two.linglno Iton,. Prediction - Time

Chongod, 16 Jul, 1962 M·33
 POWIR SETTINGS FOR CRUISE
MODEL: C·118A 700 IHP/ENGINE
DATA AS OF: 6·15·62 MANUAL LEAN OPERATION R2800·52W ENGINES
lASED ON: PRAn & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30·C CAT. ALTERNATE FUEL GRADE: 100/130
P".l
Ptw,,,,,.. MMtlfokJ PHil"" AI BMBP N_
AlIihIM
(PH') -30 -20
C.b_ _ d;"T..,.,.,._.·C (1.. H.)
-10 0 +10 +20 +30 +38
.-
RPM

Blow.,.
DrvJ,
(,n)
Plow
P.,. Bs••
(Lb./Hr.)
BMBP
(,n)
...
ii' 25,000 21.9 22.4 22.8
J
23.3 23.1 23.5 23.9
c

~
•~.
~
24,000 22.9 23.3 l 22.8 23.2 23.7
1
23.6 24.0
HIGH

,.
~
23,000
22,000
22.9
23.0
23.3
23.4
23.8
23.9
23.3
24.3
23.7
24.8 1
24.11
24.2
24.0
24.6 IQ
2200 12 389 90

...
0
21,000 23.8 24.3 24.7 24.4 24.8 25.3 1 24:6 • is HIGH
2100 . 12 377 94
Sl
I... 20.000
19,000
23.9
24.8
24.4
25.3
24.8
24.9
24.5
25.4
24.9
25.9
25.4
26.3
25.8
25.8 ~
1
i
'I
18,000 24.9 25.4 26.0 1 25.5 26.0 26.4 25.9 ~r:
~i:i
HIGH
2000 12 360 99
--
i'
17,000 23.2
l 25.5 26.1 26.5 27.0 l 26.5 27.0
@;~ HIGH ':'
16,000 23.5 26.2
~~
23.9 1 26.7 27.1 .27.6 27.1 1900 12 344 104
~ ~
;;.
•I
15,000
14,000
23.7
24.6
24.1
25.0
I
24.5
24.7
25.0
25.1
,27.3
25.6
27.7
26.0 J
28.2
28.3
8~ HIGH
-
i
13,000 24.8 25.3 25.8 26.3
I 25.9 26.3 26.8
l ·1800 12 334 110
12,000 25.6 26.1 26.5 26.5 27.~ 26.7 27.2 27.5
J
I... 11,000 25.8 26.3 26.9 27.4 . 27.2 27.7 28.2 27.8
LOW
·1800 12 328 110
1
it
III
10,000 26.8
I 26.6 27. 1 27.6 28.2 1 28.0 28.5 28.9
•
!i .9,000 27.1 27.6 1 • 27.3 27.8 28.4 28.8 28.7 29.1
• 8,000 27.3 27.9 .' 28.4 28.9 28.6 29.0 29.5 1 29.4
LOW
1700 12 321 117
7,000 28.4 28.9 I 28.7 29.3 29.8 30.3 29.7 30.1
LOW

f•- 6,000
5,000
4,000
3,000
28.6
29.0
29.3
29.7
29.2
29.6
29.9
29.8 .
30.2
30.5
30.3'
30.7
31.1
30.0
31.3
31.7
l
•
30.5
30.8
32.2
. 31.0
31.3
31.7
1 30.3
31.7
32.1
1600

LOW
1500
12

12
314

309
124

132

~...
30.3 30.9 31.5 32.1 32.7 33.3 33.7
2,000 30.0 30.7 31.3 31.9 32.4 33.0 33.6 34.0 ,
LOW
! 1,000 30.4 31.0 31.7 32.3 32.8 33.4 34.0 34.4 1400 IZ 304 141
 I~I
n
~ OPERAnON
D CRUISE SPEEDS FOR
~
BELOW
CD" 700 BHP / ENGINE
...
It

MODEL: C·IIIA MANUAL LEAN OPERATION

VVD R21oo·52W ENGINES
FUEL GRADE: 115 / 145
BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/ 130
Airspeed iff KffOts lor DiHereJJl Gross W eights
De,,::J,
:~~s
11 0,000 10$,000 90,000 85,000 80,000 7$,000
Allil e POlmas POllruis p-.~;;a; Pounds Pounds Pounds Pounds
( FI)
lAS TAS lAS TAS lAS TAS lAS TAS lAS TA S lAS TA S lAS T AS lAS T A S

)~~ VVV
25,000
24,000
...
clio 23,000
c
;;; //V 22,000

\~~ /
2 1,000
l>o
.,'"
o
/ 20,000

/~ / ,//,/' 19,000
:0
18,000
Q
;c . ~ / 17,000
16.000

-
It
.., /V ~~~,/'
In
15,000 152 193
It
It
~

-;::
M
:-' V
14.000
13,000
155
157
193
193 -...
no

o
~

o
to ~V/ \'~~/
12,000
11 ,000
10,000 1S5 182
159
161
164
192
192
192
-~

:z:
~/ 9000 151 182 166 191

/~/
."
..... 8000 160 182 168 191
"'"
'/.~ 7000 162 182 170 190

1'~
CD

/~iV
~.
It
6000 164 181 172 189
5000 167 181 173 189
4000 l;1@ 181
ffi:
_170 175 188

/V/ / ..N:>
3000 :161. 171 180 177 187

~
2000 173 180 178 186

/// //\; 1000

S.L. In
175
177
180
179
180
182
185
184

......,.
1-40 -30 -20 -10 0 +10 + 20 NOTES:
Outside Air T em per-fllllre ( · e) ( I ) Airspel:ds based upon pilofs instrumcnl. nose rada r installed .

...,.
(2) Airspeed s based on -2 deg rees cowl fl a p sening. Decrease airspeeds 3 knots per d eg ree o f
It
"...j('
ope ni ng from -2 d egrees.

...'"
o ..
g
(3) Without nose radome decrease lA S approxi mately .i k oors. T AS is u naffected .
 ,

MODEL: C-118A
DATA AS OF: 6-15-62
POWER 5EnlNG5 FOR CRUISE
750 IHP/ENGINE
MANUAL LEAN OPERATION R-2800-52W ENGINES
{
ii"
lASED ON: PRATT & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130
F.,l
Pr,s,.,., M_folJ, Pussure AI RPM BMllP Flow NomUul
'Ahihul. C""burel"" Air Temp.r4lur. ·C (l1l. Hg) ....l Drop Pn-B1Ig. BMllP

... (F...) -30

I -20
1 -10 0
I +10 I +20
1 +30 I +38 BkJw.. (psi) (Lb./Hr.) (psi)

Iii' 25,000 23.4 23.8 24.2 24.3 24.7 25.1 .

e
il 24,000 23.4 23.8 24.3 24.3 24.8 25.2 25.6
...•
~
I L
~8
23,000 24.1 23.9 24.4 24.8 25.2 25.3 25.7
HIGH

..
Co>
~
22,000 24.2 .24.7 25.1 24.9 25.3 25.7 I 25.8
j!:\J
2200 12 410 96

0
lE
21,000 24.9 I 24.8 25.3 25.7
l 25.3 25.8 26.2
~~ HIGH
20,000 25.0 25.5 26.0 25.8 26.2 26.6 I 26.2 2100 12 39\1 101
...
~~
It
•
=
19,000 25.1 25.6 26.1 26.3
I 26.3 26.7 27.1
HIGH
;.
.
III
18,000 23.5 23.9 I 26.2 26.5 27.1 27.5 I 27.2

~~
. 2000 12 380 106
--
,..,
-
17,000 23.7 24.1 24.6 26.7 27.1 27.6 28.1
....n
cr 16,000 24.6 r 24.3 24.8 25.2 L 27.2 27.7 28.2
8Ii!
e
;;
•I
15,000
14,000
24.8
25.6
I
25.3
25.5
I
25.7
25.9
25.4
26.4 I
25.9
26.1
I 27.7
26.5
28.3
27.0
I
HIGH
1900 12 364 112
-
~

;:;l 13,000 25.7 26.2 26.1 26.6 27.1 I 26.6 27.1 27.4
row
. l
0 12,000
•:I: 25.9 26.4 26.9 27.5 27.2 27.7 28.1 I 27.5 1900 12 355 112

......
11,000 27.0 27.5 I 27.3 27.8 28.3 I 28.0 28.4 28.8
1ft 10,000
:0
III
27.2 27.8 28.3 28.0 28.5 29.0 I 28.5 28.9
LOW
ii
•
9,000 28.2 I 28.1 28.5 29.1
l 28.7 29.2 29.6 I 29.0 1800 12 347 118
8,000 28.4 28.9 29.5 29.3 29.9 30.4 I 29.7 30.1 I row
n
:r
7,000 28.6 29.1 29.7 30.2
I 30.1 30.6 31.0
I 30.2 1700 12 340 125

!I 6,000 29.8 30.3 I 30.0 30.5 31.1 31.7 I 31.1 31.5

row
1. 5,000 30.0 30.5 31.2 30.8 31.4 31.9 32.3 I 31.6 1600 12 333 133

•- I
4,000 30.3 36.9 31.5 32.1 31.7 32.2 32.6 33.0
...IE. 3,000 30.7 31.2 31.9 32.5 33.0 33.7 I 3:1.1- 33.1
row
1500 12 327 141

!-
'C --'-
2,000 31.0 31.6 32.3 32.9 33.4 34.0
. 34.4 34.8
LOW
1,000 31.4 32.0 32.7 33.3 33.9 34.4 34.8 35.2 1400 12 322 152
n OPEllAnON
~
a CRUISE SPEEDS FOR IELOW
::I
CD 750 IHP/ENGINE
...• V LID R28oo-52W ENGINES

.-..... MODEL: C-llIA MANUAL LEAN OPERATION FUEL GRADE: 115/145

lASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130
c
-<
:-
Ai,.speeJ ;" KfWls lor Di6ere1J1 Gross Wei6hls

.. Detlli"
AlIilNlie
(1")
10'.000
POilUS

...
ca'
..
e
~

loo
'"w,
:-"
n
~
...p
.".
e

...'"... -,
.-•.
." n

-
M

0' ~
~

....
'"0
'"
:z:
."
-....
'"
::I

..
CQ
~

-30 -20 -10 0 +10 +20 NOTES: ,.

~
OlllJidt Ai,. Tempwillu r, (·C) (I) Airspeeds based upo n pilot's instrument. nose rada r installed.
(2) Airspeeds based on -2 degrees cow l flap sening. Decrease ai rspeeds 3 knots per degre~ of ........
~, III
opening (rom -2 deg rees.
L-------------------------____________________________________________________________________________________--J
0) Without nose radome decrease lA S approxima tely .\ knots. TAS is u naffected.
...;C'
::I

'"
.... ~
 MODEL: C-118A
DATA AS OF: 6-15-62
BASED ON: PRATT & WHITNEY CRUISE Note:
POWER SETTINGS FOR CRUISE
BOO BHP/ENGINE
MANUAL LEAN OPERATION R28oo-52W ENGINES
FUEL GRADE: 115/145
i
;r

CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130

...
.0.
c:
~
Pussuu
AUitud.
(F••,)

25,000
24,000
-30

23.9
23.9
I -20
24.4
24.5
I -10
24.9
24.9
M"";fokl Pus""," AI
C.b"""or Ai. T8mp_. ·C (I... Hg)
0
25.2
25.5
+10 I +20
25.6
25.8
I
I
26.1
26.2
J +30
F.T.
26.7
I +38

Z~
-
RPM
Blo",..
BMEP
Dro/l
(/lsi)
Jlu.l
Flow
P.,.E"g.
(Lb./H••)
No""-l
BMEP
(/lsi)

... ~~
:.. HIGH
23,000 24.6 25.1 25.6 25.5 25.8 26.3
I 26.7 2300 12 442 98

~'"
L.
~ 22,000 22.6 23.1 I 25.7 26.2 I 25.9 26.3 26.8

~~ .
HIGH
."
0
21,000 23.2 I 23.3 23.7 I 26.4 26.8 27.3
I 26.8 2200 12 - 429 103
l51Q5
...••..
~ 20,000 2M 23.6
1 23.8 -24.3 24.7 I 27.4 27.9
ZSU
19,000 23.9 I 23.7 24.1 24.6
I 24.9 25.3 I 279
I 8:a~ HIGH
f
IQ
•
.
it
18,000
17,000
24.0
24.7 I
24.4
24.5
I 24.3
25.0
24.8
_ 25.5
I
25.2
25.3
I 25.5
25.8
L
26.0
26.2 26.5
2100
OOW2200
12
12
415
396
108
103 --
~
16,000 24.8 25.3 I 25.2 25.6 26.1 I 26.0 26.5 26.9

-~
LOW
i• lS,ooo
14,000
25.0
26.1
25.5

I 25.6
26.0
26.1
26.5
26.7
I 26.3
27.1 I
26.7
26.9
I 26.7
27.4
27.1
27.8
2100 12 388 108

I LOW
•8 13,000 26.3 26.8 27.3 269 27.4 27.8 I 27.5 279 2000 12 381 II4
12,000 I -21.0 27.5 28.0 28.6 I 28.0 28.9
ii•
27.2 28.5
LOW
ll,900 27.4 28.0 28.5 I 28.2 28.8 29.2 I 28.7 29.1 1900 12 372 119
......
!I'
IQ
10,000 28.1 I 28.2 28.7 29.2 l 29.0 29.5 30.0 30.4
LOW
ii"
•
9,000 28.3 28.8 29.4 29.4 30.0 30.5 I 30.0 30.0 lSOO 12 364 128
8,000 28.7 29.2 29.8 30.3 I 30.2 30.7 31.2
! 30.8

n 7,000 29.6 30.2

I 30.1 30.6 31.2 I 30.9 31.5 31.9
LOW
r. 6,000 299 30.5 31.1 I 31.0 31.5 32.0 32.6 l 32.1 1700 12 358 132
•l 5,000 30.1 30.7 31.3 3l!J I 31.1 32.2 32.8 33.2

•...-
LOW

.!- I
4,000 30.4 3t.o 31.6 32.2 32.8 33.4 32.9 33.3 1600 _12 _ 351 141
3,000 30.1-_ 31.2 31.9 32.5 33.1 - 33.7 34.3 34.7
2,000 31.0 31.6 32.3 329 33.5 34.0 34.6, 35.0
LOW
1,000 3U 32.0 -32.7 33.3 339 34.4 - '35.0 35.4 1500 12 346 lSI
 n OPERAnON
7
D CRUISE SPEEDS FOR IELOW
"
CD 800 IHP/ENGINE V LID R28oo.52W ENGINES
:t
-.......
C
MODEL: C·118A
lASED ON : FLIGHT TEST
MANUAL LEAN OPERATION FUEL GRADE: 115/145
ALTERNATE FUEL GRADE: 100/130

~ AirspeeJ itt Kff.OlS lor DiHere1ll Gross W nxhts

..-
~
D""ri11
AlJiltule
(FI)
110,000
POII"JS
lAS TAS
IOj,()()()
PolnUIs
lAS TAS lAS TAS lAS TAS
90,000
Poutuls
lAS I TAS
8j,OOO
Pou"ds
lAS TAS
80,000
Pounds
lAS TAS
75,{)()()
POI/"ds
lAS TAS

\~~V // ~!::
... ~~v /'" / '2 220
cij'
c:
~

",.. /'" ~// //r7.~~I',~()()()()()()~~-r-r-r-+~~~~--r-r-r-+-~~~220220~

23,()()()

...!-''",
/'"
.~~
~
// /~r~~20~),,()()()§=~==+==t=~==~==t==~=~==t=~==+==~=~==+==~§U~~220~
/",~~:~~:~r-~~--r--r~--~~--r--r~--+--V~3.~aI=rl~.~~~~!:
n
...p
/"'~\~~ ~~:~~':'()()()()()()=-+-~-r-+--r-+--r-+~--r-+-~-+!~;:~~:~:~:;7.~:.:~:
"i¥.
~
c:
;;.
"
'" /~\~~~""i aI. -,
/ 1---':7'!I:,~OO=OO'----r--r~--+--+--If---r~--+--t---+1Ji"
15,()()() 1M 171 217
-
n
."
""<>. V &~~~y :~! ~:~
-
M

o
~
A;~
~~~.,.,-v ~
V 12,()()() ~m 171 207
~ m 173 206
176 214 ~
-
.
CD ll,()()() 178 213
o
o
~V
l~_,V I: iF ~ :;~ ~~~ ::~ ~:~
"
:z:
."
.....
go
CD
S·
I ./

V~"v~yV 1--"':':::::
1./
V,~ ~",/,;..r
~:'----f---+-~--+--+--I---+--+---J.l.I:~
~V,/,
6000
1./ !ril/ 5()()()
!:i~177 195 182:~~ 201~~! 186::: 206~:
170
172 III 179
.:
194 184 200 188 205

V //' V~../
V
r~~ :: 2()()()
.
. ~~~
Ji j ::~ :~ ::~
184m~I%1922oo
:: ::~ ~~!
1./ 1./ 1./ 1---~1()()()-+--I---+--+--+---l---+=-+I75m. 181 185 186 191 190 195 194 199
V ...... V ....... V ~ S.L 176 177 183 185 187 190 192 194 195 198

1-40 -30 -20 -10 0 +10 +20

NOTES:
Oullide Ai,. Tem/Jwlliure (·C)
( I) Airspet.-ds based upon pilot's instrument, nose radar installed.

...,..,
(2) Airspttds based on - 2 degrees cowl flap sening. Decrease airspeeds 3 knou per degree of
opening from - 2 degrees.
U.
o~ (3) Without nose radome decrease lAS approximately .~ knots. TAS is unaffected .
______________________________________________________________________________________ ~

Co>

'"
 » »
'",
...o MODEL: C-118A
POWER SETTINGS FOR CRUISE
850 8HP /ENGINE ....
."
."

DATA AS OF: 6-15-62 MANUAL LEAN OPERATION R2800-52W ENGINES ";.-

BASED ON: PRATT & WHITNEY CRUISE N ote: FUEL GRADE: 115 / 145
CHARTS ALT 102A D o not operate in hig h blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/ 130

Fu~l
Preuure Carburetor Air Temperature °C (ltl. Hg ) RPM BMEP Flow Nomi,Jal
Altilude Manifold PreS.flIre AI Per E,lg. BM EP
a'ld OrQP

...
(Fee l ) - 3U
I 20 - 10
I 0
I + 10 I + 20
I + 30
I + 38 Blower (psi) (U,./Hr.) (psi)

cO' 25,000 25.4 F.T. 26.3 26.9 F.T.

..»
c:
~
24,000 25.5 26.0 26.5 I 26.9 27.4 F.T.
:t
~,.;
'"w, 23,000 25.8
I 26.1 26.6 27. 1 I 27.5 27.8
:t<
u
~ 22,000 25.9 26.3 26.8 I 27 .2 27.6 I 27.9 28.4
Zu
...
0
21,000 26.0 26.4 26.9 27.5 I 27.7 28.0 I 28.4
-
",0
f-m
0
HIGH
2300 12 365 105

.~ 20,000 24.3 I 26.5 27.0 27.5 28.0 I 28.1 28.6 <'"

",> HIGH
..;.'" ",0
~

::
19,000 24.5 24.9 25.4 I 27.6 28.0 28.4 I 28.6
"'''
0<
2200 12 351 109
18,000 25 .1 25.5 I 25.5 26.0 I 28.1 28.4 28.9
cc
~
17,000 25.3 25.7 26.2 I 26. 1 26.6 I 28.5 29.0
f-'"
0'"
Z~
,.,,
,.,0-
~
16,000 26.0 I 25.9 26.4 26.9 I 26.7 27.2 I 29.1 0 0
oaj HIGH CD
»,
I I I
~
c: 15.000 26. 1 26.6 26.5 27.0 27.4 27.4 27.9 2100 12 437 115
..
;;.
14,000 27.1 I 26.8 27.4 27.9
I 27.6 28.1 I 28.1 28.5 LOW 2 100 12 409 115
CD 13,000 27.2 27.7 27.6 28.1 28.6 I 28.3 28.8 29.3
LOW
'"0
CD
12,000 28.0 I 27.9 28.4 I 28.2 28.7 29.2 I 29.0 29.5 2000 12 401 120
...
X
11,000 28.2 28.8 28.7 29.3 I 28.9 29.4 29.9 30.4
...
"-
~
10,000 28.5 29. 1 29.6 I 29.5 30.0 30.5 I 30.0 30.5
LOW
1900 12 392 127
cc;.
.. 9,000 29.5 30. 1 29.9

I
30.4 I 30.2 30.7 31.2 31.7
LOW
8,000 30.3 I 30.3 30.9 30.6 31.2 31.7
I 3 1.4 3 1.9 1800 12 384 134

,.,or 7,000 30.5 3 1.1 3 1.1 31.7 I 31.4 32.0 32.5 32.9
LOW
D 6,000 30.8 31.4 32.0 I 31.9 32.5
I 32.2 32.7 33. 1 1700 12 377 141

."
CD
CL
5,000 31.0 31.7 32.3 32.9 I 32.8 33.4 33.9 34.3
LOW
.,.. 4,000 31.2 3 1.8 32.5 33.1 33.7 34.3 I 34.0 34.4 1600 12 370 150
....
c:
3,000 31.5 32. 1 32.7 33.4 34.0 34.6 35.2 35.6
~ 2,000 31.7 32.4 34.2
..,.,.. 33.0 33.6 34.8 35.4 35.8
LOW
.., 1,000 32.0 32.6 33.3 33.9 34.5 35.1 35.7 36.1 1550 12 368 155
 n

...."
:r
12

CO
CRUISE SPEEDS FOR
BSO BHP/ENGINE
MANUAL LEAN OPERATION
OPERAnON
BELOW
V LID R2BOO-52W ENGINES
MODEL: C-llBA FUEL GRADE: 115/145
...'"c BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/ 130

-.
:;:
~
Density
Altitude
(Ft)

....
ca"
..
e
~

l>
'"W,
~
n
~
~
e
;"
co

"'".co --
n
a.. .,..
•

-
M

..'"
;;
~
•

.
0

:z:
"on
.....

"'";"..

-40 -30 -20 -10 0 +10 +20

NOTES; ,..
,..
O~IJ;de Air TemperlllNre (·e)
(t) Airspeeds bast!<! upon pilofs insfcument, nose radar installed.
(2) Airspeeds based on -2 degrees cowl flap setting. Decrease airspeeds 3 knots per degree of
".....
, opening from -2 degrees. "...;C"
'" ~

-.... wL-______________________________________________________________________________________________________
w 0) Without nose radome decrease lAS approximately .~ knots. TAS is unaffected. ~
 POWER SmlNGS FOR CRUISE
MODEL: C-1l8A 900 BHP /ENGINE
DATA AS OF: 6-15-62 MANUAL LEAN OPERATION R2800-52W ENGINES
BASED ON: PRATT & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130
Fuel
p,.essure M;mifQIJ PNlssure AI RPM BMEP Flow Nominal
Altitude C.,burelor A;~Temper"'lIf'e °C (In. Hg) and DrofJ Per Eng. BMEP
Blowe,.
(Feel) -30 I -20 I -10 I 0 I
+10 I
+20 I +30 I +38 (fJIi) (Lb./Hr.) (fJsI)
...
<ii' 25,000 26.7 27.2 P.T.
c
iil 24,000 26.6 27.2 27.7 28.2 P.T. S·
_1-0
......•
~
23,000 26.7 27.3 27.8 I 28.2 28.8 29.3 P.T. :tiS
Zu
_ 0

!" 22,000 26.7 27.3 27.8 28.3 I 28.8 29.2 29.7

...
0
21,000 27.2 27.8 I 27.9 28.4 28.9 29.3 I 29.7 ~lf.
;:j~ HIGH
:Ii I
•
~
20,000 25.0 L 27.8 28.3 28.9 28.9 29.4 29.9
ll!g 2300 12 483 111

•'" 19,()(N) 25.0 25.5 26.1 L 28.8 29.4 29.9 I 29.9 0<.
HIGH
~I:l
~
'e
18,000 25.5 26.0 I 26.2 26.7

I
27.1 I 30.0

I
30.5
Z~
2200 12 470 H6
--
n
it
~

n
17,000
16,000
25.6
26.3
26.1
26.8 I
26.7
26.8
27.2
27.3
27.2
27.7 I
27.7
27.8
30.6
28.3
I
8~ HIGH
2100 12 455 122
•
.-
I -
~
~
c
ii'
15,000 26.4 26.9 27.5 I 27,4 27.9 28.3 28.5 28.9
LOW
•I 14,000 27.3 27.8 I 27.6 28.2 28.7 I 28.5 29.0
I 29.0 2200 12 436 116

§ 13,000 27,4 28.0 28.5 I 28.3 28.8 29.3 I 29.2 29.6

LOW

•:I:... 12,000 28.5 I 28.2 28.7 29.3 I 28.9 29.5 30.0

I 29.7 2100 12 426 122

..... 11,000 28.7 29.3 29.8 I 29.6 30.1 I 29.7 30.2 30.6
LOW
III,. 10,000 28.9 29.5 30.0 30.6 I 30.2 30.7 I 30.3 30.7 2000 12 417 128
'"•OJ' 9,000 29.9 30.5 31.1 I 30.7 31.3 I 30.9 31.5 31.9
LOW
8,000 30.4 31.1 I 31.3 31.8 I 31.5 32.0 I 31.6 32.0 1900 12 . 410 134
7,000 30.6 31.2 31.9 I 32.1 32.7 I 32.3 32.9 33.3
LOW
.

i-
CI'
6,000
5,000
4,000 .
31.0
31.1
31.3
31.6
31.8
31.9
32.2
32,4
32.5
32.9
33.0
33.2
I 32.9
33.6
33.8
33.5
34.2
34.4
I
34.1
34.3
35.0
l 33.5
34.7
35.4
1800

LOW
1700
12

12 .
403

396
142

150

i'... 3,000
2,000
31.5
31.7
32.1
32,4
3~7

33.0
33.4
33.7
34.0
34.2
34.6
34.8
35.2
35.4
35.6
35.8
LOW

=
N
1,000 32.0 32.6 33.3 .. 33.9 34.5 35.1 35.7 36.1 1650 12 392 154

-. .-
n
::r
CRUISE SPEEDS FOR
""
CD 900 IHP/ENGINE R2.00-52W ENGINES
:t
..-...
c
~
MODEL: C-ll ....
I ...SED ON: FLIGHT TEST
MANU...L LE...N OPER ...TION FUEL GR...DE: 115/145
...LTEIIN... TE FUEL GR ...DE: 100/130

0",';11
AlliI....
IFI)

...
<ii'
c
•
~

'"w,
:-<
n
~ ....
c
.•• ~
...•'" -,
..•co. -»,
n

-...
0
~
CD

-
0
0

...'-:z:'"
...
":;.
CD

CD

-40 -30 -20 -10 0 +'0 +20

OMlside Air Temp"IIIMre (·e)
NOTES:
......»
~
( I) Airspet:ds based upon pilot's instrument, nose radar installed.
(2) Airspeeds based On -2 degrees cowl flap setting. Decrease airspeeds 3 knou per degree or .
..1:
,
W
~
opening from -2 degrees.
0) Without nose radome decrea se lAS approximately .' knots. TAS is unaffected .
oN ~______________________________________________________________________________________________________ ~
";C'
IL
 MODEL: C-llIA
DATA AS OF: 6-15-62
POWER SEnlNGS FOR CRUISE
950 BHP/ENGINE
MANUAL LEAN OPERATION R2100-52W ENGINES
f
0.
;c'
BASED ON: PRAn & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130
Fuel
Press.,.. M."i!olJ Puss",.. AI RPM BMEP Flow NomintJ,
AlIihIJ. C..bu,.elor Ai,. T.,pet'lllu,., °c (In. Hg) .mt mo/l Per Eng. BMEP
(F.et) -30
I -20
I -10
I C:ol(JI +10 I[+"io-J!] I +30 I +38 Blower (/Is;) (Lb./Hr.) (/lsi)
I
~ 25,000 28.0 28.5 F.T. I
..
c
~

~
24,000 28.0 28.5 29.0 F.T.
I
I
I
I ==
~!-O

...!"....• I I =(i
23,000 28.1 28.6 29.1 29.4 F.T.
I
I ~U
22,000 28.0 28.6 29.1 I 29.7 30.2 30.7 I F.T. 0

...
0
21,000 28.3 28.9 I 29.2 29.8 : 30.2 I 30.7 I 31.2 ~~
il I :J~
•...IE
~
20,000 26.0 I 29.0 29.5 30.1 30.3 30.8 I 31.2
~g HIGH
• 19,000 26.1 26.6 27.2 I 30.2 I 30.6 I 30.8 I 31.3 0< 2300 12 506 117

..
f 18,000
ri,;Ooo---AI...
26.5 27.0 I 27.3 --Vi
r~:."
J.J. !7~ ~
30.6 ~_3~.1
I L. .}1.2 F J
il 31.3
U HIGH
-,
.-.
_16:..6 ___ p.1 2(J 31.7 2200 12 492 122 n
8~ r-----,
~- 28.3
i' I 1~~!:5_ Ii.. 31~
.." a'
'16,000 27.3 27.8 27.9 28.4
1t-
29.0
~
HIGH
;-
•I
15,000
14,000
27.5
28.0
28.0
28.6 I
28.6
28.7
I 28.5 "
29.3 I
29.0
29.3
29.1
29.7
29.6
~29.7 30.1
W. G
r
2100 J
i.J
12 476 128 ~
-
~
13,000 28.2 28.8 29.3 I' 29.5 30.1 I 29.8 30.4 l\.. 30.2 j.D
LOW
2200 12 461 122
0
• 12,000 29.1 29.7 I 29.5 30.1 I 30.3 30.8 I 30.5 30.9
LOW
~ I I I
.,
11,000 29.3 29.9 30.4 30.2 30.8 31.0 31.6 31.0 2100 12 447 128
;;,
;;
•
10,000
9,000
30.2
30.4
I 30.0
31,0
I
30.6
30.8
31.2
31.3
I 31.0
32.0 I
31.6
31.8
I 31.7
32.4 I
32.1
~2.2
LOW
2000
LOW
12 4'16 ...
8,000 30.7 31.3 32.0 t 31.5 32.1 32.7 I 32.5 32.9 1950
LOW
12 433 B8
n
r..
7,000
6,000
30.9
31.2
31.5 32.2 32.7 33;3 I 32.9 33.5 33.9 1856 12 425 145
31.8 32.4 33.0. 33.6 34.2 34.8 35.2
!III

-
l
•...c
5.000
4,000
3.000
31.3
3l.4
31.6
31.!/
32.0
32.2
32.6
32.7
329
33.2
33.3
33.5
33.8
33.9
34.1
34.4
34.5
34.7
35.0
35.1
35.3
35.4
35.5
35.7

!-
~ 2,000 31.8 32.5 33.1 33.7 34.3 34.9 35.5 35.9
, .- LOW
1,000 32.0 32.6 33.3 33.9 34.5 35.1 35.7 36.1 1750 12 418 154
 n OPERAnON
:r
D CRUISE SPEEDS FOR BELOW
~
CD 950 BHP/ENGINE V LID
CD R2800-52W ENGINES

.....-..
Do MANUAL LEAN OPERATION
MODEL: C-1I8A FUEL GRADE: 115/145
BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130
C
-< Airspeed;,. KfWls lor DiUereN GrOIS WeiKhts
..,
......
DUIl;J, 1I0,(){)() 105,(){)() IOO,(){)() 95,(){)() 90,(){)() B5,(){)() BO,(){)() 75,(){)()
A11;Jsule POllnJs POlltu/S POllruJS POUn4S Pounds Pounds Pounds Pounds
1Ft)

."
.0'
.e
~

l>o
...'",
:0
n~
e -<
;.
CD ~
V>

..
."
CD n,
D..
~

0"
,.,
CO

'"'"
0
-
'"
:t:
."
...
......
~
CD

..
S·

-30 -20 -10 0 +10 +20

NOTES:
OulJide Ai,. Temptr/d"re (·C)
( I) Airspeeds based upon pilot'S instrument, nose radar installed.
,.
,., >
>
(2) Airspeeds based on - 2 degrees cowl Rap secting. Decrease airspeeds 3 knots per degree of
opening from -2 degrees.
.
."
."
~

'"... U.
~L-
(3) Without nose radome decrease lAS approximately .\ knots. TAS is unaffected .
______________________________________________________________________________________________________ ~
Do
j('
'"
 POWER SEnlNGS FOR CRUISE
......,..
1000 BHP IENGINE ~
MODEL: C-llSA Go
;C.
DATA AS OF: 6-15-62 MANUAL LEAN OPERATION R28oo-52W ENGINES
BASED ON: PRATT & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130

Fuel
p,..SItltW Mimi/oU Pressure AI RPM BMEP Flow Nom;",,'
C""bunlor Ai,. Tnnp.,.tllrw. °C (In. Hg)
... AlliI""" -S Drop Per E"Il. BMEP
<ii'
c
;;
(Fool) -30
I -20
I -10
I 0
I +10
I +20
I +30
I +38 Blower (psi) (Lb./Hr.) (psi)

23,000 29.1 29.7 F.T.

.......,
~
22,000 29.1 I 29.7 30,3 30.9 F.T.
:I:
\!Ii-<
? -<
:l:
21,000 29.2 29.7 I 3D.3 30.9 31.4
~~
U
"
0 20,000 29.5 I 29.8 30,3 30.9 I 31.4 32.0 F.T.
~~
~ 19,000 29.6 30.2 30.7 I 30.9 31.4 I 32.0 32.6
•:z'" a~ HIGH

..
;;'
18,000
17,000
27.0
27.2
27.5
27.7
I 30.8
28.3 I
31.3
31.4
I 31.5
31.8 I
32.0
32.0
I 32.6
32.6
~~
0<
2300

HIGH
12 526 123

-,
~~
n
..
;;'
!;'
c
;r
16,000
15,000
14,000
27.8
27.9
28.8
28.3
28.5
29.4
I
I
28.4
29.1
29.2
I
28.9
29.0
29.7
I
I
319
29.6
29.7
I
32.4
32.5
30.1
I
I
32.6
33.0
33.0
8~
2200

HIGH
2100
12

12
512

495
128

135
--
-~
•I
-g 13,000
12,000
11,000
28.9
29.8
30.4 I
29.5
30.3
30.6
I
30.1
30.2
31.2
I
I
29.8
30.7
30.9
I
30.4
30.5
31.4
I

I
30.2
31.1
31.3
30.8
31.7
31.9
I
31.2
31.4
32.3
LOW
2200 12 481 128

'"
:I:
-... 10,000 30.5 31.1
I 31.3 31.9
I 31.5 32.1 32.7
I 32.4
LOW
2100 12 469 135
",.
.•
1ft

;;'
9,000
8,000
30.7
3D.9
31.3
31.5
32.0
32.1
I 32.1
32.6
I
32.6
32.8
I 32.2
33.4
32.8
34.0 I
33.2
33.4
LOW
2200
LOW
12 456 141

n
7,000 31.1 31.7 32.3 32.9 33.5 34.2
I 34.2 34.6 1900 12 449 149

.
~
,.a
6,000
5,000
31.3
31.4
31.9
32.1
32.5
32.7
33.1
33.3
33.7
33.9
34.3
34.5
34.9
35.1
35.3
35.5

...-
t 4,000 31.6 32.3 32.9 33.6 34.2 34.8 35.4 35.8
0-
3,000 31.9 32.5 33.1 33.8 34.3 35.0 35.6 36.0
c

:-
oC 2,000 32.0 32.7 33.3 33.9 34.5 35.1 35.7 36.1

.. 1,000 32.3 32.9 33.6 34.2 34.8 35.4 36.0 36.4

LOW
1850 12 444 153
 n OPERAnON
::r
Q
[·.oPIIATION CRUISE SPUDS FOR
~:.:-.ow
BELOW
'"..
~

1.tVI/II 1000 BHP / ENGINE V LID R2800-52W ENGINES

Q. MANUAL LEAN OPERATION
MODEL: C-llIA FUEL GRADE: 115 / 145
BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130

..-
I ;" X",,'s fr>r . . Gross '.'
~ De"s:J,
Allil e
110,000
Pounds
105,000
POlmas
100,000
Posmas
95,000
POllruls
90,000
Po.mds
85,000
Pou"ds
80,000
Pounds
75,000
Pounds
(F,)
lAS TAS lAS TAS lAS TAS lAS ITAS lAS TAS lAS TAS lAS TAS lAS TAS

~~v~/
25,000

...
.c'
24,000
23.000 170 WS 177 256 183 }64
.
c~

V ~VVV
22,000 m 2~
2~5
179
181
254 185 262

..-
l> 21,000 167 233 17S 253 187 260
'", 20,000 170 233 In 2" 183 252 188 255

o V ~VVV 19,000
18,000
173
175
233
233
180
182
243
242
186
188
250
248
190
191
256
254

~~v
c 178 232 185 241 189 247 193 252
..
;;.
/V
17,000
16,000 In . 221 180 232 187 239 191 245 195 250
..,.'"
.. 188 238 193 248 -,
'~V
15,000 175 ' 221 183 231 243 196 n
Q.
~
/V 't-'
14,000
13,000
178 221
1180 221
186
188
230
229
190
192
236
235
195
196
242
240
198
199
246
244
--»-
01>
0'
- ~~V ~V
~

o
12,000 183 220
210 185 21'
189
191
228
226
194 234
232
198
200
238
236
201
202
241
- ,

.:z: /VV ~V 177 196 239

11 ,000
o
o 10,000 180 210 188 219 193 225 197 230 201 234 203 237
9000 183 210 190 218 195 223 199 229 202 233 205 235
."
...
..... 8000 185 211 192 217 197 222 201 229 203 231 206 233

~v.~;/r
~ 7000 187 211 193 216 198 221 202 225 204 229 207 231
'"..5' 6000 179 ." 118 211 194 215 199 219 203 224 205 227 207 229

~ / ~ ~~ I"
5000 190 207 196 214 200 218 204 222 206 225 208 227
4000
I" 192 206 198 212 201 2 16 205 220 208 223 209 225

VVV/ f 3000
2000 ~: .,.
1!11 194
196
205
204
200 211
201 210
203
205
215
214
206
208
218
217
209
210
22 1
219
211
212
224
222

V /V V \: 1000
S.L. ...,..
rIM 118'
lie.
192
195
197
197
19~
200
203
202
203
205
209
208
206
208
212
211
209
210
215
214
211
213
217
216
213
215
220
218

-40 -30 -20 -10 0 +10 +20 NOTES:

Outside Ai,. Temperlilure (-C) ( 1) Airspe~ s based upon pilot's inst rumen t, nose radar installed.
(2) Airspeeds based on - 2 degrees cowl flap setting. Decrease airspeeds ., knots per degree of
..,..,.»-
opening from -2 degrees. ~
Q.
~ 0) Without nose tadome decrease lAS approximately .l knots. TAS is unaffected . j('
o
w
 POWER SEnlNGS FOR CRUISE ...,.
MODEL: C-118A
DATA AS OF: 6-15-62
1050 IHP/ENGINE
MANUAL LEAN OPERATION R2800-52W ENGINES
i;;
lASED ON: PRATT & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130
Fuel
PUSSIW.
M_foU PresslWe AI RPM BMllP Flow Nomirul
Al#tuJ. C...b....tOf' Air T....,.,.",,,,.. ·C (I... Hg) ..,4 Dro~ Pttr B"6. BMllP

... (F• .,) -30

I -20
J -10
I 0 j +10 I +20 I +30 I +38 Blower (~,;) (Lb./Hr.) (~si)

Iii' 25,000

,....~ 24,000
23,000 30.7 31.3 F.T.
....• §~
.!"
0
22,000
21.000
30.7
30.8
I 31.3
31.3 I
32.0
32.0 32.6 F.T.
:t:u
Zu .
~
~

20,000 31.2 I 31.4 32.0 l 32.6 33.2

I:!~ HIGH
•'" l I
~~
19,000 31.3 31.7 32.1 32.6 33.2 33.8 34.3 2300 12 551 129

......
!. 18,000 28.2 I 31.8 32.4
I 32.7 33.2 I 33.8 34.3
~< ..
.0-.. 17,000 28.3 28.9 I 32.5 33.0 l 33.3 33.8 34.3
....
~

~~
HIGH
n 16,000 28.8 I 29.0 29.6 I 33.1 33.5 I 33.9 34.4 2200 12 537 135

..
CD
:po
c
;r 15,000 28.9 29.5 I 29.7 30.2 I 33.6 34.1 34.6 81Q HIGH
•I 14,000 29.8 I 30,3 I 31.4 I 34.7 2100 12 518 141

-.
29.7 30.3 30.9

§
13,000 29.9 30.5 l 30.5 31.0 l 31.0 31.5 32.1 32.5
LOW
12,000 l I 32.8 I 32.6 2200 12 507 135

......
30.4 30.7 31.2 31.1 31.7 32.2
:t
.....
11,000 30.6 31.2 I 31.3 32.0 I 32.0 32.5 33.1 33.5
LOW
10,000 30.7 31.3 31.9
L 32.1 32.8 33.2 33.8 I 33.7 2100 12 492 141

~ 9,000 30.8 31.5 32.1 32.7 33.3 33.8 I 33.9 34.3 ~oc: 12 478 148
• 8,000 ·31.0 31.6 32.3 32.8 33.5 34.0

n 7,000 31.2 31.8 32.4 33.0 33.7 34.2 34.8 35.2

{.. 6,000
5,000
4,000 .
31.3
31.5
32.0
32.1
32.6·
32.8
33.2
33.4
33.8
34.0
34.4
34.6
35.0
35.2
35.4
35.6

•• 31.7
31.9
32.3
32.5
32.9
332
33.6
33.8
342
34.4
34.8
35.0
35.4
35.6
35.8
36.0
J . 3,000.
2,000 32.1 32.7 33.4 34.0 34.6 35.2 35.8 36.2
LOW
i 1,000 32.3 32.9 33.6 34.2 34.8 35.4 36.0 36.4 1950 12 474 153
 n
:r
D
-
OPEItATION
- OPERATION
-
CD= BELOW CRUISE SPEEDS FOR BELOW
CD
1.lVLlIl 1050 BHP /ENGINE V L/D
.....-..
"- R2800-52W ENGINES
MODEL: C-118A MANUAL LEAN OPERATION FUEL GRADE: 115/145
C BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130
-< Airspeed in KfJOls for DiDerent Gross Weights
Density 90,000 85,000
~'!~;
110,000 105,000 95,000 80,000 75,000
AUiluJe Pounas PoutUls Pounds Pounds Pounds Pounds Pounds
(Ft)
lAS TAS lAS TAS lAS TAS lAS TAS lAS TAS lAS TAS lAS TAS lAS TAS

~vvv
25,000
167 24 175 257 181
."
cO'
~
c V V/ 24,000
23,000 170 24 177 256 183
267
265
185 .273
187 276

~VVV
22,000 17J 24 179 255 185 263 189 269
:..
...'"
o V 21,000
20,000
175
17a
~
2~
182
184
254
253
187
188
261
259
190
192
267
264

/' ~VVV
Co>
19,000 In 1232 180 Z< i3 186 251 190 257 194 262
n 187 '
~
c 18,000 17S 1232 182 2' 250 191 255 195 260
.
;;;'
..,..'" /,V ~ V 17,000 178 1232 184 241 189 248 193 253 197 258
16,000 180 1232 186 240 191 247 195 252 J9~ 256
-
.
/V ~\~~
15,000 183 1m no
Q,
~

0-
14,000
13,000
m
ISO
220
220
18S 1230
187 229
188
190
192
239
238
236
193
195
197
245
244
242
197
199
200
250
248
246
200
201
254
252
202 249
-
;-
- -
/<~v \,~~V
~ o
12,000 U12 220 189 229 194 235 198 240 202 244 204 247
o
,~ 219 192 ' 228 234 200 238 206
~~.
11,000 196 203 245
~
II> 10,000 187 211 194 i 227 198 232 202 236 204 207 .243
:z:
."
"-
"'
,/ V ~V 9000
8000
18
I ..
208
208 192
190 21:
•
218
196
198
; 226
: 224
200
201
230
228
203
204
234
232
206
208
238
236
208
209
241
239

~~~
'"":;' 7000
6000
18
189
208 194
208 .195
217
216
199
200
223
. 221
202
203
227
225
206
207
231
229
209
210
234
232
211
212
237
234

"I '" -'"'

CD

~ V ~
5000 .191 207 197 215 202 • 220 205 224 208 227 211 230 213 232
4000 lIS 198 ,"" 207 199 214 204 219 207 222 209 225 212 228 214 230

V,/V/ f 3000
2000 1110
l'B
197
199
205
205
203
204
m
212
210
,.
207
208
m
216
' 215
=
209 '"
211
219
217
m
212
214
'"
222
220
m
215
216
'224' ' ' 216
222
''
218
".
226
224
/V~
1000
V /V S,L. 1" 201 204 206 209 210 .213 212 216 215 219 217 221 219 222

-40 -30 -20 -10 0 +10 +20 NOTES: ,.

,. Outside Ai,. Temperature (·e) (1) Airspeeds based upon pilot's instrument, nose radar installed.
(2) Airspeeds based on -2 degrees cowl flap setting. Decrease airspeeds 3 knots per degree of
opening from -2 degrees.
"""-=
CD

.......'"
o
0) Without nose radome decrease lAS approximately 3 knots. TAS is unaffected . ;c'
 POWER SmlNGS FOR CRUISE
1100 IHPIENGINE
MODEL: C-lIIA MANUAL LEAN OPERATION
DATA AS OF.: 6-15-62 R2100-52W ENGINES
lASED ON: PRAn & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130

PII.'
...
Ii"
PUll""
AhihIJ.
M",,;foU Pr,, __ At
c-ro-ttw Air T . " , , - . 'C (1... H,) RPM
.-I
BMllP
Dro,
P/ouJ
PorE",.
N""..,
BMllP
~ (P• .,) -30 I -20 I -10 I 0 I+10 I +20 I +30 I +38 lJIowor (,n) (Lb./Hr.) (,sI)

...
~
21,000 31.6 32.1 F.T.
S.
.~
0
20,000
19,000
31.6
31.7
I 32.1
32.1
32.8
32.8 I
33.4
33.5
F.T.
34.0 F.T. =5
Zu
, HIGH
I 18,000 31.9 I 32.2 32.9 33.4 I 34.1 34.6 F.T.
~

2300 12 573 135

'"J. 17,000 32.0 32.4 33.1 I 33.5 34.0 I H.6 35.1

~~
'II
i'
16,000
15,000
29.3
30.1 I
29.9
30.1
I 33.2
30.6 I
33.7
33.8
I 34.1
34.3 I
34.6
34.6
I 35.l
35.1
~~ --
~

~=
HIGH
n I I I
-~
14,000 30.2 30.7 30.7 31.3 34.4 35.1 35.1 2200 12 557 141

•-
I

8
13,000
12.000
11.000
31.0
31.1
31.2
l 30.9
31.7
31.9
I
31.5
31.7
32.5
I
I
3U
32.2
32.3
I
32.0
32.2
32.9
I

I
35.2
32.8
33.0
I
35.7
35.7
33.6
8~
34.0
HIGH
2100 12 538 148

.....
LOW
•:II 10,000 31.3 32.0 32.6 33.2 I 33.0 33.6 34.2 I H.1 2200 12 530 141

9.000 31.5 32.1 32.8 33.4 34.0 I 33.7 34.3 34.7

I
LOW
8,000 31.7
31.9
32.3 33.0
33.1
33.5
33.7
34.2
H.3
34.8
35.0
35.4
35.6
I 34.9
36.0
2100 12 512 148

7.000 32.'
6,000 32.1 32.7 33.4 34.0 34.6 35.2 35.8 36.2

I, '.000
4,000
32.2
32.3
32.8
33.0
33.5
33.7
34.1
34.3
34.7
34.9
35.3
35.5
35.9
36.1
36.3
36.5

•
UIOO 32.6 33.3 34.0 34.6 35.2 35.8 36.4 36.8

... 2,000
1.000
32.7
32.8
33.4
33.5
34.1
34.2
34.7
34.8
35.3
35.4
35.9
36.0
36.5
36.7
37.0
37.2
LOW

I 2000 12 500 155

 n
:T
a OPERATION
CRUISE SPEEDS FOR
.
::I
CD
11 00 BHP /ENGINE
BELOW

-......
a.

c
MODEL: C-118A
BASED ON: FLIGHT TEST
MANUAL LEAN OPERATION
V LID R28oo-52W ENGINES
FUEL GRADE: 115/145
ALTERNATE FUEL GRADE: 100/130
-<
......, D~ns;ly
Altitude
(PI)

....
cQ'
.
e~

l>
...!"'",
n
~
e ....
.
;0'
il
b
.....'" n,
M

0 ,.'",
~

0
0
-
...:z:'"
......
..."'"5'
0>

......,.
-30 -20 -lU 0 +10 +20 NOTES:
Outside Air Temperature (·C) (1) Airspeeds basl-d upon pilot's instrument. nose radar installed.

~,
(2) Airspeeds based on -2 degrees cowl flap setting. Decrease airspeeds 3 knots per degre~ of
opening from -2 degrees.
.
"
-
'"
~
o 0) Without nose radome decrease lAS approximately .~ knots. TAS is unaffected.
.~--------------------------------------------------------------------------------------~
a.
;c'
......~• MODEL: C-11IA
POWER SmlNGS FOR CRUISE
1150 IHP /ENGINE
DATA AS OF: 6-15-62 MANUAL LEAN OPERATION R2100-52W ENGINES
lASED ON: PRATT & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT 102A Do not operate in high blower above 30°C CAT. ALTERNATE FUEL GRADE: 100/130

Puss",.,
AI#Jua.
(P• .,) 30 I -20
I 10
MMrifo/J Prelllw. AJ
C.,.bunlM Air Temperillure °C (I". Hg)

I 0
I +10 I +20 I +30 I +38
...
RPM

Blower
BMBP
DrofJ
(lin)
PIUI
Plow
PerE",g.
(L.b./Hr.)
N"".;"M
BMBP
(lin)

~
c
25,000
il 24,000
...J..
~
23,000
!" 22,000
:I: •
"~
0 21,000 32.2 32.7 F.T.
~5
...
~

•
::
20,000
19,000
32.2
32.3
L 32.7
32.7 I
33.5
33.5
33.9
34.0
F.T.
34.5 F.T.
:I:
z\J
-~
~!:
.p
.
51 18,000 32.5 I 32.8 33.5 34.0 I 34.6 35.2 F.T.
..':'
-
a
It
!;I
17,000
16,000
32.7
29.5 I
33.2
33.3
l 33.6
33.9
34.1
34.6 I
34.6
34.7
I 35.2
35.2 l
35.8
35.8
~~
~e
HIGH
2300 12 604 141 ....
c
;;.
•I
15,000 29.6 30.2 30.7 I 34.7 35.2 I 35.3

I
35.8
8~
HIGH ..~
I I 2200 12 585 148

-....
14,000 30.4 30.9 30.8 31.3 35.3 36.0 35.9
13,000 30.5 31.0 31.5 L 3l.4 32.0 I 36.1 36.6
HIGH
0 12,000 31.3 31.9 I 31.6 32.1 I 32.1 32.7 I 36.6 2100 12 561 155
z: 11,000 3l.4 32.1 32.7 I 32.3 32.9 I 32.8 33.4 33.8
"
.....
go 10,000 31.5 32.2 32.8 33.4 I 33.0 33.6 34.2
I 33.9
LOW
2200 12 559 148
fQ
9,000, 31.7 32.3 33.0 33.6 34.2 I 33.7 34.3 34.7
•51 8,000 31.9 32.5 33.2 33.7 34.4 35.0 35.6 I 34.8
LOW
2100 12 541 155
7,000 32.1 32.7 33.3 33.9 34.5 35.2 35.8 36.2
n
r.. 6,000 32.3 33.0 33.7 34.3 34.9 35.5 36.1 36.6

1... s.ooo 32.5 33.2 33.9 34.5 35.1 35.7 36.3 36.7

..•
•
4,000
3,000
32.7
32.9
33.4
33.6
34.1
34.3
34.7
34.9
3503
35.5
35.9
36.1
36.5
36.8
36.9
37.3
..
~ 2,000 33.1 33.8 34.' 35.1 35.7 36.3 37.0 37.5
LOW
! 1,000 33.3 34.0 34.7 35.3 35.9 36.5 37.2 37.7 2000 12 525 163
n

.."
:r
12

It
CI.
CRUISE SPEEDS FOR
1150 BHP /ENGINE
OI'UAnON
BLOW
V VD R28CJO.52W ENGINES

....,.e
MODEL: C·118A MANUAL LEAN OPERATION FUEL GRADE: 115/145
BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130
'<
Dens;', IO',(}()() 100,000 95,()()() 9Q,(}()() 8',(}()() 80,000 75,000
Allilu4e PollfUls POilUS POilUS Po""Js Pounds POlitulS Pounds
(1'1)

...
cQ'
.
e~

l>
'",
....
:""
n
~
c ...
.
;;'
..,..'"
p

...a. -.,.,..
n,

-
0
~

-
'"0
...:z:'"
.."'"
......

:;'

-30 -20 -10 o +10 + 20

NOTES:
Outside Ai,. Temper-Illure (-C)
,.
"".
(1) Airspeeds bas(.>d. upon pilot's instrument, nose radar installed.
(2) Airspeeds based on - 2 degrees cowl flap sening. Decrease airspeeds 3 knots per degree of

...~, "
opening from -2 degrees. CI.
U.
~L- 0) Without nose radome dt.'Crcase lAS approximately.' koors, TAS is unaffected .
__________________________________________________________________________________________ ~ ;c'
N

'"
 MODEL: C-llIA
DATA AS OF: 6-15-62
POWER SEnINGS FOR CRUISE
1200 IHP/ENGINE
MANUAL LEAN OPERATION R21oo-52W ENGINES
I
BASED ON: PRAn & WHITNEY CRUISE Note: FUEL GRADE: 115/145
CHARTS ALT I02A Do not operate in high blower above 30·C CAT. ALTERNATE FUEL GRADE: 100/130

...
ti'
c:
;;

.~
III
•
PUI,.,...
AhiIItM
(P• .,)

23,000
-30
I -20
I -10 I
MMt,ifolJ PresslWe AI
C",",,-or AN- T_per_ ·C (III. Hg)
0
I +10
I
+20
I +30
I +38

Ki
-
RPM

Blow..
BMBP
Dro~
(~sI)
P".l
Plow
PH B"g.
(Lb./HrJ
Nomitul
BMBP
(~sI)

~
!" 22,000
...
0
.
•.....
21,000 IQ

•:£
20,000
19,000 34.1 F.T. -G
:J:

.-..• 18,000 33.9 34.6 F.T.

-
Z
--
~8
17,000 34.6 36.0 F.T. ~
0
.. 16,000
33.9
31.3 I 34.5
35.3
35.2 35.8 36.5 F.T•
!;I
c:
i;"
•I
IS,OOO 31.3

I
31.9 I 35.2 35.8

I
36.4 37.1 37.7 "'u
°0
15'" -~
.-
14,000 31.7 32.1 32.7 33.3 36.4 37.0 37.6
Z~ HIGH
.13,000 31.8 32.4 I 32.8 33.4 34.0 I 37.0 37.6 2300 12 633 147
0
0 12,000 31.9 32.5 33.1 33.7 I 34.0 34.6 I 37.6 8~
•...
:z: 11,000 32.0 32.7 33.3 34.0 34.6 I 34.8 35.4 35.8
LOW

.•..
"-
III

:r
10,000
9,000
8,000
32.2
32.3
32.6
32.8
33.0
33.2
33.5
33.7
33.8
34.1
34.3
34.4
34.7
34.9
35.1
35.3
35.5
35.7
I 35.4
36.1
36.3
35.8
36.5
36.7
2300 12 605 147

7,000 32.7 33.3 34.0 34.6 35.2 35.9 36.5 37.0

n
:r 6,000 32.8 33.5 34.2 34.8 35.5 36.1 36.6 37.1
tl

1." 5,000 33.0 33.7 34.4 35.0 35.6 36.3 36.9 37.3

•-
4,000 33.2 33.9 34.6 35.3 35.9 36.5 37.1 37.6
3,000 33.4 34.0 34.7 35.4 36.0 36.6 37.2 37.7
!
-! z.ooo
1,000
33.6
33.8
34.3
34.5
3s.o
35.2
35.6
35.8
36.2
36.4
36.8
37.0
37.5
37.7
38.0
38.2
LOW
2200 12 587 1S5
 n
::r OPERATION
a

'"a..
~ CRUISE SPEEDS FOR IILOW
1200 BHP/ENGINE Vl/D R2l00.52W ENGINES

......c MODEL: C-118A MANUAL LEAN OPERATION FUEL GRADE: 115/145

BASED ON: FLIGHT TEST ALTERNATE FUEL GRADE: 100/130
.::c
Densil,!
AllitlUle
(FI)

...
<ii'
.c
~

l>
'"...,
:0
n
~
c
;;;.
co

"..co.'"
..0' -n,

~,
-.g.,
~

-
CD
:z:
."
"-
go
.
'"; .

-40 -30 -20 -10 0 +10 +20

NOTES:
ONlside Ai, Temfln-lItNre (-C)
:I>

:I> ~
(I) Airspeeds based upon pilot's instrument. nose radar innalled.
(2) Airspeeds based on - 2 'degrees cowl flap setting. Decrease airspeeds 3 knots per degree of "".
'",
~
Ua opening from - 2 d eg rees. co.
'"'" C (3) Without nose radome decrease lAS approximately 3 knots. TAS is unaffected .
__________________________________________________________________________________________ ir
~
L
-
~
 POWER SEnlNGS FOR CRUISE
MODEL: C-IISA 1240 BHP IENGINE
DATA AS OF: 6-15-62 MANUAL LEAN OPERATION R2S00-52W ENGINES
BASED ON: PRATT & WHITNEY CRUISE 12 BMEP DROP FUEL GRADE: 115/145
CHARTS ALT 102A ALTERNATE FUEL GRADE: 100/130

...
..cr P'essure
Mlllliloltl p,.essure AI RPM BMEP
Puel
Flow Nominal
..
~ Allitude
-30 I
Cllf'bUf'etor Ai,. 'l'emperalure °C (In. Hg)
-20
I -10
I 0
I +10 I +20
and
Blower
Drop
(Psi)
Per Eng.
(Lb./Hr.)
BMEP
(psi)
......•
~
(Feel)

25,000
? 24,000
."
0 23,000
~

...••
~ 22,000
21,000
~
..
-
fQ 20,000
0~ 19,000 ...p
!;I
c
;;.
18,000
-
-.-.
17,000 n
•I •

-
~
0
16,000
15,000 31.9
2300
~
-
ID 14,000 32.0 32.7 ww 12 634 153
~
." 13,000 32.1 32.8 33.5
...
"-
12,000 32.2 33.0 33.6 34.2 34.8
";;'
fQ
11,000 32.3 33.1 33.7 34.3 34.9 35.5
•I
-...
...
ID
~
10,000
9,000
8,000
32.5
32.7
32.8
33.2
33.3
33.4
33.8
33.9
34.0
34.4
34.5
34.6
35.0
35.1
35.2
35.6
35.7
35.9
."
7,000 32.9 33.5 34.1 34.7 35.3 36.0
n 0
::r iI
,.a 6,000 33.0 33.7 34.3 34.9 35.5 36.1

•a. "
fQ 5,000 33.1 33.8 34.4 35.0 35.6 36.3

-
....,.c
4,000
3,000
33.2
33.3
33.9
34.0
34.5
34.7
35.1
35.3
35.7
35.9
36.4
36.5

,-
~

hi
2,000
1,000
33.5
33.6
34.1
34.2
34.8
34.9
35.4
35.5
36.0
36.1
36.6
36.7
 ,.,
:T
D
CRUISE SPEEDS FOR

.....,.
CD " 1240 BHP/ENGINE R2100-S2W ENGINES

...::c
c
MODEL: C-llIA
BASED ON: FLIGHT TEST
MANUAL LEAN OPERATION FUEL GRADE: 115 / 145
ALTERNATE FUEL GRADE: 100/130

...<-!1 De"",,
AlliI....
IF.)

."
'a"
.
c
~

:I>
'",
'"
,.,
~
c
.
;;;"
...
p
..,.'" ,.,,
.. -,.
-...
CL
M
co

-,
0
~

...
0

...:z:'"
...
.....
";j"
CD
.

..,..,,.
-40 -30 -20 - IU 0 +10 +20 NOT~S :
Oulside Ai,. Temperillure (·C)

......,., .
(I) Airspeeds based upon pilot's insuument. nose radar installed.
(2) Airspeeds based on - 2 degrees cowl Rap setting. Decrease airspeeds 3 kno(S per degree of
~
opening from - 2 degrees. ";("CL
... •o ~----------
(J) Without nose r.dome decrease lAS approximaceJy .\ koolS. TAS is unaffected .
______________________________________________________________________________________ -J
 .f MODEL: C·1I8A
DATA AS OF: 6/15/62
POWER SETTINGS FOR CRUISE
1240 BHP/ENGINE
MANUAL LEAN OPERATION - 2 BMEP DROP R2800·52W ENGINES
FUEL GRADE: 115·145
BASED ON: PRATT &
WHITNEY CRUISE CHARTS ALTERNATE FUEL GRADE: 100/130

Fuel
Mtmi/olJ Pressure At
...
ii'
Pressure
Altitude ClWburetor Air Tem/Jertlture ·C (In. Hg)
RPM
.nd
BMEP
Drop
(psi)
Flow
Per Eng.
(Lb./Hr.)
Nomintll
BMEP
(psi)
e: (Fee') -30· -20· -10· O· + 10· + 20· Blower
;;
lo 25,000
III
•
III 24,000
!'"
23,000

l•.. 22,000
21,000

.J.
20,000
19,000
..
--jJ
18,000
cr.. F.T.
.
n
17,000
16,000
29.3
30.4
30.0
30.0 30.6 F.T. 2300 2 663 153
t;\

iI ;
a-
15,000
14,000
30.5
30.6
31.1
31.2
31.7
31.9
31.4
32.5 32.1
LOW
•
-
.'5 13,000
12,000
30.7
30.8
31.3
31.5
32.0
32.1
32.6
32.7
33.2
33.3
32.8
33.8

......
..... 11,000
10,000
30.9
31.0
31.6
31.7
32.2
32.3
32.8
32.9
33.4
33.5
33.9
34.1

l; 9000
8000
7000
31.2
31.3
31.4
31.8
31.9
32.0
32.4
32.5
32.6
33.0
33.1
33.2
33.6
33.7
34.2
34.4
33.8 34.5
n !II 6000 31.5 32.2 32.8 33.4 34.0 34.6
:r
D

1."
1 5000
4000
31.6
31.7
32.3
32.4
32.9
33.0
33.5
33.6
34.1
34.2
34.8
34.9

C
..-
Do
3000
2000
31.8
32.0
32.5
32.6
33.2
33.3
33.8
33.9
34.4
34.5
35.0
35.1

!-
~ 1000 32.1 32.7 33.4 34.0 34.6 35.2
S.L.
 T.O. 1C-" 8A-l Appendix 1

pJlrt 6 "
landing

TABLE OF CONTENTS
Discussion of Charts ........ _. ___ .............................. _.. ___ .. ____ .. ____ .. ____ .. ____ .. ____ .... ___ .. ____________ .... _.. A6·2

LIST OF ILLUSTRATIONS
Number Title Page

A6·' Takeoff, Landing, and Stall Speeds __ ._ ..... _...... ___ .. _......... __ .. _____ .... ________________ A6·3
A6·2 Landing Ground RolI- Brakes Only .. __ ........ _......... ___ .. _.... _.. _______ _.. _.. _.. _.. __ __ .... A6-4
A6·3 Landing Ground RolI- Brakes Plus Two·Engine
Reverse Thrust __________ .. _________ .... _.. _.. __________.. _.. ___ .. ___ .. ___.. __ .. _________ .... _.. __________ ___ A6-5

A6-4 Landing Ground RolI- Brakes Plus NJur·Engine

Reverse Thrust ..... ________ .. ____ .. _.. ___ .. __ .. __ ...... ___________________ .. ____________________ .. __________ A6-6

A6·5 Effect of Unusual Runway Conditions on Landing Ground Roll .. _____ ...... _____ ___ A6·7
A6-6 Liftoff, Landing, ond 5.. 11 Speed. .. ........................................................ A6-8

Changed 16 July 1962 A6-1

 Appendix I T.O. IC-118A-1

DISCUSSION OF CHARTS. EFFECT OF UNUSUAL RUNWAY CONDITIONS

ON LANDING GROUND ROLL CHART.
LANDING GROUND ROLL CHARTS.
The Effect of Unusual Runway Conditions on Landing
I Charts are provided (figures A6·2 through A6·4) show- Ground Roll chart (figure A6-5) is used to determine I
ing the landing ground roll for three configurations; the effect of various runway conditions on the landing
brakes only, brakes plus two engines with full reverse ground roll. Curves are presented to give corrected
thrust and brakes plus four engines with full reverse ground roll distances for landings made on dry turf,
• thrust. Allowances are shown for density altitude, wet concrete, snow, and ice covered runways as com-
gross weight and headwind. Curve distances corrected pared to landing ground roll distances on dry concrete.
I for wind account for 100 percent of wind values The coefficient of friction values given on the chart
shown. Use 50 percent of reported headwinds and are approximate since other factors such as the condi-
150 percent of reported tailwinds with the wind cor· tion of the tires or the amount of water on the runway
I rection grid. This is a recommended procedure which may affect the coefficient of friction. The corrected
may be revised at the discretion of the pilot, dependent landing ground roll distance is determined by entering
upon the source of measurement of the wind data. the chart with the landing ground roll obtained from
This allows a safety margin for fluctuation of wind the Landing Ground Roll charts (figures A6-2 through
I velocity. A6-4).

A6-2
 T.O. lC.118A·l Appendix I

TO BE ADDED WHEN AVAILABLE

flgur. A6·1. Ta/ceoff, LandIng, andSlaIlSj)"'di

Changell16 July 1962
 Appendix I T.O. lC·lIBA·l

LANDING GROUND ROLL-

BRAKES ONLY
MODEL: C·118A ENGINES. (4) R2800-'2W
DATA AS OF, 6-15-62 FUEL GRADE, 115/145
DATA BASIS, FLIGHT TEST ALTERNATE FUEL GRADE, 100/130

SEA

LANDING DISTANCE FROM 50 FOOT HEIGHT (FEETI

NOTES, SAMPLE PROBLEM:

==
1. Baled on dry, hard lurface runway. A. Density altitude 3000 feet.
2. Wing flaps full down. B. Gross weight 85,000 pounds.
3. Thre.hold .peed = 130 percent of stall speed.
4. Touchdown speed = 120 percent of stall speed.
C. Landing ground roll no wind
=
D. Headwind 30 knot•.
= 2370 feet.

S. Ground roll for 30 degree flaps is approximately E. Landing ground roll with wind = 1520 feet.
115 percent of ground roll for flaps full down. F. Landing distance from 50 feet height = 2200 feet.
AAl-239
Flgvre A6-2. Landing Ground Roll - Brakes Only

A6-4 Changed 16 July 1962

 T.0.IC-118A-I

LANDING GROUND ROLL-

BRAKES PLUS TWO-ENGINE REVERSE THRUST
MODEL: C-IlIA ENGINES: (4) R2100-52W
DATA AS OF: 6-15·62 FUEL GRADE: 115/145
DATA BASIS: ESTIMATED ALTERNATE FUEL GRADE: 100/130

SEA

LANDING DISTANCE FROM 50 FOOT HEIGHT (FErn

NOTES:
I. Based on dry, hard surface runway.
2. Wing flaps full down.
4. Touchdown speed = 120 percent of stall speed.
5. Ground roll for 30 degree flaps Is approximately
3. Threshold speed = 130 percent of stoll speed. 115 percent of ground roll for flaps full down.
AA 1-240
Figure A6-3. Landing Ground Roll-Irakes Plus Two-Engine Reverse Thrust

Changed 16 July 1962 A6-5

App.ndlx I T.0.1C-llSA-l

LANDING GROUND ROLL-

BRAKES PLUS FOUR-ENGINE REVERSE THRUST
MODEL. C-IIIA ENGINES. (4). R2800-,2W
DATA AS OF, 6-15-62 FUEL GRADE, 115/145
DATA BASIS. ESTIMATED ALTERNATE FUEL GRADE, 100/130

SEA

LANDING DISTANCE FROM 50 FOOT HEIGHT IfErn

NOTES,
1. Based on dry, liard surface runway. =
4. Touchdown speed 120 percent of stall speed.
5. Ground roll for 30 dogree flaps Is approximately
2. Wing flaps full down.
3. Threshold speed = 130 percent of stall speed. 115 percent of ground roll for flaps full d_n.

Ml-2a8
Figur. A6-4. landing Ground Roll-8ra"•• P/u. Four-fng/". Reversa Thrust

A6-6 Chanll.d 16 July 1962

 n EFFECT OF UNUSUAL RUNWAY CONDITIONS ON LANDING
:r GROUND ROLL INGINIS, (.) 121OO,.J2W
" MOD.... C.. "IA

'".....
::J fun GlADE: 115/145
DATA AS OF: 6-.5062

-.. DATA BASIS: CALCULATED ALTERNATE FUEL GRADE: 100/130

0-
RUNWAY SURFACE tONDInON AVIRAGE COEFfiCIENT OF FRICTION CpJ SAMPLE PROBLEM:
c:
.:c
-...... ...
0-
cO'
DRY COHearn OR MACADAM
DRY fURf
U
0.2
A. Landing ground roll = 2500 feet.
B. Coefficient offriction = D.I D.
C. Corrected landing ground roll =
..c:
~

l>
wn CONCRnE OR MACADAM

SNOW OR wn GRASS
0.15
0.10
4300 feet.

,
0- ICE 0.01
!"

-.'"
!l.
-
0
c:
..
::J
c:
c:
!!..
'"c:
::J
~
~

.,.-
n
..."n '"
w
w
~
•
0 §
::J
~
..o·
::J ...is
~
-,
0 z
::J
~
Q
.."
0

::J
""z
s·D. is
CD z
C)
~
:5
0
c:
::J
D.
'"0
:::

......,.
....
::J

CORRECTED LANDING GROUND IOU (1000 FEEET) ;r

Appendix I T. O. lC·1l8A·l

LlnoFF, LANDING, AND STALL SPEEDS

PILOT'S INDICATED AIRSPEED - KNOTS (lAS)
Dump Liftoff V • lor Zero Angle 01 Sonk Tltre.holel Airspeeds
Tim. SpeeJ 130% V so

Wing Flop 20- 0- 20- 30- Full O· 20- 30- Full Wing Flap
S",'ng Down Down S.ttlng

Gros. Weight Gross Weight

Pountl. 115% V. Pounds

112,000 9.0 120 118 \05 97 92 153 136 127 120 112,000

110,000 8.2 118 116 \03 96 91 151 134 125 119 110,000

\07,000 7.0 117 114 \02 95 90 148 133 124 117 107,000

\05,000 6.2 116 113 101 94 89 147 131 122 116 \05,000

100,000 4.2 113 III 99 92 87 144 129 120 113 100,000

95,000 2.5 110 108 96 90 85 140 125 117 111 95,000

92,610 1.7 109 107 95 89 84 139 124 116 109 92,610

90,000 .6 107 105 94 88 83 137 122 114 108 90,000

88,200 0 106 104 93 87 82" 135 121 113 107 88,200

85,000 0 104 102 91 85 81" 133 118 111 105 85,000

SO,OOO· 0 101 99 89 83 78" 129 116 108 101 SO,OOO

75,000 0 98 96 86 80" 76" 125 112 104 99 75,000

70,000 0 95 93 83 78" 73" 121 108 101 95 70,000

65,000 0 92 90 SO" 75" 71" 117 104 98 92 65,000

60,000 0 91·· 86 77" 72" 68" 112 100 94 ·88 60,000

Note: Stoll "peed at zero thrust (V.).

-Lei' 'hAIl minimum control speed (Vme) with one engine out in the air (83 knots lAS).
"110 percent of minimum control speed (91 knots lAS).
BASED ON: FLIGHT TEST DATA "
DATA AS OF 2·15-59

Figure A6-6

A6-8 Changed 16 July 1962

 T.O. 1C-118A-l Appendix I

part 7
mission planning

TABLE OF CONTENTS
Introduction .................. ......... A7·2
Fuel Dump Time... . ........................................................... A7-2
Sample Problem 1, Medium Range Mission ...................................... ................................. A7-2
Sample Problem 2, Long Range Mission ...................... .................................................. A7·6

LIST OF IllUSTRATIONS
Number Tille Page
A7-l Takeoff and Landing Data Card ... ...... A7-8
A7-2 Landing Data Card ... .... A7-9

Changed 16 July 1962 A7-1

Appendix I T.0.IC·118A·I

INTRODUCTION. SAMPLE PROBLEM I-MEDIUM RANGE MISSION.

Sample problems have been included on the charts in

this Appendix to illustrate the use of each type of Object of Mission:
chart. In addition, two mission planning sample prob- To transport 18,500 pounds of cargo a distance of 1600
lems are included herein to illustrate how several of the nautical miles.
charts are used to plan typical missions.
Sample Problem 1 illustrates a typical medium range GIVEN:
mission which does not require the use of capacity
1. Miscellaneous conditions:
fuel. For this type of mission it is necessary to carry
adequate reserve fuel to meet certain adverse condi- Operating weight empty = 59,000 pounds.
tions. (In Sample Problems 1 and 2 the reserve Fuel grade = standard (115/145), with water
fuel allowance is based on holding for three hours at injection (AD!) used for takeoff.
10,000 feet altitude at long range cruise speed. How-
ever, the various commands may require reserve fuel
Oil carried = 1050 pounds (140 gallons) .
to be determined differently, depending upon the avail- Fuel allowance for warm-up, taxi and takeoff I
ability of alternate airfields.) Another important con- = 625 pounds.
sideration is that large amounts of excess fuel should Reserve fuel requirement = fuel for 3 hours
not, be carried without a reason. This is because the holding at long range cruise speed at 10,000
fuel consumption increases when the gross weight in- feet altitude.
creases. For the conditions described in Sample Problem
I, the fuel consumed in completing the mission would 2. Takeoff conditions:
increase by approximately 200 pounds for each 1,000
Runway length = 8,000 feet.
pounds of additional fuel carried.
Runway slope = - 0.015 (downhill).
Sample Problem 2 illustrates a long range mission
which cannot be completed with capacity payload. Pressure altitude = 1500 feet.
For this type of mission it is important that the fuel Temperature = 22·C.
requirement be determined carefully, because each Dew point = 6O·F.
pound of additional fuel carried means that one pound
less payload may he carried. Wind = 20 knots headwind (runway compo-
nent).
FUEL DUMP TIME. 3. Cruise conditions:
The following shows the time required to dump fuel Cruise altitude = 14,000 feet pressure altitude.
from any given gross weight down to the design land- Temperature = - 6·C.
ing weight for normal operation of 88,200 pounds.
Cruise at long range cruise speed.
G,.oss Weight Dump Time Wind = 40 knots headwind.
(pound,) (min"'es)
4. Landing conditions:
107,000 7.0 Runway length = 7500 feet.
106,000 6.S Pressure altitude = 2000 feet.
104,600 6.0 Temperature = 20·C.
103,300 S.S Wind = 30 knots headwind (runway compo-
101,900 5.0 nent).
1oo,SOO 4.S
99,200 4.0 Estimate of Fuel Required.
97,800 3.S For this type of mission the easiest way to determine ~
96,400 3.0 the minimum fuel requirement is to first establish the ,
landing weight and then the initial cruise weight, the
95,000 2.S initial climb weight and, finally, the takeoff weight.
93,700 2.0 The fuel required is found by subtracting the zero fuel
92,300 1.5
weight and the oil weight from the takeoff weight.
91,000 1.0 1. Add the payload to the operating weight empty
89,600 0.5
to determine the zero fuel weight, 18,500 +
59,000 = 77,500 pounds.
A7·2 Changed 16 July 1962
 T.O. IC-IISA-I AppendIx I

2. Add the oil weight to the zero fuel weight to to the 15,000 foot curve and across to the time
determine the zero fuel plus oil weight, 1050 scale to read the times of 10.2 and 17.2 hours.
+ 77,500 = 78,550 pounds. The difference between these times, 7.2 hours,
is the cruise time. Multiply the cruise time by
3. The reserve fuel allowilOce may now be deter- the average predicted headwind of 40 knots to
mined from the Four.Engine Range Prediction determine the decrease in range due to head·
-Time chart (figure A5·23). Enter the gross wind in nautical miles (7.2 X 40 = 288 nautical
weight scale at the zero fuel plus oil weight miles). Correct for this decrease in range by
. of 78,550 pounds and read up to the 10,000 foot subtracting 288 nautical miles from the range
altitude line and across to the time scale at at initial cruise weight (2740 - 288 = 2452
23.6 hours. Subtract the holding time of 3 hours nautical miles). Re·enter the range scale of the
(23.6 - 3 = 20.6 hours). Re-enter the time scale Distance chart (figure A5-22) and read across
at 20.6 hours and read across to the 10,000 foot to 15,000 foot and down to obtain the approxi.
curve and down to find the gross weight at mate initial cruise weight, corrected for head·
start of holding of 82,700 pounds. The reserve wind of 98,200 pounds. Assume that this is the
fuel allowance is equal to the weight at the start initial climb weight and determine the ap-
of hold minus the weight at the end of hold proximate distance to .climb from the Time,
(zero fuel plus oil weight), 82,700 - 78,550 = Distance and Fuel to Climb Chart (figure A4-1,
4,150 pounds. (The weight at the start of hold assuming 1400 BHP/eng.). Since this is only
is the same as the final cruise weight, and may an approximation it is not necessary to correct
also be considered as the landing weight since for temperature or headwind. Enter the gross
the fuel saved during the descent to the airfield weight scale at 98,200 pounds and proceed •
is approximately offset by the fuel used during vertically upwards to 1500 feet altitude and
the landing and taxiing.) note the distance (read at the left hand scale),
7 nautical miles. Now follow the contour up·

~ . 4. The next step is to establish the cruising den-

sity altitude. This may be done with the aid
of the Density Altitude Chart (figure AI-II).
Enter the temperature scale at the expected
cruise temperature, -6°e, and proceed verti-
cally upward to cruising pressure altitude,
14,000 feet. The density altitude may then be
wardsto 14,000 feet and also note the distance,
78 nautical miles. The approximate climb dis·
tance is the difference between the two, 78
- 7 = 71 nautical miles. The cruise distance
is the mission distance, minus the climb dis-
tance, plus headwind correction (1600 - 71
+ 288 = 1817 nautical miles). Subtract this

I
read at the left hand scale, 14,800 feet. Use cruise distance from the range at end of cruise
15,000 feet for planning cruise data since the determined above (4340 - 1817 = 2523 nauti·
200 foot difference is negligible. cal miles). Re·en ter the range scale on the Range
Prediction - Distance chart (figure A5·22) at
5. The cruise fuel may now be determined from 2523 nautical miles and proceed horizontally to
the Four-Engine Range Prediction - Distance the 15,000 foot curve. The initial cruise weight
chart (figure A5·22). Enter the gross weight scale may be read at the gross weight scale directly
at the final cruise weight of 82,700 pounds and below, 97,500 pounds. The cruise fuel is equal •
read up to the 15,000 foot curve and across to the initial cruise weight minus the final
to the distance scale at 4340 nautical miles for =
cruiseweight,97,500 - 82,700 14,800 pounds. •
the range at final cruise weight. To determine
the cruise fuel accurately it is ne,essary to know 6. The time, distance and fuel to climb may now
the climb distance. Then the climb distance may be estimated more accurately. -First, determine
be subtracted from the mission distance to estab· the average number of degrees above standard
lish the cruise distance. Since the climb distance for the climbing altitudes. Standard tempera-
will be small compared to the cruise distance ture at the initial climb altitude, 1500 feet,
an approximation will suffice. To obtain this is 12°C (from the ICAO Standard Atmosphere
approximation subtract the mission distance Table, figure Al-12, sheet one). Subtract this.
from the range at final cruise weight (4340 from the ambient temperature to obtain the
- 1600 = 2740 nautical miles). Re·enter the number of degrees above standard at the ini·
range scale at 2740 nautical miles and read tial climb altitude; 22 - 12 = woe. Similarly,
across to the 15,000 foot curve and down to standard temperature at the final cruise altitude,
find approximate initial cruise weight of 95,600 14,000 feet, is - 13°C. The ambient temoerature
pounds. To correct the initial cruise weight for of - 6°C is thus 7°C above standard. The aver·
headwind enter the Ral1ge Prediction - Time age between these two is .00 + 7)/2, or 8.5°C,
chart (fif(ure A5-23) at the initial and final gross which may be rounded off to 9°e. In using the
weights of 95,600 and 82,700 pounds. Read up Time, Distance and Fuel to Climb Chart (fig-
Changed 16 July 1962 A7-3
 Appendix I T.O. lC·118A.l

ure A4·1) the altitude correction for temperature is 2425. Proceed horizontally to the rigbt to
will be 9°C times 0.7% of the altitude per °C, or the base line and draw a contour parallel to
6.3% of the altitude. For the initial climb alti· the guide lines. Enter the dew point scale below
tude this correction is 6.3% of 1500 feet, or 90 at 60°F, follow the guide lines to 1500 feet
feet. At the final climb altitude it is 6.3% of pressure altitude and then go vertically upwards
14,000 feet, or 880 feet. Enter the gross weight to the contour line JUSt drawn. At this point
I scale at the final climb weight of 97,500 pounds the power is approximately 2365 BHP. Since I
and proceed vertically upwards to 14,000 feet the first pressure altitude-CAT point indicates
pressure altitude plus 880 feet correction for that the power will be obtained with part
temperature, or 14,880 feet. At this point read throttle setting, it is permissible to regain

I
the nautical miles travelled, 88, and the time. some of this power loss due to humidity by in-
29 minutes. Now follow down the contour to creasing the manifold pressure above the stand-
1500 feet pressure altitude plus 88 feet correction ard day limits (shown on figure A2-1). Enter
for temperature, or 1590 feet. At this point read the dew point scale on the auxiliary graph at
the nautical miles travelled, 7, the time, 3 min- 60°F and read the allowable increase in mani-
utes, and the gross weight at start of climb, fold pressure, 0.5 inches Hg. Re-enter the
99,200 pounds. The difference between these two main graph where we left off (2365 BHP), •

I sets of values will be the distance to climb (88 -

7 = 81 nautical miles), the time to climb (29 -
3 = 26 minutes) and the fuel required (99,200
- 97,500 == 1,700 pounds). If necessary, the
effect of wind on the distance to climb may be
determined by multiplying the effective wind
times the time to climb. Assuming that the
continue to the right to the next base line and
follow the guide lines as far as 0.5 inches Hg.
Continue horizontally to the right hand scale
and read the predicted brake horsepower, 2385 . •
From the intersection of the 95% of predicted
BMEP curve and 2385 BHP, drop straight down •
to the scale below and read 95% of the predicted
average headwind during the climb is 75% of BMEP, 229 PSI. Use this power for determining •
the headwind at the cruising altitude, this wind .takeoff performance.
effect is 75% of 40 knots times 26/60 hour, or

I 13 nautical miles. Thus the distance to climb 2. The next step is to find out if the estimated

I
is 81 - 13, or 68 nautical miles. takeoff weight will meet all takeoff require-
ments. Turn to the Takeoff Gross Weight
7. The takeoff gross weight may now be deter- Limited by Three-Engine Climb Performance
mined by adding the fuel allowance for warm- Chart (figure A3-2). Enter the chart at a density
up, taxi and takeoff to the initial climb weight, altitude of 2600 feet, as determined from the
I 625 + 99,200 = 99,825 pounds. Density Altitude chart (figure Al-11) at 22°C
and 1500 feet pressure altitude, and proceed
8. The fuel requirement is equal to the takeoff vertically to 229 BMEP. Proceed horizontally to
weight minus the zero fuel weight minus the the right to the first bold line which shows

• oil weight, 99,825 - 77,500 - 1050 = 21,275

pounds. This is also the sum of the reserve fuel,
cruise fuel, climb fuel and warm-up, taxi and
the maximum allowable takeoff gross weight
for normal operation, 107,000 pounds. This
is well in excess of the estimated takeoff gross
takeoff fuel, 4,150 + 14,800 + 1,700 + 625 = weight of 99,825 pounds. By continuing to I
I 21,275 pounds. the right to the next bold line it may be seen
that the maximum allowable takeoff gross
weight for an emergency is 112,000 pounds.
Filling out the Takeoff Data Card. By continuing even farther it may be seen
that the 50 feet per minute rate of climb re-
Now that the takeoff gross weight has been estimated, quirement for the configuration noted on the
data may be entered on the takeoff data card. The first chart is met at approximately 124,500 pounds.) •
step is to find Out what power will be available for
takeoff. Then the takeoff performance may be deter- 3. Determine the takeoff factor by entering the
mined based on this power. Takeoff Performance - Takeoff Factor chart
figure A3·1) at an OAT of 22°C and proceeding
1. Turn to the applicable Brake Horsepower vertically to a pressure altitude of 1500 feet.

•
Available for Takeoff Chart for standard fuel Read across to a BMEP of 229 psi and down to
grade, wet (figure A2·4). Enter the pressure find a takeoff factor of 4.3 .
altitude scale at 1500 feet and proceed verti·
cally upwards to 27°C CAT (22°C OAT plus 4. The critical field length may be determined
5°C ram rise). At this point note that the from the Critical Field Length - Brakes Only
brake horsepower, read at the left hand scale, chart (figure A3-6). Enter the chart with a take-
A7·4 Changed 16 July 1962
 T.O. IC-1l8A-' Appendix I

off factor of 4.3 and read across to a gross viously established contour line and across t<l
weight of 99,825 pounds. Read down to find find the refusal distance of 2700 feet. Follow
.ero wind/.ero slope critical field length of the contour line to the first thousand foot marker
5070 feet. Correct for a 10 knot headwind (50 below refusal distance or 2000 feet. This marker
percent of reported headwind) by following the represents the acceleration check point. At the
guide line to 10 knots and reading down to find intersection of the checkpoint distance and the
corrected field length of 4400 feet. To correct contour line read the acceleration check speed,
for slope enter the Effect of Runway Slope on minus wind correction, of 85 knots. Correct the
Ground Run chart (figure A3·4) with a distance check speed for wind by reading up to the wind
without runway slope of 4400 feet. Read up to correction grid to 10 knots and following the
the -0.015 (downhill) slope correction curve headwind guide line to .ero wind for a cor·
and across to find corrected critical field length rected acceleration check speed of 95 knots lAS.
of 3980 feet.
8. An acceleration increment time check may be
5. The refusal speed may be determined from the preferred to the acceleration speed and distance
Takeoff Performance-Refusal Speed-Brakes check. To determine the acceleration increment
Only chart (figure A3·8). Enter the chart with time check enter the Takeoff Performance-
a takeoff factor of 4.3 and proceed hori.ontally Acceleration Increment Time Check chart (fig·
to the available runway lengrh of 8000 feet. ure A3·11) with the takeoff ground run for .ero
Read down to a gross weight of 99,825 pounds wind but corrected for slope of 3610 feet. Read
and across to find the .ero wind/zero slope reo acrOss to a gross weight of 99,825 pounds and
fusal speed of 104.2 knots lAS. Correcting for down to the Sea Level altitude line. Follow the
runway slope of 0.015 downhill and for 10 knots guide lines to a density altitude of 2600 feet
headwind results in a correcred refusal speed of and read down to the 100 knot line, read the
106.5 knots lAS. time of 27.5 seconds at the time scale at the
bottom of the chart. Follow the guide lines
from 100 knots to 60 knots and read the time
6. The ground run is determined from the Takeoff of 14 seconds. The difference between the two
Performance-Ground Run chart (figure A3·3). times (27.5 - 14 = 13.5 seconds) is the time
Follow the same method described for the other required to accelerate from 60 to 100 knots lAS.
takeoff performance charts using a takeoff fac·
tor of 4.3 and the takeoff gross weight of 99,825 The values obtained above for 95% of predicted BMEP
pounds. For the given conditions the ground critical field length, refusal speed, accIeration check
run without wind or slope correction is 3980 point, acceleration check speed, and liftoff speed may
feet. Correct for headwind by following the be enrered in the appropriate places on the Takeoff
guide lines to 10 knots and reading do,...n for and Landing Data Card under the Takeoff Data col.
correcred ground run of 3380 feet. Correct for umn labeled "Wet" (meaning all four ADI units oper·
runway slope by entering the Effect of Runway ative). In a similar manner takeoff data for standard
Slope on Ground Run chart (figure A3-4) with fuel grade, dry, may be obtained and enrered on the
a distance without runway slope of 3380 feet. card. The liftoff speed and dump time are the same for
Read up to the slope correction curve for -0.015 either wet or dry power. The charts used in determin·
downhill and across to find corrected distance of ing takeoff data for the dry power are the same as
3090 feet. The takeoff speed corresponding to those used for the wet power except for 95% of the
the ground run is read from the gross weight predicted BMEP which is obtained from figure A2·5.
curves on the ground run chart as 112 knots lAS. It will be seen when determining the dry power take·
off data that the takeoff requirements are still met at
7. The acceleration check point and speed may 99,825 pounds gross weight. I
now be derermined from the Takeoff Perform·
ance - Distance and Time Versus Speed chart 1. The items under "LANDING DATA (TAKE·
(figure A3·1O). Enrer the scale at the top of the OFF WEIGHT),' are for landing shortly afrer
chart with the takeoff speed of 112 knots lAS. takeoff, if some emergency demands it. The at·
Follow the headwind guide lines to 10 knOts mospheric and runway conditions are the same
for a corrected takeoff speed of 102 knots lAS. as those listed under "TAKEOFF CONDI.
Read down to the ground run (corrected for TIONS." The threshold speed may be obtained
wind and slope) of 3090 feet and establish a from the Liftoff, Landing, and Stalling Speeds
contour line by following the guide lines. Enter chart (figure 2·' in Section II). For 99,825 •
the chart with the refusal speed, corrected for pounds gross weight the threshold speed is ap·
wind and slope of 106.5 knots lAS and correct proximarely 112 knots lAS (130% of stalling
for a 10 knot headwind to obtain a corrected speed with /laps full down). The landing dis.
speed of 96.5 knots lAS. Read down to the pre· tance from a 50 foot height may be determined
Changed 16 July' 962 A7-5
 Appendix I T.O. IC-1I8A-I

from the Landing Ground Roll- Brakes Only 2. Takeoff conditions:

chart (figure A6·7). Enter the chart with a Runway length = 9,000 feet.
density altitude of 2600 feet and read across to
a gross weight of 99,825 pounds. On the scale Runway slope = none,
directly below read the landing ground roll Pressure altitude = 500 feet.
with no wind, 2750 feet. Follow parallel to the Temperature = 14°C.
guide lines to a 10 knot headwind. On the scale
directly above read the ground roll corrected Dew point = 10°F.
for wind, 2420 feet. Obtain the total landing Wind = none.
distance from a 50 foot height on the scale
directly below of 3470 feet. 3. Cruise conditions:
Cruise altitude = 10,000 feet pressure altitude.
Filling out the Landing Data Card. Temperature = -5°C.
Cruise at long range cruise speed.
The information on the Landing Data Card is for
landing at the intended destination at the predicted Wind = none.
landing gross weight. The threshold speed may be ob·
tained from the Takeoff, Landing and Stalling Speeds 4. Landing conditions:
Chart (figure 2·7 in Section II). At 82,700 pounds gross Runway length = 7,000 feet.
weight this is approximately 103 knots (130% of the Pressure altitude = 1,000 feet.
stallin~ speed with flaps full down). The landing dis·
tance from a 50 foot height may be determined from Temperature = 5°C.
the Landing Ground RolI- Brakes Only Chart (fig· Wind = none.
ure A6·2). Determine the density altitude at destina·
tion for 2000 feet pressure altitude and 20°C from the This type of mission differs from that discussed in
Density Altitude chart (figure AI.ll) as 3000 feet. sample problem 1. For long range missions it is very
Enter the Landing Ground RolI- Brakes Only chart likely that it will not be possible to load the aircraft
at a density altitude of 3000 feet and read across to the with capacity payload and still carry enough fuel to
gross weight at destination of 82,700 pounds. Read reach the destination without exceeding the maximum
down to find the landing ground roll of 2310 without permissible takeoff gross weight. For this reason the
wind correction. Correct for a 15 knot headwind (50 maximum permiSSible takeoff gross weight is deter·
percent of reported wind) by following the guide line mined first, then the fuel required for the mission is
to 15 knots and reading up for a corrected ground roll estimated, and, finally, the maximum payload is solved
of 1860 feet. Obtain the total landing distance from a for.
height of 50 feet from the scale directly below, of 2620
feet. 1. An examination of the takeoff conditions indio
cates that a takeoff is permitted at the maximum
SAMPLE PROBLEM 2 - LONG RANGE MISSION. structural limit for normal operation, 107,000
pounds gross weight.
Object of Mission:
2. The initial climb weight is obtained by sub·
tracting the fuel allowance for warm·up, taxi
To transport as much cargo as possible a distance of and takeoff from the takeoff gross weight,
3100 nautical miles.
107,000 - 625 = 106,375 pounds. •
GIVEN:
3. The initial cruise weight may be determined
1. Miscellaneous conditions: from the Time, Distance and Fuel to Climb
Operating weight empty = 60,000 pounds. Chart (figure A4·2, assuming 1500 BHP/eng).
Since the temperature conditions are standard
Fuel grade = standard (115/145), with water there will be no altitude correction for tern·
injection (ADI) used for takeoff. perature. Enter the gross weight scale at 106,375.
Oil carried = 1050 pounds (140 gallons). pounds and proceed vertically upwards to 500
feet pressure altitude and note the distance, 2
Fuel allowance for warm·up, taxi and take. nautical miles. Continue upwards, following
I off = 625 pounds.
Reserve fuel requirement = fuel for 3 hours
parallel to the guide lines, to 10,000 feet pre.·
sure altitude and note the distance, 53 nautical.
holding at long range cruise speed at 10,000 miles. The difference between these two values
feef altitude. is the distance travelled during the climb, 53 •
Changed 16 July 1962
 T.O. IC-IISA-I Appendix I

I - 2 = 51 nautical miles. From this last point 5. Determine the reserve fuel from the Four·Engine'
drop straight down to the scale below and read Range Prediction - Time chart (figure A5·23) .

• the final climb weight, 105,000 pounds. This is

also the initial cruise gross weight. '
Enter the gross weight scale at the final cruise
weight of 80,700 pounds and read up to the
density altitude of 10,000 feet. Read across to
4. The final cruise weight may be determined from the time scale at 22.0, hours. Add the holding
time of 3 hours (22.0 + 3.0 = 25.0 hours) and
~I
the Four.Engine Range Prediction - Distance
chart (figure A5·22). The cruise distance is equal re'enter the time scale at 25.0 hours. Read across
to 3100 nautical miles minus the climb distance to the 10,000 feet altitude curve and down for
of 51 nautical miles, or 3049 nautical miles. The a gross weight at end of hold of 76,800 pounds.
pressure altitude at 10,000 feet with a tempera· This is also the zero fuel plus oil weight.
ture of -5°C is approximately equal to a density
altitude of 10,000 feet so no correction for density 6. To obt~o fuel weight subtract the oil
altitude is necessary. Enter the gross, weight weight from the Zero fuel plus oil weight, I
scale at 105,000 pounds and proceed vertically 76,800 - 1050 = 75,750 pounds.
upwards to 10,000 feet density altitude and
across to the range scale at 2500 nautical miles. 7. To determine the allowable payload subtract the
Add 2500 to the desired cruise distance (3049 + operating weight empty from the zero fuel
2500 = 5549 nautical miles) andre·enter the weight, 75,750 - 60,000 = 15,750 pounds. I
range scale at 5549 nautical miles. Read across
to an altitude of 10,000 feet and down for a final Information for the Takeoff and Landing Data Card
cruise gross weight of 80,700 pounds. This is may be determined in the same manner as described
also the estimated landing gross weight. in detail in Sample Problem 1.

Changed 16 JulV 1962 A7-7

Appendix I T.O. lC·118A·l

C·118A AND VC·118A

TAKEOFF AND LANDING DATA CARD
TAKEOFF CONDITIONS

DENSITY ALT _ _ _ _ _ _ 2600 -=-=__________ FT.

PRESSURE ALT __1:,:5..::.oo=---_FT DEW PT _ _6:.:O'----_oF

OAT 22 0C + 50C - _ _ _..:2::.7_ _ _ _ oC CAT
WIND COMP 20 (headwind) KTS GROSS WT 99.825 L8S
RUNWAY LENGTH _ _-.:.8;,:;0:.:00'----_ _ FT SLOPE 0.015 (downhill)
SIGNIFICANT 08STACLE HEIGHT_ _ _ _ _ _.::.O_ _ _ _ __
DIST FROM END OF RUNWAY _ _ _ _ _ _ _ _ _ _ _ __
GROSS WT. LIMITED BY CLiMBOUT OVER OBSTACLE _ _ _ _ __
GROSS WT LIMITED BY 3·ENG. RATE OF CLlMB _ _...:1::2..:4.:::50:.:0~__

TAKEOFF DATA
WET DRY

95"10 PREDICTED BMEP 229

TAKEOFF FACTOR 4.3

CRITICAL FLO LENGTH 3980 FT FT

GROUND RUN 3090 FT FT
REFUSAL SPEED 106.5 KTS KTS
ACCELERATION CHECK POINT
DISTANCE/TIME 2000 ft.

ACCELERATION CHECK SPEED 95 KTS KTS

LIFTOFF SPEED 112 KTS
DUMP TIME 4.25 MIN

LANDING DATA (TAKEOFF WEIGHT)

LANDING GROUND ROLL, _ _ _ _ _ _--=2~42:..:0_ _ _ _ _ __

THRESHOLD SPEED 1130"10 Vsol _ _ _ _ _..:1;,:;12=-_ _ _ _ _ IKTS
LANDING DISTANCE FROM 50 FT HEIGHT 3470 FT

Figure A7·1. Tokeoff and Landing DalaCard

A7·8 Changed 16 July 1962

 T.O. lC.11IA·l Appendix I

C·11SA AND VC·l1SA

LANDING DATA CARD

LANDING CONDITIONS

PRESSURE ALT 2000 FT

OAT 20 ·C

WIND COMP 30 (headwind) KTS 82,700 __ LBS

GROSS WT _---=:.=!:.::.::....

RUNWAY LENGTH 7500 FT SLOPE 0

_ _ _ _ _ _ _ _ 3000 _ _ _
~~ ~ _____ FT
DENSITY ALT

LANDING DATA
THRESHOLD SPEED !130% VIO) _ _ _ _ _...;:1"'03'--_ _ _ _ _ IKTS

LANDING DISTANCE FROM 50 FT HEIGHT _ _ _-=-26:.:2.:.0_ _ _-'FJ

LANDING GROUND ROLL _ _ _ _ _ _-.:.18.:..:60'-=-_ _ _ _ __

Figur. A1·2. Landlng'Dala Card

Changed 16 July 1962 A7.9/A7·10

 T.O. IC-IlIA-1 Index
A

ALPHABETICAL INDEX

Section
and
Page No.
A equivalent airspeed (EAS) to true
A.12 Autopilot system-AF53·3229 and AF53·3240.... 1·54 airspeed (TAS) ........................................................ AI·5
Abbreviated emergency checklists.................................. 3·41 indicated airspeed lAS. true airspeed TAS ................ AI·5
A6breviations .... :............................................................. Al-2 Airspeed position error correction charts...................... Al·5
A·C Groand Rim ................................................................ AI·12
Pow.,. Supplv-Typlcal (C.118A) ...................... 1.32B.I·32C AH-sPieJ PosU'on Error Correction-Flight-
Power Sup/J/y-TYfJicai (VC·J.18A).......................... 1·33 Copilot's Normal Stillic Sourc•.................................. A1·10
Accelet'4tion Increment Time Check .•..............•............. A3-19 Pilot', and Copilot's Alternate Stalic Source .............. AI.11
Acceleration increment time check ................................ A3·6 Pilot's Normal Stillic Source ........................................ AI·9
ADI system pressure indicators...................................... 1-51 Air temperature indicator, cabin.................................... 4~22
ADI (water·alcohol injection) system............................ 1·5 Alcohol deicing switch, carburetor................................ 4..36
management ................................................................ 2·21 Alcohol deicing switch. windshield................................ 4·36
pressure indicators ...................................................... 1·5 Aldis lamp ........................................................................ 4·61
pressu,re ~at!ling lights................................................ 1·5 All-W.alh.,. Operflllon.................................................... 9·1
quantity Indicators ....................................................... 1·5 Altimeter error ................................................................ 9·16
switches ........................................................................ 1·5 Altimeter position error correction charts.................... Al.6
Aerodynamic characteristics .......................................... 6-2 Pilot's NOf'm(II Stalic Source ...................................... A1·18
Aft Altimeter Position Err(J1' Correction Tahle
Cargo Do01' Control Pan.l.......................................... 4-86 CofJllot's Normal Stillic Source .................................... AI·15
door control ................................................................ 4.fl6 Pilot', and Copilot's Alternat. Stallc Source-
O~.,.h.ad Pan.l .......................................................... 1.26 T";lcou. S.aled ........................................................ AI·16
Aftercooler ...................................................................... 4-5 Pilot's find Copiwl's Alternate Stalic Source-
Aileron trim tab handwheel............................................ 1·37 T,,;lcomJ Uns.aled .................................................... AI·17
A!rbrake .srs~m, metered................................................ 3·40 Pilot's Normal Static Source........................................ Al.14
Air cond1ttonmg system.................................................. 4·3 Altimeters ..........................•............................................. 1·52
Air Conditioning, Windshield, MId RtulOtIU Altitude
Antl.Icing Syst.... ........................................................ 4-6 conrrol ...........................................................•.............. 4~
Aircraft, the ......................................... :............................ iv contro~ use of .............................................................. 4·65
Aircraft ......................................~ ...........................,......... 1·3 true .............................................................................. 9·16
before entering ............................................................ 2..2 Ammeters ................................................................ 1·34A. 1·34B
before leaving ............... ................................................ 2·31 Ammet....Volmuter Pansl.............................................. 1·34
dimensions .................................................................... 1..3 Anchor, sea ...................................................................... 3·28
entrance angle to localizing beam.............................. 4-69 Antennas .......................................................................... 4-60
gross weight .............................................. 1....-............. 1·3 Anticollision light .......................................................... 4·60 .
.tri~ pri~~ ~o and during autopilot operation ....... :.... 4-65 Anti-icing
Airfoil anti-ICIng .............................................................~ 9·16 airfoil .. ..... ... ..... ........ ............ .............. ................ ........ ... 9·16
heater lire ...............................................; ..... ,...... ,....... 3.13 system, airloil-emergency operation........................ 4-32
heaters fire warning lights .......................................,... 4-31 system, radome ............................................................ 4..35
A~rfo~l An~~Ic."'g Syst ................................................... ; 4·30 switch, radome ............................................................ 4·35
Airfoil antHcmg system .......................................:.......... 4·25 >
Antlskid switch and warning light.................................. 1.49
emergency operation .................................................. ,4·32 Approaches
normal operation .............................................~.......... 4·32 and landing .................................................................. 9·16
Airfoil deicing switch...................................................... 4·31 aur,omatic ...................................................................... 9·'
Airfoil deicing system controls~..................................... 4-31 circling ....................................................... "............... 9·5·
Airfoil heaters TACAN ........................................................................ 9·5
air temperature indicators.......................................... 4-31 Approaching localizer beam................................... .4.68A. 4.68B
fire extinguisher system switches................................ 4-31
fuel pressure ................................................................ 4·32 Approach procedure .
!uel 'pr~ssure indicators................................................ 4·31 four ..ngine (straight.in linal) VOR, ADF•.
IOsufficlent temperature .............................................. 4·32 and range .................................................................. 9·9
Airscoop deicing systems, pitot, static............................ 4·36 three-engine (straight·in linal) VOR, ADF.
~nd range ................................................................... 9·9

Ai~~:o;;··:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: i~~ two..ngine (straight.ln linal) VOR. ADF.

and range ................................................................ 9·10
limitations .................................................................... 5·9
terminology .................................................................. Al-4 Attitude indirator (H·5. H.G, or ]·8).............................. 1·52
Airspeed ·~nversion Attitude of aircraft, cbange............................................ 4-67
Calibrated airspeed (CAS) to equivalent Automatic approach ................................................. .4·68. 9·5
airspeed (BAS) ........................................................ AI·5 conrroller ...................................•.................................. 4-69
equipment .................................................•................... 4·67
ltallCi IndIca'., lIIust,a"on •. localizer ........................................................................ 4·7.1

Changed 16 July 1962 X-I

Index T.O. IC·IIIA·1
AloC

A (Conl'd)
Automade: Janding receiv............................................... 4.$
Automade: radio compasses AN/ARN-6........................ 4055
Cabin
c
air temperature indl..to. ............................................
-
s.<II...
PIIg.No.

4-22
Automade: rana. .............................................................. 4071 altimeter ..............................~...................................... 4·11
and automade: approach £eatut........................ ..4-68A, 4-68B AIIhud. Bmwg_y C_I H_le....................:..... 4-12
and ...tomatic approach operation ch..IdiIt.............. 4070 altitude .mergency control handl............................... 4-10
Autopllot .......................................................................... .(.65 dllfetOntial p ....ure indica"'r .................................... 4·11
CDfIIroIhr .................................................................... .(.67 dome IIgh.. .................................................................. .(.61
COfIIroh (VC.lISA) .............................................(.68A.4-68B emergency depressurization con..olieve................... 4012
enaaaina ........... _........................................................ 4-65 Bm".g...." Doprm"";_ CDfIIroll.ev". _
M••btllllul B"gaglllg Lev...s........................................ .(.67 StI~".bsrg... Cl",.b C_oll.evw,...................... 4-13
operation. alreraf. trim prior to and during.............. 4·65 ground blower ............................................................ 4·5
AwdUary equipm.n' ..... ,.......................................,....1·57.1·58 1Iferafto .................................................................... 1·57. 1·58
......f..limb Indi..tor ................................................ 4·11
Awdliary 011 pump swi..h .....:........................................ 1·25 Cabin h ....r .................................................................... 4-3
Awdliary 011 ..ok selector valve .wl..h........................ 1·25 air temperatu•• Indlcato...........................c................. 4-4
Awdliary power unl. ...................................................... 4075 6re extingnlshe. sys.em switch.................................. 4-4
olnc:oop hea.er on Ilght.............................................. 4077 fire warning ligh. ........................................................ 4·4
ammeter ..................................................................4-73.4·77 fuel and ignition ..lector .wltch................................ 404
drc:nIt b.eak............ ,................................................... 4·72 fuel pressu.re indl..tor ..................... :.......................... 4-4
combustion chamber temperacur. indi..tor.............. 4-77 fuel switch .................................................................... 4-4
C_I P....I .............................................................. 4-73 master switch .............................................................. 4-4
fire warnlna light ........................................................ 4-77 Cabin presoutO
sene..tor switch ......................................................4.72.4-76 chana. limi. con.rol .................................................... 4·11
hand aankina .............................................................. 4·73 llmi. oontrol ................................................................ 4·11
ignition swi..h ............................................................ 4·72 regulator ...................................................................... 4·10
oil p........ warning IIgh.......................................4.73.4·77 warnlna lights .............................................................. 4012
011 temperature gag. .................................................. 4-77 Cabin pressure controls ..............................•...........•....... +16
acoop h ....r switch .................................................... 4·76 instruments .................................................................. 4..10
start swl..h ............................................................. .4.72.4.76 P....I ............................................................................ 4-9
stOp swl.ch .................................................................... 4-76 CtlN Presnwe S,slem
.hrottle con.rol ............................................................ 4·72 O~.,..mo"..Ch...gi"g PUghl AIIhud. .......................... 4-21
vol.meter ...................................................................... 4·77 Op.,.",jo"..U. C_ol PUghl .................................. 4020
voltmeter selector switch .......... _................................. 4..76 0f""'j....R:"'j? e... "ol PUght .................................. 4·17
Cabin pressurization syStem ....................•..•...............•.... 4·'
Cabin pressurization system conttols.............................. 4·10
B Cabin supercharger gearbox 011
pressure ........................................................................ 4·16
Bailou. .............................................................................. 3·37 pressure gage .............................................................. 4.10
Bailout procedure ............................................................ 3~37
Battery master switch ...................................................... 1..31 i:::=tu":eari~idi~a~~;·::::::::::::::::::~::::::::::::::::::::::::::::::: t~g
Battery selector switch .................................................... 1·34 Cabin superchargers ................'.....................................'" 4.,
Belly landing .................................................................... 3·20 air duct pressure indicator.......................................... 4·10
BHP'map schedule aWIow .......................................................................... 4.16
ch................................................................................ A2·7 airftow .... indicators ................................................ 4010
High Bw.... ................................................................ A2·29 clu.ch control I""." .................................................... 4-10
Low Bw.... .................................................................. A2·27 Cabin ..mpe..ture
BHP-RPM S.bllltilo-Hlgh Blow.,. ............................ A2C28 C."".o' P....I .................................... ,......................... 4022
BHP-RPM S.blllulo-Low Blow".............................. A2026 control rheostat .......................................................... 4-22
Blower .hifting ................................................................ 2·23 mixing valvo ................................................................. 403
BMEP drop method of Mtting aul.. mixtures.............. A2·2
mIxIns valve potltion Indl..tor.................................. 4022
CalIIw",1II AIr'i>.1II Co.mllo" for Comtw.,tlhi/JI1...... A1-l3
Booac pllmp preuure, u" of high.................................. 7·2 chart .............................................................................. AI-6
Boxina Runway.............................................................. 9·9 Carburetor
Brake honepower ava1iabl. for takeolf
All"""". PM/ G1'illh-IJr:y ........................................ A2.17
air control
air _pa........
lev... ...........................................................
lndi..tor................................,......,... 1·51
1·5
All"""". P,..I Grtule-W.t ... ,.................................... A2.16 air temperature limitations. ........................................ '·2
charts ............................................................................. A2.4 alcohol delring ............................................................ 9·15
Shlllllar4 P".I GritIle-IJr:y ........................................ A2·14 alcohol deicina swl..h.. .............................................. 4036
S"""''''''' P".l G1'J.-W., ..........................:............. A2ol2 deicing.,...... .............................................................. 4036
Brakes prebea. .......................................................................... 9·14
fin ........................................................'.....................,. 3·12 Cargo
overheated .................... ,............................................... 3·12 door concrol. ................................................................ 4086
.,...... ................................, ...............,.........................
1-48 Jettiaottlna .................................................................... 3·20B
.,...... failure .............................................................. 3-40 load .............................................................................. 5·12
_of landina wh..!.................................................... 7·9 loadina equipm.n. ...................................................... 4-86
IItlof.... rack .................................................................. 4-88
Buoyancy .................... ,..................................................... 3·28 ,,_11" ',.flle.,., 1II,,,'r,tlo",.
X·2 Changeel 16 July 1962
 T.O. IC-lleA-1 Index
Cro D

S••'lon
and
P",.No.
C (Conl'd'
turbine .witch ................................. _............................ 4·,
Center of gravity (00) limitations.................................. '·10 Copilot .............................................................................. 3·30
Characteristics Correction cham, a1npeed position error...................... Al-6
aerodynamic ................................................................ 6-2 Correction charts, altimeter position error.................... A1·6
general flight ................................................................ 6-2 Course Indlcaror .............................................................. 4-69
level 61ght ....................................................•............... 6-3 Cowl 'Sap rbeostats .................,........................................ 1·5
wing flap ...................................... c............................... 6·2 Cowl flap .wiech.. .......................................................... 1-4
Check CreW,'
after landing ................................................................ 2·29 oompartmeot cbeck .................................................... 2.10
before taxiing .............................................................. 2·13 Dulles .......................................................................... 8-1
crew compartment ...................................................... 2.10 engineer ........................................................................ 3·31
2·11
pre-cockpit .................................................................. engineer', prellight cbecklist ...................................... 2·7
2.14
taxJlng .......................................................................... liferaft .............................................. ,.... :...................... 1.55
Checklist. abbreviated, Cll8A and VCll8A................ 2·35 members' duties .......................................................... 3·30
Circling A~fwoach., ........................................................ 9.3 quarters ........................................................................ 4-88
Circling approaches ........................................................ 9·5 0"""'''" Aft RJ,hl SIh-Typjcal.............................. 4-90
Circling approach procedure .......................................... 9·2 0"""'"", Forward RighI SkH-Typic"z.................:.. 4-89
Circuit protectors ............................................................ 1·36 Critical engine faliure ,peed charr.......................:.......... M-4
Clrcuil Prolectors-Typical (C·IIBA) .............. 1·38. 1·40, 1-42 Critical field lenSth chart................................................ A3·5
Clrcuil Protectors-Typical (VC·118A).......................... 1-42B CrltlcaJ field length method ............................................ A3-3
Clearvlew window.......................................................... 9·17 CroQwind
Climb, after takeoff ........................................................ 2·21 chart, takeoff and I.neling............................................ A3-6
Cimb, en route ................................................................ 2·22 landing ........................................................................ 2.29
Climbout factor chart ...................................................... A3-6 takeoff .......................................................................... 2·21
FOfWoBngine----Gro"mI Btlec, Included...................... A3·16 T "".otl and LsmIIn, .................................................. A3·24
FOIWoB"gine-GroNM Btlec' No' Inchldotl .............. M.21 10 H.Mlwlml Co""...don CharI.................................. 2·28
Thre••Bngine-GroNM Btlsc, l ...hldotl...................... A3·24 Cruise ................................................................................ 2.22
Thre••Bngine----GroNM Btl..' NOll..chldotl.............. A3·22 ,peed tables .................................................................. A5-6
Clocks .............................................................................. 1.52 speed. ............................................................................ 5·14
Outch control levers, cabin supercharger...................... 4·10 tablet, power seninga for ............................................ A5·6
Cockpit C",!"!ng descent .check ................. ;..:............................... 2·23
and W Imlshleld Airflow Schemmlc............................ 4-26 CruisIng under Instrument condluons...................... ".. 9..2
Arrangemenl (Ty~lcal) .............................................. 1.10 Cycle selector .witch ...................................................... 4·79
Left ami RighI Sides.................................................... 1·12 Cylioder head temperature indicators............................ 1·51
overhe.d lights (floodlights)...................................... 4-61 Cylinder head tetnperature management........ _.............. _ 2·21
temperature control rheostat ...................................... 4·22
Cold weather procedures ................................................ 9.13
Communication ........................... " ...... " ..."...................... 3..22 D
and associated electronic equipment.......................... 4·36 D.ta cards, takeoff .nd I.nding...................................... 2·31
and Bledronlc Bquipmenl (C·118A).......................... 4.40 D-c
and Blectronlc Bqui~menl (VC·118A)........................ 4-46 operated equipment .................................................... 1·31
Compass system, S·2 ...... _........ _.. _............ " ....... __ .,,_ ..... ,,_.. 1.53 Power Su~~~Typical (C·IIM).............................. 1.32
Compressibility chart, calibrated airspeed for .... " ..___ ... Al.6 Power S,,~~~Ty~lcal (VC·118A)............................ 1.32A
Compressibility chart, temperature correction for ........ Al.6 voltmeter and selector switch............ ___ .. ____ ............. _... 1·'34
Computer, steering-VC.118A ................... _" ....... ,,_...... 4.5' Deceleration, maximum .................................................. 2.20
Condition selector switch .... " ... _............. "_ .. _.. "",, .... ,,_.... 4-79 Deck ................................................................................ 3.28
Configuration and performance .............. _. ___ ................. ' .. 14 Definition of term......................................................_... A1.3
Conlrol-Pedest_Ty{1lcal .......................................... 1.18 Definitions ................................................................3·24A, 3·24B
Controls Deicing
aft door ........................................................................ 4-86 carburetor. 81oohol ...................................................... 9-15
airfoil deicing system .................. :............................... 4.31 conlrOlo, propen...,............................._.............._..... 4-35
cabin pressurization system ........................................ 4.13 indlan"ra, propener .................................................... 4-35
cargo door ....:............................................................... 4.86 pitot, .tade, and aJrsooop................... _......................... 9-16
augin. analyzer ............................................................ 4.79 propeller ...................................................................... 9-15
footWatmer .................................................................. 4-23 swiech, airfoil ......................................................... _... 4-31
forc. and effactiv.nesa ................................................ 6-2 ')'Item. propeller .......................................................... 4.35
forward cargo door ...................... :............................. 4-86 .y.temt ..............................._......................................... 4-35
hydnullc btake normal .............................................. 1-49 windshleld. aIcobol .................................................... 9-16
manHold pressure ........................................................ 2.21 D"";'7 AIIIINtH CIHwt..................................................... AI.19
ollYseo system .............................................................. 4-64 Density a1t1tuda ehart ...................................................... AI-6
Control·surface lock lever .............................................. 1.37 Dep......rizatlon control lever, cabin _ency.......... 4-12
ConIrol-Surfac. LD.k-Throtll..ln1..locio .................... 1-49 o-t ............................................................................ 2.23
Cooliog and 1andI.,. ................................................................... 4-15
ground .......................................................................... 4.25 DilDter.duianoi ,..w.ron ................................. _........... 4-64
in61gbt .......................................................................... 4.25 Dlsc:usoIon of charts ...................,..................AI-6, M·3. A3.'
turbine .......................................................................... 4-5 Distanca and time VI.peed cb............ ,....................._... A3.5
DhlMl" 10 SIo,
II.lle. Indlcat., "'u,'ra,'o"" Btw/I" Otoh-P""~.um Ww./Ilm....................... A3.28

Changed 16 July 1962 X-3

Index T.O. IC-IISA-I
Dlo E

Section Section
and and
Page No. Page No.
D (Conl'd)
Brakes 'Plus Two Bngine Reverse Thrust .................. A3~29
Distance to stop charts.................................................... A3-7
E;o~~ ~E::.::::::::::::~:::::::::::::::::::::::::::::::::::::::::::~~:~2. i:~~
Distributor synchronization check ................................ 4.84 instruments .................................................................. 1·8
i?st!u~ent transformer switch .................................. 1·35
Ditching
and survival ................................................................. . 3·21 hmltatlons .................................................................... S~2
Chart-C118A ........................................................... . 3·32 Mtmifold Pressure and Power Umits .......................... A2~9
Chart-VC·l·18A ...................................................... .. 3·34B manifold pressure and power limits chart.................. A2·4
cross swell ................................................................... . 3·25 oil system failure ........................................................ 3·41
down swell ...........................................•...................... 3·25 operating normally-fuel pressure drop.................... 3·5
into swell ..................................................................... . 3·25 runup, ............................................................................ 2·16
section fire before takeoff............................................ 3·12
Di~f::a~~.i.~.~.. ~~~ .:::::~:::::::::::::::::::::::::::::::::::::::::::::: ........
3·24 starter switch ................................................................ 1·8
6·3 starting ........................................................................ 2·13
Dome lights ................................................................... . 4-61
efllergency cabin ......................................................... . 4·61 stopping ........................................................................ 9·17
flight compartment ..................................................... . 6·61 supercharger switches ............................................ :... 1·5
lavatory ....................................................................... . 4·63 surging as result of malfunctioning fuel syste'm........ 3·10
Door·open warning lights ............................................. . 4·12 sU,rging resulting from excessive lean mixture.......... 3·11
Driftmeter. alignment ..................................................... . 4·72 Engine analyzer .............................................................. 4·79
Dumping fuel ................................................................. . 3·20
Duties, crew members' ................................................... . 3·30 .
:d:;:~~r ::::~::~:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: ~:~~
operation ...................................................................... 4·84·
Pallerns ........................................................................ 4·80
power switch ................................................................ 4·79
E Engine calibration-alternate fuel grade. chart............ A2·6
Engine Calibration CUNJe-Alternate Fuel Grade ........ A2.22
Effect Engine calibration' high blower, brake horsepower vs
Runway Surface Conditions on Ground ·Run............ A3·13
Altitude ........................................................................ A2·21
slope on ground run chart......................... :................ A3·4 altitud.e chart .............................................................. A2·21
temperature on engine power .................................... A2.2 Manifold Pressure ........................................................ A2·20
Unusual Runaway Conditions on LtnJ4ng
manifold pressure chart ..........'.................................... A2·6
Ground Roll ............................................................ A6-7
Effect of humidity . Engine calibration low blower, brake horsepower vs
engine power .................. ~ ............................................. A2·2
Power Output .............................................................. A2.11
~~?::::: ~h~;~ ..::::::::::::::::::::::::::::::::::::::::::::::::::::::.::::::: !~:~9
Manifold Pressure ......................................................... A2·18
power output chart ...................................................... A2·4 manifold pressure chart .............................................. A2·'
Electrical power supply system...................................... 1·30
Engine failure .................................................... ~............. 3·2
Electrical power system failure.' .................. :.................. 3·38
Elevator trim tab handwheels.......................................... 1·37
Emergency
airbrake pressure indicator ................................ I·S0A,I·50B
i;:::L~;~~;i~i:::::::::::::::::::::::::::::::::::::::::::::::::::::::
on Ulkeoff after reaching refusal speed, practice........ 3·8
H
An-brake System .......................................................... 1·48A on takeoff before reaching refusal spe'ed, practice.... 3·8
cabin dome lights ........................................................ 4·61 procedure upon encountering ............................. :...... 3·2
checklists. abbreviated ................................................ 3·42 Engine inoperative
climb charts ................................................................ A4·2 go.around with one .................................................... 3·7
control, hydraulic brake ............................................... 1-49 go.around with two .................................................... 3·7
descent procedure ........................................................ 3·19 landing with one or more.......................................... 3-6
ent~ance ........................................................................ 3~20B
practice landing with one or mote.............................. 3·8
equipment ............................................................1·54A. 1·54B practice maneuvers with one or more........................ 3·8
escape hatches ........................................................ 1·57.1·58 Engine overboost or excessive manifold pressure.......... ;:2
B"Us .............................................................................. 3.23
heater air shutoff switch.............................................. 4~22 Engine power
effect of humidity on .................................. ,................. A2·2
hydraulic brakes ........................................................ ., 3·40
instrument power and instrument lighting switch.... 1·35 effect of temperature on ..-........................... ;................ A2·2
time limitations ............................................................ ;·2

~~1;:~·::::~::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: ~:~~ hquipment

:~~:r:~ti~·~::ar::hd:::::::::::::::::::::::::::::::::::::::::::::::::::': !:~~
radiO transmitter .................................................... 1·57, 1·58
windshield wiper operation ........................................ 3,·41 cargo loading .............................................................. 4·86
wing flap extension .............................................:......... 3·41 communication and associated ... ,................................ 4'·36
d·c operated ................. ,...................................... c......... 1·31
Emergency ceilin~ emergency keyer, ANIARA·26 .............................. :... 4-56G
Alternate Fuel GraJe .................................................. A4-7
lighting .......................................................... :.......... :.. 4·60·
charts .,.......................................................................... A4·2 miscellaneous .............................................................. 4·88
Standard Fuel GraJe .................................................. A4·6 navigation .................................................................... 4·71
Emergency hydraulic pg.mp operation of communication and ,electric................... 4·36
Selector Vawe L61Iet' .................................................... 1-46

:!:h~.:~:~·.~.~~~. :::::::::::::::::::::::::::::~:::::::::::::::::::::::: t~~

Engines ...........................\..: .... ~..................:......... :..•..'....... ; 1.3
~=n:::r:i':;~~~. :::::::::::::::::::::::::~:::::::::::::::::::::::::::: t::
"aile. IndIca;•• lIJu.rral'on•.

X-4 Changedl6.July1962
 T.O. lC-118A-l Index
E 10 G

Section S,dlon
ami ami
Page No. 1?tlge No.
E (Conl'd) Emergency cUmb-LotlJing Configurallon-Plaps
Errors, instrument ............................................................ Al·4 FuU Down, Gear Down............................................ A4.11
Escape ropes ................................................................ 1-57,1·58 Emergency Climb-Takeoff C_figurallon-Plap,
Estimated fuel consumption for auise powers 20 Degrees, Gear Down.......................................... A4-8
charts ............................................................................ A2·6
Emll1'gency Climb-Talaeoff Configuration-Plaps
High Blowll1' ................................................................ A2·25 20 Degrees, Ge<w Up ................................................ A4·9
go-around ..................................................... ,.............. 2·30
Low Blower .................................................................. A2·24
Estimate of fuel required .... __ ......................................... _A7·2 Long·R""ge Summary ................................................ A5·19
Evacuation Plan-Ditching, T'YPical ....... __ ..................... 3·27 Maximum Endu-rllnCe Power Conditions .................... A5·22
Excessive cabin differential pressure.............................. 4·16 Range Prediction--Disltln&e ...................................... A5·28
Exterior Inspection ............................... _........... _............. _ 2'-4 RAnge Predktion--Time ............................................ A5·29
Exterior lighting .............................................................. 4·60 Fuel
External power supply light............................................ 1·36 booster pumps, recommended use of.......................... '·2
External power supply receptacle.................................. 1·35 booster pumps switches .............................................. 1·28
charts, naudcal miles per pound of ............................ A5·3
crossfeed selector levers .............................................. 1·28
F DumP System Controls ................................................ 1·31
Failure of dump time ................................ :................................. A7·2
propeller to go into governor control flowmeters .............................................................. 1·30, 1·51
after unreversing .................................................... 3·11 pressure drop-engine operating normally................ 3·5
propeller to unreverse during ground operation...... 3·11 pressure warning light and isolation switches.......... 1·30
three engines ................................................................ 3·5 pump levers .................................................................. 1-30
two engines .................................................................. 3-4 pump system ................................................................ 1·30
Filling out the takeoff data card.................................... A7·4 Quantity Data Tobie .................................................... 7·7
Fire .................................................................................. 3·11 quantity indicators ...................................................... 1·30
airfoil anti·icing heater .............................................. 3·13 selector levers .............................................................. 1·25
before takeoff, engine section...................................... 3-12
brake ............................................................................ 3·12 ::ft~~~~::~!:~;··~::::::::::::::::::::::::::::::::::::::::::::::::::: ~:r
cabin heater .................................................................. 3·16 Fuel dumping .................................................................. 3·20
1).2 APU ...................................................................... 3-15 after .............................................................................. 3·20
electrical ...................................................................... 3·17 System .......................................................................... 3·21
Extinguisher Sele&tor Valve Handle Positions- Fuel grades ...................................................................... Al·4
Typical ...................................................................... 3·4 operating limits, alternate .......................................... 5·9
extinguishing ~ystem .......................................... 1·54A,I·54B operating limits, normal............................................ 5-2
GTP70 APU ................................................................ 3-15 Fuel pressure indicators ............................................ 1·30, 1·51
in flight, engine ............................................................ 3·12 airfoil ............................................................................ 4·31
lower compartment, cabin, tail heater, or cabin heater .................................................................. 4·4
APU (tail) Fuel System ...................................................................... 1·25
On ground, engine ...................................................... 3·11 emergency shutoff valve .............................................. 1·30
proced';lres,. lower c?mparunent ................................ 3·15 failure .......................................................................... 3·37
protection lOformanon, general................................ 3·13 Managetnenl ................................................................ 7·4
St. Elmo's ...................................................................... 9·16 management .................................................................. 7·2
tail anti·icing heater .................................................... 3·15 Management Table ...................................................... 7·3
wing anti-icing heater ................................................ 3·13 8 T""ks ........................................................................ 1.29
Flight
atte~dant'~ l?reflight checklist .................................. .. 8·3
Charactet'1sl.&s ............................................................ .. 6·1
characteristics ............................................................ .. 2.23 G
compartment dome light ............................................ . 4·61 G·2 directional indicator ................................................ 1·53
controls ....................................................................... . 6-3 Gages
1·36
~~n:~~~:re~~:r;·~··:::::::::::::::::::::::::::::::::::::::::::::::::::::::: 9·12
cabin supercharger gearbox oil, pressure .................. 4-10
manifold pressure ........................................................ 1·51
nurse ............................................................................ 3·36 pressure ........................................................................ 4·64
Flight planning charts for cruise condition .................. A5·5 Gain control, operation of ........................................~..... 4·58
Four·Engine-10,OOO Feel .......................................... A5·28 Galley-VC·118A ............................................................ 4·90
Four·Engine-l.s,OOO Feel ........................................... A5·29 GC4 Procedure :............................................................... 9·8
Four-Engine-20,OOQ Feel .......................................... A5·30 General At'1'angement DiagrtNn-C.118A .................... 1.6
Three Engines-5000 Feel .......................................... A5·31 General 4..,.angement Diagram-VC,118A .................. 1.6B
Three Engines-10,OOO Feet ...................................... A5·32 General Hight characteristics .......................................... 6-2
Three Engines-15,OOO Feel ...................................... A5·33
Footwarmer controls ..... ................................................ 4·23 Generators ........................................................................ 3·38
. Forward cargo door controL.......................................... 4.86 Generator switches .......................................................... , 1·34
Generator warning light ........................................ 1·34A, 1·34B
Forward CdI'go Door Control Panel ..............:............... 4·86
Glide slope correction .................................................... 4·69
Forward OVlI1'head Panel-Typical .......................... 1·27.1·28
Four.engine Go·around -
Emergen&'Y CUmb-Enroule Configuration-- one engine inoperative ..................................... _......... 3·7
Flaps UP. Gear Up ............... ;.................................... A4·10 practice ....... ;.............:................................................... 3·8
two englOe5 100perative .............................................. 3·7
'tall" Indlca,.s illustrations. Grades, fuel ...................................................................... Al·4

Changed 16 July 1962 X-5

 Index T.O. lC-1l8A-l
Glo L

Section Section
and and
Page No. Page No.
G (Conl'd)
G·2 directional ............................................................ 1·53
GrO$$ Weight Umited by Climbout Over Ob,t..le........ A3.26 H·5, H·6, or J·8 attitude ............................................ 1-52
Gross weight limited by climbout over obstacle chart .. A3-7 hydraulic system pressure ............................................ 1.36
Gross weight limited by three-engine climb hydraUlic system quantity .......................................... 1.36
landing gear position .................................................. 1.47
Gr~:!fc;::;~: .~~~.~. : : : : : :: : : : : : : : : : : :.-: : :.": : : : : : : : At~ 2 outside air temperature .............................................. 1·51
Ground oxygen system .............................................................. 4-64
cooling .................................................. '....................... 4.23 pilot's and copilot'S radio magnetic ............................ 4·56E
defouJing procedures ............ " ...... _............... _............. 7-8 pitot, static, and airscoop deicing .............................. 4·36
heating .......................................................................... 4-23 S·2 directional .............................................................. 1·53
operation, failure of propeller to turn..and·slip ................................................................ 1.52
unreverse during .................... _................................. 3.11 vertical velocity ............................................................ 1.51
ron charr ...................................................................... A3.4 wing flap ...................................................................... 1·46
tests and warmup '........................................................ .9-14 wing flap pre-position ................................................ 1.46
Indicators, ADI
system pressure ............................................................ 1.51
(water-alcohol injection) system pressure .................. 1·5
H (water·alcohol injection) system quantity .................. 1·5
Handle, parking brake ................................................... . 1·50 Indicators, oil
Kandwheels pressure ........................................................................ 1.51
aileron tritn tab, ......... __ ..... _........... _.............................. . 1·37 quantity ........................................................................ 1·25
elevator trim tab ......................................................... . 1·37 temperature .................................................................. 1.51
rudder trim tab ........................................................... . 1·37 Inflation ............................................................................ 3·29
Heater CO, ................................................................................ 3·28
Control P..".l ............................................................. . 4·8 manual .......................................................................... 3.28
Fire Control Panel ... . 4·24 Infiight cooling ................................................................ 4·23
fuel and ignition selec~~;··~;;i~~h;~··:::::::::::::::::::::::::::: 4·31 Inflight defouling, ............................................................ 7.9
fuel manageme,nt ......................................................... . 7-6 Infiight heating ...........................• ................................... 4.23
ignition selector check switches ................................. . 4·31 Inspection, interior .......................................................... 2·10
Heating, ground ............................................................. . 4·23 Instruments ...................................................................... 1-51
Heating, inflight ............................................................. . 4·23 cabin-VC·118A .................................................. ..4·91, 4·92
Hunting or surging all engines ..................................... . 3-10 cabin pressure control ................................................ 4·10
Hydraulic c1im~ .............. ;..;........................................................... 9.2
brake emergency control ........................................... . conditions, crutsmg under .......................................... 9·2
1·49 errors ............................................................................ A1·4
brake normal control ................................................. . 1·49
Oxygen Instrument Panel ......................................... . flight conditions, operation under ........................... .
1·47
power supply system ................................................... .
power system failure ................................................. .
1·36
3·39
~~".t,,;:.i.-;;;;~..::::;:;;:;:;;;::;;;:::;;::::,::::::;;;:::::;:::;:;:::;;::::: ~:~I
Hydraulic System ........................................................... . markings ...................................................................... 5·2
1·44 Interior
bypass valve lever ....................................................... . 1·36
;:~~:::ind~~:~ ~.~~~~~ .::::::::::::::::::::::
quantity indicator .........'.............................................. .
1·36
1·36
1·36
arrangement ................................................................
Arrangement-Typical (C·118A) ..............................
Arrangement-Typical (VC.118A) ............................
1·3
4·87
4-88
Hytrol antiskid brake system ......................................... . arrangement-VC·118A .............................................. 4.88
1.49
inspection ...................................................................... 2·10
lighting ........................................................................ 4·61
Interphone procedures and phraseology ...................... 4-49
Interphone, service, LA-17-C·118A ............................ 4·49
ICAO StMUlNrd Atmosphere Table ................................ Al.21 Interphone systems, ANIAle·5B,
ICAO standard atmosphere table .................................. A1.6 AN/AIC·8, and AN/AIC·I0 .................................. 4.36
Icing, preparation for ...................................................... 9.14 Interphone system operation .......................................... 448
Idle mixture check ......................................................... , 7·8 Inverter, 6O·cyc1e-VC.U8A ................................... .4~91. 4·92
IFF. AN/APX·25 ............................................................ 4.56 Inverters ............................................................................ 3.39
Inverter warning lights .................................................. 1.35
Igb~:~e;·~;it;h··:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: ~:~
selector check switch, cabin heater ............................ 4.4
lIS Procedure .~................................................................ 9.7 L
Inboard engine inoperative, takeoff with ...................... 3.8
Indicators Ladder .............................................................................. 4·89
airspeed ..... ..... .... ........... ...... ........ ..... ....... ....... ... ........... 1.51 Ladder, passenger entrance-VCl18A ................ :... 4-91, 4-92
cabin supercharger airflow rate ..................................
cabin temperature mixing valve position ..................
4.10
4·22
t:::~:I~iS.•••::::::::::::::::..::::::::::::..:::::::::::::::::::::::::::::::::::: t~~A

gt:~ ;~ ;:· :·: ~ : ·~:·: : : : ;:~:.~:.~:~: :.:~ :~.: : : : :'.: :~: : :'. ~~~L
carburetor air temperature .......................................... 1.51
cylinder head temperature ..................................... ;.. 1.51
emergency airbrake pressure ...................................... 1.50

E::~~~~f£~~~::::;;.:·::::;:::::::·::::;:::;:·:·::::::;·::::::~:::::::::;~:~I. m crosswind .............................................................. ;....... 2.29

italic. '"dleDt•• lIIu.,rDtlon ••

X-6 Changed 16 July 1962

 T.O. lC-1I8A-1 Index
L 10 M

Section Section
and anti
Page No. Page No.
L (Conl'd) door-open warning ..................................................... . 4·12
external power supply ............................. _................. . 1·36
Data Card, C.1l8A and VC·118A .............................. A7·9
emergencies .................................................................. 3·19 inverter warning '''~'_'''''''''''''''''''''''''''''''''''''''''''''''''''' 1·35
landing ......................................................................... . 4-60
ground, r,oll chart, effect of unusual runway lower baggage compartment ..................................... . 4.60
conditions on ............................................................ A6.2 4.63
map reading ...... -_ .................................................. _-... .
ground roll charts ........................................................ A6·2
4·60
Ground Roll, ERect of Unusual Runway
Conditions on ............................................................ A6·4 ~~v!~:!!~~e~~:~~:~·~::::::::::::::::::::::::::::::::::::::::::::::::::: 1·25
lights ............................................................................ 4.60 propeller selector switches and indicator ................. . 1·9
radio operator's table lights and instrument ............. . 4·61
;~~t::~ . ~.~ . ~::::~::~::::::·.::::::::::~::::::::::::::::::::::::::::::::::: ~:~~ taxi ............................................................................... .
wheel well ................................................................... .
4·60
4·60
Pattern anti Stall Speed .............................................. 2·35 wing leading edge ........................................... ,......... . 4·60
on slick or icy runways .............................................. 2·29
on steel mat runways .................................................. 2·29 Lights, cabin
dome ........................................................................... . 4.61
w~th one or more engine inoperative ........................ 3·6 4.4
heater firewarning ..................................................... .
with one or two engines inoperative, practice .......... 3-6 4.12
with zero wing flaps .................................................... 3·20A pressure warning ...................................................... ..
supercharger gearbox oil pressure warning ............. . 4·10
Landing gear Limitations '
control lever ................................................................ 1·47 airspeed ....................................................................... . 5·9
limitations ................................................................... . 5·14 carburetor air temperature ......................................... . 5·2
malfunctions (General) ............................................. . 3·40 center of gravity ......................................................... . 5·10
position indicators ..................................................... . 1.47 chart, use of weight .................................................. .. 5·16
Safety Pins Installed ................................................... . 1·50 engine ......................................................................... . 5·2
system ......................................................................... . 1·47 engine power, time ..................................................... . 5·2
system failure ............................................................. . 3·40 landing gear ............................................................... . s.J4
tire failure ................................................................... . 3·19 operational weight .................................................... .. 5·10
warning horn and cutoff switch ................................. . 1·48 performance ................................................................. . 5·14
Landing ground roll-brakes propeller ..................................................................... . 5·9
Only .............................................................................. A6·4 Limiting design speeds ................................................... . 6·5
Plus Four-Engine Reverse Thrust .............................. A6·6 Limits, operating .......................................................... .. 4·71
Plus Two-Engine Reverse Thrust .............................. A6·5 Load
Lavatory dome light ........................................................ 4.63 5·12
Left crossfeed lever .......................................................... 1.28 ~~:~rb~ti~~..~f·::~~~::~.·::::~~~::::::::~:~~:~~~:::::::::::~:::::::::::~~:~::: 5·12
level flight characteristics ................................. ;............ 6-3 factors ........................................................................ .. 5.11
Level Flight Perfortl'llfflce-Four-Engine ' factors, wing flight .................................................... .. 5·12
and Thr_ee-Engine Operation ...................................... A5·25 Loading
area, cautionary .......................................................... 5-14
Level flight performance charts ...................................... A5·5 area, recommended ...................................................... 5·14
Levers not recommended ................................................... ;.... 5.16
carburetor control...................................................... 1·5 Long range summary charts ............................................ A5-4
control-surface lock .................................................... 1·37 Lower baggage compartment lights .............................. 4-60
emergency hydraulic pump selector valve ................ 1-36 Low Frequency Range, Omm and ADF

l~:i ~fE£~.~.~:.~~t~~.::::.:.:• : : : • • : : : .: :• : .:• : : : . . . ~:~~

Procedures Straight-In ........'........................................ 9,(;

hydraulic system bypass valve ............................. :::::: 1-36

landing gear control.................................................. . 1·47 M
m~in and alternate fuel selector .............................. :. 1.25 Main and alternate fuel selector levers ........................ .. 1·25
mixture control ...................................................... 1.4A, 1·4B Main Cabin Switch Panel ............................................... . 4·64
p.ropeller master RPM control lever .......................... 1·9 Main ,cabin water supply and disposal ......................... . 4·89
~f:~ ~~;s~~.~~. : : : : : : : : : : : : : : : : : : : : : : : : : : : :. . . . !:~: Main DiRerences Table ................................................. .
Main Fire Control Panel .............................................. ..
1·4
1·55
Lighting Main Gear ...................................................................... .. 148B
. equj~ment ............................................................ :..... .. 4·60 Main gear down, nose gear retracted .......................... .. 3·19
exterior .............................. ........ .. .............. .. 4.60 Main Gear Wheel and Brake Assembly-
instrument ................................................................. . 4·61 Type I and Type 11 ................................................... . 148
interior ........................................................................ .. 4·61 Main Instrument Panel-Typical (C-11SA) ................. . 1·21
upper instrument and forward overhead panel ...... .. 4·63 Main Instrument P""eI-TYPical (VC·118A) ............ .. 1·23
Lights Main inverter switches ................................................... . 1·34
ADI (water-alcohol injection) system Main landing gear downlatch, failure of ..................... . 3·40
pressure warning ......................................... . J.5 Malfunctioning fuel system engine surging as
airfoil anti-icing heaters fire warning ............ .. 4·31 result of ....................................................................... . 3·10
anticollision ................................................................. . 4-60 Malfunction, propeller manual RPM control ............. . 3·9
antiskid switch and warning light ........................... . 1.49 Management, heater fuel .............................................. ..
cockpit overhead (floodlights) ................................. . 7·6
4·61 Management, oil system ................................................. .
dome ............................................ ;.....~ ......................... .. 4·61 7·6
Maneuvering configuration ........................................... . 9·9
Italics inalcates iiluslrafions: Maneuvering descent check ..............................'............ .. 2·23

Changed 16 July 1962 X-7

Index T.O. IC-IlBA-1
Mlo P

Section Se&lion
ami ami
Page No. PllgeNo.
M (Conl'dl Navigator .......................................................................... 3-31
Maneuvers ........................................................................ 5~10 preflight checklist ........................................................ 8·3
seat ................................................................................ 4·88
Maneuvers with one or mote engines
inoperative, practice .................................................... 3·8 Station-Typical (C·118A) ...................................... 4·56A
Manifold pre'ssure gages ........ _.................................. ,.... 1·51 Sta#on-Typica/ (VC·118A) ...................................... 4·56D
Manifold pressure pU1'ge valve ...................................... 1·9 Night fiying ...................................................................... 9·2
Manual control door and cabin altitude switch ............ 4·12 Normal operation .... ,....................................................... 4-14
Manual control, on ....................................... _.................. 4-71 Nose gear retracted-main gear down ........................ 3-20
MaDual rich mixtures, setting ............... _................. _...... A2·3 Nosewheel shimmy.......................................................... 3-40
Manual temperature control door and Nosewheel steering system .............................................. 1-48
temperature control switches ...................................... 4-22
Map reading lights .......................................................... 4·63
Marker beacon receiver, ANIARN-12 .......................... 4·56E
Master engine selector switch ........................................ 1-9
o
Master switch, cabin heater ............................................ 4-4 Oil
Maximum endurance power conditions charts.............. A5·4 cooler air exit door switches ..................................'... . 1·11
Maximum range operation ............................................ A5-3 dilution switches ........................... ,............................. . 1·25
Maximum Sinking Speed Chart .................................... 5·15 pressure indicators ..................................................... . 1·51
Maximum takeoff gross weight ...................................... A3-2 pressure warning light and isolation switches........... . 1·25

!~=::t~::i~~~::t~~~
Medical technician .......................................................... 3·36 1·25
Medical technicians, additional ...................................... 3·36 .. :::::::::::::::::::::::::::::::::::::::::::::::: 1·51
Minimum Control Speed Vs Bank Angle ...................... A3·31 Oil system ..................................................................... . 1·11
Minimum control speed vs bank angle .......................... A3·8 emergency shutotl valve handle ............................... . 1·25
Minimum Fuel Flow-Auto Rich OPeration ................ A2·23 management .................................................................. 7-6
Minimum fuel flow chart, auto rich operation ............ A2-6 Omni·range
inbound ........................................................................ 4·70
Minimum Turning R.at!tus .............................................. 2.19 Indicator Opet'ation .................................................... 9-10
Miscellaneous emergency equipment ........................ 1·57, 1-58 outbound ...................................................................... 4-70
Miscellaneous Emet'genc')l Equipment-TyPical............ 3-18 ,Operating Limitations .................................................... 5-1
Miscellaneous equipment ................................................ 4-88 Operating limitations, three·engine ferry ...................... 3-8
Mission, sample problem I-medium range ................ A7-2 Operating limits .............................................................. 4-71
Mission, sample problem 2-10ng range ...................... A7·6 alternate fuel grade ...................................................... 5·9
Mixture control levers .......................... ,......................... 1-4 normal fuel grade ........................................................ 5-2
Operation ..................................................... ,.................. 3·29
after boarding raft ...................................................... 3-29
N checklist, automatic range and automatic
approach .................................................................. 4-70
Nautical miles per pound of fuel charts ........................ A5-3 communication and electronic equipment ................ 4-36
Nautical miles per pound of fuel-four engine gain control .................................................................. 4-58
Sea Level ...................................................................... A5·7 instructions for auxiliary power unit ........................ 4-77
1000 Feet ami 2000 Feet .............................................. A5·S instrument flight conditions ........................................ 9-2
3000 Feet and 4000 Feet .............................................. A5·SA maximum range .......................................................... A5-3
5000 Feet ...................................................................... A5·SB Operational weight limitations ...................................... 5·10
6000 Fe.t and 7000 F.et .............................................. A5·SC Outboard engine inoperative, takeoff with one............ 3·9
8000 Fe.t ami 9000 Fe.t .............................................. A5·SD Outboard engines, starting .............................................. 4-15
10,000 F e.t .................................................................... A5·9 Outlets, utility-VC.llSA ....................................... .4·91, 4·92
11,000 Fe.t and 12,000 Feet ........................................ AHO Outside air temperature indicators ................................ 1-51
13,000 Feet ami 14,000 F.et ........................................ A5·IOA Overspeeding, propeller .................................................. 3·10
15,000 Feet .................................................................... A5·10B O""g'" Dural;on Chart .................................................. 4·66
16,000 Feet and 17,000 Feet ........................................ A5·IOC Oxygen system ................................................................ 4-63
18,000 Feet and 19,000 Feet :....................................... A5-toD controls ........................................................................ 4-64
20,000 Fe.t ................. ,.......•.......................................... A5·11 duration ........................................................................ 4-65
Nautical miles per pound of fuel-three engine emergency operation .................................................. 4·64
Sea Level ...................................................................... A5-12 indicators ...................................................................... 4-64
5000 Feet ...................................................................... A5·13 normal operation ........................................................ 4·64
10,000 Feet .................................................................... A5·14
15,000 Feet .................................................................... A5·15
Nautical miles per pound of fuel-two engine p
S.a Level ...................................................................... A5·16
5000 F••t ...................................................................... A5·17 Parking brake handle .................................... ,............... 1·50
10,000 Feet ......................................•............................. A5·1S Passenger carrying equipment ........................................ 4·88
Navigation Penetrating storm ............................................................ 9-12
equipment .................................................................... 4-71 Performance
equipment, ANIAPN·4, ANIAPN·9, CUmhs .......................................................................... A4·17
and ANIAPN·70 (LORAN) .................................. 4·56 climbs chart .................................................................. A4·3
position lights .............................................................. 4·60 limitations .................................................................... 5·14
VHF (VOR·l)-VC·11SA .......................................... 4·51
VHF (VOR·2)-VC·11SA ........................ :................. 4·55 Ifallc. Indleota, ",.",ndlon••

X-B Changed 16 July 1962

 T.O. lC-118A-l Index
P to R

Section Section
ami ami
Page No. Page No.
P (Cont'd) manual RPM control Ihalfunction ..... ...................... 3·9
Pilot master RPM conttollever .......................................... 1-9
aircraft commander .................................................... 3·30 overspeeding ................................................................ 3-10
and copilot's radio magnetic indicators ...................... 4·54 selector switches and indicator lights ........................ 1~9
pre8ight checklist ........................................................ 2·3 synchronization, individual ........................................ 3~10
Pitot static Protective covers .........-.......... :.......................................... 4·89
8!fSCOOP de!c!ng indicator .......... _............................... 4·36- Psychrometric Chat't ........................................................ AI-23
atrscoop delcmg systems .............................................. 4.36 Psychrometric chart ........................... :............................ AI-7
system ......................................... _.................................. 1·54 Public address system-C,118A .... _....................... ..4·56J.4.56K
Power Public address system-VC-118A ........................... .4·56J.4·56K
loss and performance .................................................. 5-14
Required to Maintain 1.IV L/D........................A5·5, A5·27
switch ............................................................................. 4·79 R
Power settings
Climb at 1400 BHPjEngine ........................................ A4-18 Radar pressurizing kit MK~59 AP .......... ..................... 4~59
Climb ",1500 BHPjEngine ........................................ A4-19 Radio
Climb at 1600 BHPjEngine ....................................... _A4·20 altimeter. ANjAPN·l and APN·22 .................... _..... 4-56
Climb at 1700 BHPjEngine ........................................ A4-21 altimeter, SCR·718 ...................................................... 4~56E
Antennas ...................................................................... 4-62
climb tables .................................................................. A4·3
Cruise-700 BHP jEngin • .......................................... A5-34 static, snow, rain, ice crysta~ or corona .................... 9·2
Cruise-750 BHP jEngin• .......................................... A5·36 VHF command-VC-118A ................................ _....... 4·50
Cruise-800 BHP jEngin• .......................................... A5-38 Radio operator, ................................................................ 3~31
Cruise-850 BHP jEngin • .......................................... A5-40 preflight checklist ............... _........................................ 8·2
Cruise-900 BHP /Engine .......................................... A5·42 seat ................................................................................ 4·88
Statum__Typical (C-1J8A) _._._ ............................. _..... 4·52
Cruise-950 BHP jEngin• ........................................... A5·44 Station-Typical (VC.1J8A) ..... _..... _.................... _... 4·54
Cruise-IOOO BHPjEngine ........................................ A5·46
Cruise-I050 BHP/Engine ........................................ AS·48 table lights and instrument lights .............................. 4·61
Cruise-lIDO BHP /Engine ........................................ AS·SO Radios, entertainment-VC-lISA .................................. 4-55
Cruise-I J.50 BHP jEngin • ........................................ A5-52 Radome, anti~icing switch ............ :................................. 4~35
Crtlise-1200 BHPjEngin • ........................................ A5-54 Raft
Crteise-1240 BHP /Engine ........................................ AS·56 operation after hoarding ............................................ 3·29
Crtlise-1240 BHP jEngin.-2BMEP Vrop .............. A5·58 20-man ._........................................................................ 3·28
20~man, operating instructions .................................. 3·28
cruise tables .................................................................. A5·6
Range
:~:~~::t~~: ~h;~k··. . . .·. . . . . . . . .·. . . . . . . . .:. . . . .·.·. . .·_ _ _ _ _ _ .-.-. . .-. .-. . . .-. . .-. . .-. .~. .2, i:i~ automatic ...................................................................... 4·71
operation, maximum .................................................. AS-3
Preflight check list prediction charts .......................................................... AS-S
crew engineer's ............................................................ 2·7
receiver. R·23A/ARC5. LF-C-118A ........................ 4·51
flight attendant's .......................................................... 8·3 Rate and regulator control switch .................................. 1-12
navigator's .................................................................... 8·3 Rate control flight ......................:::-................................. 4-14
pilot's ............................................................................. 2·3 Ratio control flight .......................................................... 4.14
radio operator's ............................................................ 8·2
Preheat carburetor ........................................................ 9·14 Receiver. auxiliary HF (HF·3)-VC·118A .... _............... 4·56G
Preparation for ditching ................................................ 3·24 Receiver, glide slope -l-VC·USA ............................ 4·55
Pressure Receiver, glide slope -2-VC~118A ............................ 4·55
control, manifold ........................................................ 2·21 Receivers
gages .............................................................. _............. 4·64 ANjARN.14. ANjARN-18. and
indicator, cabin differential ........................................ 4.. 11 51V-I-C-118A .............................. _..........."........... _. 4-5
indicator, cabin supercharger air duct ...................... 4·10 ANjARR-15A and BC45·B-C·118A ................... __ . 4-51
Pressurization system, cabin ......................................'.... :. 4·5 automatic landing ........................................................ 4-69
Pressurized Areas ............................................................ 1.8 Recommended loading area ............................................ 5-14
Pre-takeoff warning systems ....._..................................... 4·88 Refusal speed chart .......................................................... A3·S
Procedures Refusal speed method ......................... _........................ A3-3
cold weather ................................. _............................. 9·13 Regulators, diluter.demand ............................................ 4·64
desert .......... ................................ ................ 9·18 Resynchronizing button .................................................. 1~9
encountering engine failure ........................ ~~~:~::~::~:~~:~ 3·2 Retaining harness kits .................................................... 1-57
oil dilution .................................................................. 9·17 Reverse Throttle Locla Release Btli' and
spark plus anti·fouling ................................................ 7·7 Throttle Positions ........................................................ 3·6
Propeller deicing ............................................................ 9-1S Right crossfeed lever ...................................................... 1-28
f:3i~~~rs··::::::::::::::::::::::::::::::~::::::::::::::::::::::::::::::::::::::: t~~ RPM synchronization analysis ......................................... 4·85
Rudder trim tab handwheel ...............~............................ 1-37
system ............................................................................ 4·35
system·normal _operation ............................................ 4-36 Runway slope correction chart ...................................... A3·4
Runway surface conditions on ground run .................. A3~4
pr~~~!~e:s .. :::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: ~:~ Runways
boxing .......................................................................... 9·9
::~::i~:S b.~.~~~.~.:::::::::::::::::::::::::::::,::::::::::::::::::::::::::: ~:~ distance from ................................................................ 4·69
landing on slick or icy ................................................ 2~29
11011(, Indl(at.s illustrations. landing on steel mat ..................................,................. 2-29

Changed 16 July 1962 X-9

Index T.O.1C-118A-l
5 to T

Section Section
and and
Page No. Pag.No.
5 main inverter ........................................................ 1·34A, 1-34B
S·2 compass system (AF51·3818 through AF51·3835 manual control door and cabin altitude .................... 4-12
and AF53·3223 through AF53·3305) .................... I-53 manual temperature control 'door and
S·2 compass system-AF53-3229 and 53·3240 .............. I-53 temperature control................................................ 4-22
S-2 directional indicator ......... ___ ...................................... 1-53 master engine selector ................................................ 1·9
Safety, margin of ......... __ ...........__. __ .........•.............. __ ....... -5-11 oil cooler air exit door ................................ :............... 1-11
Sample problem I-medium range mission .................. A7·2 oil dilution ......................................... ,...f..................... 1~25
Sample problem 2-100g range mission ........................ A7-6 oil tank selector valve ................................................ 1-25
Sea anchor ................................ __ ................................ _..... 3-28 rate and regulator ........................................................ 1·12
Search radar, AN/APS.42, AN/APS·42A, scoop heater .................................................................. 4·76
and AN/ APS-42B .............. _......................................... 1·57 start ......................................................................... .4·72, 4·76
Seat, attenda,\t8-VC-118A .... __ .. __ ......................,........... 4-90 starter and starter safety.............................................. 1..8 .
static source selector .................................................... 1,·54'1'"

i~r:H~t!·~~:~1~~~:::::::::::::::::::::::::::::::::::::::::::::::::::::
Selector switches
Hi stop ........ ,...................................................................... , 4·76
~chometers and isolation .........................-................... 1-11
voltmeter selector ........................................................ 4-76
Synchronization, individual propeller ............................ 3-10
~~~;~~:~~~..~:~~::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::
.cycle !:~~ Synchronization timing check ........................................ 4~85
.............................................._............................... 4·79
Sy~~~e fa.~~~....s..:::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: . ~~~
sE~:E:~i!::E<:::::::::::::~::::::::::::::::::::::::::::::: : : : : 1:~~ electrical power ............,.....................~..........................
hydraulic power ..........................................................
landing gear ................................................................
3~38
3..39·
340
Smoke elimination .......................................................... 3·17
Spark plug anti·fouling pro.cedures, Systems
~DI (';tt~r ~lcohol injection) ........ ,...........................

~~~=~~.~~~~~::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::~::7' it4
1·5
air con Itlonlng ............................................................ 4·3
airfoil anti·icing .......................!.................................. 4-25
Spring Control Tab Diagram ........................................ 1·48 anti·icing-normal operation ........ :............................... 4. .32
Spring control tabs .......................................................... 1-37 brake ................................................................. _.......... 1·48
StaWng Speed, Coordinated Turn .................................... 6-4 carburetor deicing ........................................................ 4·36
deicing .......................................................................... 4-35
~:~t r."':~~::...f.r~~..:::::::::::::::::::::::::::::::::::::::::::::::::::::::: ~:~ electrical power supply..............................................
fire extinguishing ........................................................
1·30
1-54
Starter and starter safety switches ............. ,,_................... 1-8
Starting system ................................................................ 1-6 flight control................................................................ 1-36
fuel pump .................................................................... 1·30
Static source selector switch .......................................... 1-54
heater check .................................................................. 2-15
Supet'charger Duct Maximum Pressure Chart .............. 4·11 hydraulic power supply.............................................. 1-36
Survival ............................................................................ 3·26 hytrol antiskid brake .................................................. 1-49
Swell ditching landing gear ................................................................ 1-47

~:~.::::::::::::::::::::::::::::::.::::::::::::::::::::::::::::::::::::::::::::::: !:~~
management ADI ........................................................ 2'.21
nosewheel steering ...................................................... 1.48
Opet'ation ...................................................................... 7.. 1
Switches operation ...................................................................... 2.23
, a·c voltmeter and selector .......................................... 1-35 oxygen .......................................................................... .4·36
ADI (water-alcohol injection) system ...................... 1-5 oxygen·emergency operation ...................................... 4·64
airfoil heaters fire extinguisher system ............... ....... 4·31 P,~tot stati~ .............:.:..............................................~..... 1.. 54
auxiliary oil tank pump .............................................. 1·25 pltot, statiC, and delcmg .............................................. 4·36
auxiliary power unit .................................................... 4·76 pre·takeoff warning .................................................... 4-88
battery master ............................................................... 1-31 propeller-normal operation ........................................ 4 ..36
battery selector ...................... ,............................ :........ 1-34 temperature control-normal operation ...................... 4-23
cabin heater fire extinguisher system ........................ 4-4 vapor vent return ........................................................ 1·30
cabin heater fuel and ignition .................................... 4·4 windshield deicing ...................................................... 4-36
~~~:nfa~u~~~:~ ~~ .-.~~~ ~~~~~ ~~~~ ~~~~~~~~~~~·.:~::~~~~:~:·.-.:~:·.-.:·i~·4A, t~B
..-... ..-.. .. .. ..
doc voltmeter and selector .................................. 1-34A,I-34B
emergency heater air shutoff ................ ,.. :.................. 4·22 T
emergency hydraulic pump ......................'.................. 1-36 Table of Communication and Associated
emergency instrument power and instrument Electronic Equipment .................................................. 4·38
li!!hti~g ...................................... _.............................. 1-35 TACANapproach .......................................................... 9·5
engme lOstrument transformer .................................. 1·35 T ACAN OPeration--Typica/ ........................................ 9.9
engine starter .............................................................. 1-8 Tachometers .................................................................... 1·51
engine supercharger .................................................... 1·5 Tachometers and isolation switches .............................. 1.11
fuel booster pump ...................................................... 1-28' Tactical air navigation system, AN/ARN·21
fuel pressure light and isolation ................................ 1-30 (TACAN) (AF51-3818 through AF3835 an~
generator ...................................................................... 1·34 AF53·3223 through AF53-3305) ................................ 4.56B
heater ignition selector check .................................... 4-31 T ail Anti~I &ing System Minimum Indicator
ignition ........................................................................ 4-72 Temperature Chart .... :................................................. 4·34
ignition 1?ooster .......................................... :............... 1-8
landirig gear warning horn and cuto~ ...................... 1-48 lIo"c. Indicat.s IIIustrotlons.

X-l0 Changed 16 July 1962

 •
T.O. IC-118A-I

Section Section
and and
Page No. Page No.
T IConl'd) system .......................................................................... 4.16
Takeoff .............................................................................. 2-18A system-normal ot>eration .......................................... 4-23
allowance for engine failure ...._........ __ ..... _................. A3-3 Temperature indicators
and Landing Data, C-HBA airfoil heaters air ........................................................ 4-31
and VC-118A .......................................... _....... 2-35, A7-8 cabin air ........................................................................ 4-4
. before ................. :.......................................................... 2-18 cabin supercharger gearbox oil .................................. 4-10
,_ BMEP at various conditions of temperature Terminology, airspeed ........................................... :........ Al-4
· and humidity chart ..................... _.......... _.......... _...... A2·4 Terms, definition of ........................................................ AI-3
climb, and cruise ............................................... _.,......... 4-15 --Three Engine
crosswind ........ ,.................................... _................ __ ...... 2-21 Emergency CUmb-TakeoD Configuration-
D;S~fq to 50-ft. Height, Three-Engine
Flaps 20 Degrees, Gear Down ................................ A4.I2
" Fffl':y' -Configuration ...................... __ ........................ A3-27 Emerglmcy CUmb-TakeoD Configuration-
· dis~ance to SO-ft. height, three-engine ferry Flaps 20 Degrees, Gear Up .................................... A4-13
connguration chart ................................................... A3-7 Emergency CUmb-Enroute Configurfllion-
Gross Weight Limited by Three-Engine Climb flaps Up, Ge... Down ._ .. _._ ...................................... _A4-14
. Pet'form~ce .............. ;.............................................. A3-IO Emergency Climb-Landing Configuration-
-mboard engme moperattve ........................................ 3-8 Flaps FuU Down, Gear Down ..............................-A4-15
Long Range Sutnm4ry ............. _.......................... _....... A5-20
· Landing and Stall Speed, ............................................ A6-3
landing and stall speeds................................................ 2-28
Maximum EnJurtmce Power Conditions .................. AS·23
Lar;tding crosswind chart ..........................................•.. Range Prediction-DislttnCe ................................ ~ ....... AS-30
Landi"g Crosswind, Crosswind ................................. . Range Prediction-Time ............................................ AS·31
one outboard engine inoperative .............................. 3·9 Throttles ......................... _.... __ .. _._ ..: ... .'.............................. 1-3
close ........................................................:..................... 1-3
::~~~~:re.:;.~h~;~:~~~i~;..~~~~~:::::::~:~::::::::::::::::::::::::::::::: ~:~6 open ........................................................ ~..................... 1·3
open for braking purposes .......................................... 1-3
Various Conditions of Temperature and
Humidity, Wet ........................................................ A2·8 reverse .......................................................................... 1-3
Wet BMEP at V mous Conditions of Time, V;stanee and fuel to CUmb-1400 Bhp ............ A4-4
Temperfllure and Humidity .................................... A2·IO Time, Distance and Puel to Climb-UOO Bhp ............ A4-S
TakeoS performance Time, distance and fuel to climb charts ........................ A4·2
Critical field Length-Brakes Only .......................... A3-14 Torquemeter ...................................... ,............................. I-Sl
Critical Field Length-Brakes Plus Total Disposable Fuel and Dumping Rates Table........ 3-22
Two Engine Reverse Tm-ust .................................. A3-1S Transmitter-receiver '
Distance and Time. Versus SPeed ................................ A3·18 AN/ARC-1 VHF command and AN/ARC-3
Ground Run ................................................................ A3·11 VHF command-C-118A _......... c............................. 4-50
Refusal Speed-Brakes Only ...................................... A3-16 HF communication (HF-1)-VC-118A ...................... 4-56F
Refusal Speed-Brakes Plus HF communication (HF-2)-VC-1l8A ......... _............ 4-56F
Two.Engine Reverse Thrust .................................. A3.I7 HF communication· (RP.l and HF-2)
Runway SlaPe Correction .......................................... A3-12 . 618S·1--C-118A ..... _.... _.... _...................................... 4-56F
T akeoD Factor ............................................................... A3·9 UHF command, AN/ARC-27 ._ ...................... _........... 4-56G
takeoff factor ................................................................ A3·3 Transmitters, AN/ART-13 and AN/ART-13A
Tap.e recorder jacks-VC·l18A ...................................... 4·49 -C:118A .... __ ......... _........... _.. _._ .......... _....................... _.. 4-50
1:axiing ............................................................................ 2-14 Troop carrying equipment .............................................. 4·88
Taxiing and shutdown .................... ............................... 2·30 True Altitude .......... _.... _...................................... _........ _.. 9-16
Taxi light ........................................ ................................. 4-60 Turn-and-slip indicators .................................................. 1-52 ,
Temperature Two engine
Conversion Chart ......... .. .............................. :. Al-24 I , Emergency CUmb-EtU'oute Con/igurfllion-
conversion chart ...., ..................................................... Al·8 flaps Up, Gear Up _... _........._................................... A4-16 '
Correction for Compressibility ......... ,........................ AI·IS Level Range Summary ................................................ AS.21
correction for compressibility chart .......................... AI·6 Level FUght Performtmce, Approximflle .................... A5·26
manag.ement,. cylinder head ........................ :............... 2-21 Maximum Endurance Power· Conditions ................ A5·24
Temperature controls ...................................................... 4-22 Range PredictiOn-Distance ...................................... AS-32
switches, manual temperature control door ............... 4-22 Range Prediction-Time ............................................ AS.33
italics Indicafe IIIusfrafions.

Changed 16 July 1962 .x. I I