T.0. 16-130 (A) HA FIGHT MANUAL US USAF SERIES ; AC-130H_ AIRCRAFT Fa1608786-0083 COMMANDERS ARE RESPONSIBLE FOR BRING: ING THIS PUBLICATION TO THE ATTENTION OF ALL AIR FORCE PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT, SEE TECHNICAL ORDER INDEX T.0. 0-1-1. AND VS ITS SUPPLEMENTS FOR CURRENT STATUS OF \<~ FLIGHT MANUALS, SAFETY SUPPLEMENTS, ys OPERATIONAL SUFPLEMENTS AND FLIGHT CREW CHECKLISTS. ee tae ae ’ THIS PUBLICATION IS INGUMPFLE TE WHTMUUT LU. IETSUIAIACES AND LU. 1GISU{ATMEEZ ‘THIS PUBLICATION INCORPORATES OPERATIONAL SUPPLEMENTS TO 1C-130(AH)-18-50, 18-52, 18-53 and 18-54. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE, 29 FEBRUARY 1980 CHANGE 1- 24 OCTOBER 1980TO 1C-130(A)H4 INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES LIST OF EFFECTIVE PAGES NOTE: Tae portion of the text affected by the change is indicated by a vertical in| ‘outer sarging of the page, Changes to dnuszetions aw indicsied by ‘unite polmeing Banda. Changes to wining diagrams are Indleted by Siaded ares, Dates of iarue for original and changed pages are: Original. 0... 29 Feb 80 Change . 1. . 240ct80 ‘TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS782 CONSISTING OF THE FOLLOWING: xo 8 Re Ne 1 VOI G3 5 od pS Le 1 188-198 2... Ow ° LOG nica iAibiorad eae 1 195-109. ...... ors. a 1100 2 1% ok MAO 3 bee 0 0 WOR. 5 Se eee 2 is ° Aaoaeaitea fi ow ° S138 coh afach Seth iv i 18-117... OY ieee of AieBlnk 22... 0 UBL eee ee LEN 1 DST-AGS' 4c 5 Ss ow 1 DeLee sae Gs 1 1 205-187 2222220 1 128 Blank... .. we 0 Las FETE Sere ater oy, 1? MES cree gale ow wv, ov 184-140 ....... 0% 1 W41-142 221! 1y 9 148-146....... Ov ? TAGS silg weed {a i ie 0 148-1649 2 OY 1 TO a kungaae ac 0 151-165 ....-.. OW a Tbe tes Gg vie Gaia. LOM ° 167-168 22... 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CHoHoHOHO7.0. 16-1304 SECTION I °°° SECTION II eee SECTION IIT eee SECTION Veee SECTION V eee SECTION VI eee SECTION Vileee SECTION VIII ee SECTION 1X eee APPENDIX I ee INDEX eeeeece CL Cae ee description.................45 1-1 normal procedures............- 2-1 emergency procedures.......... 3-1 auxiliary equipment............ 4-1 operating limitations. ..........- 5-1 flight characteristics .. | systems operation............ 7-1 crow duties. 26.55.5005 chee 8-1 all-weather operation. ........9-1 performance data T.O, 1C-130(A)H-1-2 alphabetical............... Index -1~ ~ THERES A Lor To OW EFORE You Fly/ ‘These instructions provide you with a general knowledge of the airplane, its characteristics, and specific normal and emergency operating procedures. Your flying experience is recognized; there= fore, basic flight principles are avoided. SOUND JUDGEMENT. Instructions in this manual are for a erew inexperienced in the operation of this airplane. This ‘manual provides the best possible operating instructions under most cireumstances, but itis a poor substitute for sound judgement. Multiple emergencies, adverse weather, terrain, ete., may require ‘modification of the procedures. PERMISSIBLE OPERATIONS. ‘The Might manual (akex a positive approach and normally states only what you can do, Unusual operations or configurations (such as asymmetrical loading) are prohibited unless specifically covered herein, Clearance must be obtained from the Might manual manager before any question~ able operation is attempted which is not specifically permitted in this manual. HOW TO BE ASSURED OF HAVING LATEST DATA. Refer to basic T.O. 0=1-1-3, and its monthly supplement, which lists all current flight manuals safety supplements, and checllists. Its frequency of issue and brevity assure an accurate, up-to- date listing of these publications. STANDARDIZATION AND ARRANGEMENT. Standardization assures that the scope and arrangement of all Flight Manuals are identical. ‘The spanual ig aivided into nine fatry independent sections to simplify reading straight through oF using itas areference mamual. SAFETY SUPPLEMENTS. Informaiion involving safety will be promptly forwarded to you by safety supplements. Supplements: covering loss of life will get to you in 48 hours by TWX, and those concerning serious damage to equipment within 10 days by mail. ‘The title page of the flight manual and the title block of each ‘safety supplement should be checked to determine the effect they may have on existing supplements. You must remain constantly aware of the status of all supplements - current supplements must be complied with, but there is no point in restricting your operation by complying with a replaced or rescinded supplement. fi Change +TO. 16-13010)-4 OPERATIONAL SUPPLEMENTS. Information involving operations will be promptly forwarded to you by operatfonal supplements. Supplements covering urgent operational Information wil get to you in 48 hours by TWX, and those concerning essential information, but aless urgent nature will get to you within 10 days by mail. ‘The title page of the flight manual and the title block of each operational supplement should be checked to determine the effect they may have on existing supplements. You must remain con- stantly avrare of the status of all supplements ~ current supplements must be cosplied with ui there 1s no point In restricting your operation with a replaced or rescinded supplement. CHECKLISTS. ‘The flight manual contains only amplified checklists. Condensed (abbreviated) checklists have been issued as separate technical orders. Line items in the flight manual and checklists are identical ‘vith respect to arrangement and item number. Whenever a safety supplement affects the condensed (abbreviated) checldists/ write in the applleatie change on the affected checklist page. As soon as possible, anew checklist page incorporating the supplement will be issued. This will keep hand- ‘written entrico of aafety oupplement information in your ehecldist to a minimum. HOW TO GET PERSONAL COPIES, Bach flight crew member Is entitled to personal copies of the flight manual, safety supplements, ‘operational supplements and checklists. The required quantities should be ordered before you need them to assure their prompt receipt. Check with your supply personnel. It is their job to fulfill your te urder requests, Basically, you musl urder the required quantities on the Publications ‘Requirements Table (T.0. 0-i-1-3). Technical Orders 00-5-1 and 00-5-2 give detailed informa- tion for properly ordering these publteations. Make sure a system is established at your base to deliver these publications to the flight crews immediately upon reeaipt, FLIGHT MANUAL AND CHECKLIST BINDERS. ‘Loose eat bindersand sectionalized tabs are availablefor use with your manual. These are obtained through local purchase procedures and are listed in the Federal Supply Schedule (FSC Group 75, Office Supplies, Part 1). Binders are also available for carrying your condensed (abbreviated) ohooldict. Those binders contain plaotic envelopes into which indtvidual checldtat pages arc inaorted. ‘They are available in two capacities and are obtained through normal Air Force supply under the following stock list numbers: 7510-766-4269, and 4270 for 25 and 40 envelope binders respectively. Check with your supply personnel for assistance in securing these items. WARNINGS, CAUTIONS, AND NOTES. ‘The following deftuitious apply Ww warnings, Cautions, and ables found Unrwughoul (he manual: + Operating procedures, techniques, etc. , which may result inper~ ‘sonal injury or loss of life if not carefully followed. Fara ates ge onsen damage to equipment if not carefully followed. Note An operating procedure, technique, ete., which is considered essential to emphasize. USE OF WORDS SHALL, WILL, AND MAY. ‘The following definitions apply to words "shall," “will,"" and "may" found throughout the manual: Shall and Will = Used to indicate « mandatory requirement. May ~ Indicates an acceptable or suggested means of accomplishment.7.0. 16-1301A)H-1 YOUR RESPONSIBILITY — TO LET US KNOW. Every effort is made to keep the fight manual current. Review conference with operating per- sonnel and a constant review of accident and flight test reports assure inclusion of the latest data inthe manual, However, we cain currect wi visu: uiess we know of its existence. In thio regard, it is essential that you do your part. Comments, corrections, and questions regarding this manual or any phase of the flight manual program are welcomed. ‘These should be forward fed through your Command Headynantars tq Warner Rohing ALC. Robins AFB. Ga. 31098. Atta: MMSRDD.TO. 16-130(a)H-1 TIME COMPLIANCE TECHNICAL ORDERS ‘The following Time Compliance Technical Orders have been incorporated in this manual or in outstanding Safety ‘Sapplomonto. NUMBER 7.0. 1¢-130-836 7.0. 1¢-130-698, 7.0. 1¢-130-702 7.0. 1¢-130-720 T.0. 1¢-130-740 T.0, 1¢-130-743, 1.0, 10-130-759 T.0. 1¢-130-762 7.0. 1¢-130-764 7.0. 1¢-130-778 T.0. 1c-10-794 7.0. 10-130-819 7.0. 1¢-150-824 7.0. 1C-130-881 7.0. 1C-130-838, 7.0. 10-130-389 7.0, 1¢-130-891 7.0. 1¢-130-894 T.0, 1¢-130-931 7.0. 10-130-041 T.0, 10-130-945 T.0, 1¢-130-949 7.0, 1¢-130-974 T.O, 1¢-130(A)-501 T.0. 1¢-130(A)-502 7.0. 1¢-180(A)-504 TITLE Modification of Propeller Synchrophaser Panels Installation of Redesigned Hydraulic Ground Checkout Valve Permanent Closure of Forward Cargo Door Opening Relocation of VEF Antenna Retrofit Replacement of NLG Drag Strut and Retraction Mechanism Inotallation of Hytrol Mik, I Anti-ckid Brake System Removable Panel for Emergency Extension of Nose Gear Installation of Engine Ground start Interlock Incorporation of Provisions for Emergency Extension and Rigging of MLG Replacemont of Brakes and Wheels Installation of Hydraulic Check Valve in Brake Return Line ‘Modification to Improve Center Wing Fatigue Life Relrulll Anti-Collision Light on Lower Surface of C-130 Atreratt Installation of Fuel Cell Explosive Suppression in Fuel Cell Installation of AIMS Equipment Removal of Control C8765/AJQ-24 P/N 1205-0408 and AJQ-24 BMU Life History Recording System Retrofit Installation of Improved Bleed Atr Warning System Replacement of AN/ARN-21 TACAN Systems with AN/ARN-118 TACAN, Modification of fsolation DC Bus Off Indicator Ciresit, C-190 Atreratt Installation of AN/ARC-184(V) UHF Rasta Installation of Aeriat Refueling Systers Engine Starting Install Chatf Control Install AN/ALE-20 Dispenser AN/AHX-2 Recorder Set, Signal Data, Mount Relocation change oy7.0. 16-1301A)H-1 TIME COMPLIANCE TECHNICAL ORDERS (Cont) NUMBER ‘TITLE 7.0. 1C-130(A)E-502 Install Pave Spectre Equipment — FLO. 1C-190(A)8-509 —_tuntull AN/ARN=92 Computer Power Piles 7.0, 10-150(A)E-604 Install Gunport Closures 7.0, 1C-130(A)E-505 _ Install Autopilot Pitch Reference Switching Unit 7.0, 10-130(A)E-506 _Install Pave Aegis System and Relocate RT 1081 /APQ-150 T.0, 10-180(A)E-507 Install Enclosure for the Low Light Level Television Pedestal 7,0, 16-180(A}E-608 __Inotall Onyson Rogulator for Tnotructor Navigator P.O. 1C-130(A)E-509 Install Upper AN/APR-31 Antenna 7.0. 1C-13Q(AJE-510 Relocate AN/AAD-7 Infrared System Waler Separator 7.0, 1C-180(A)E-511 Install Lighting for Emergency Egress System Instruction Placard 7.0, 1C-180(A)E-512 natal! New 10 Postion SUU-424/A Dispensers, Seamer Blister, and Very ols 7.0. 16-130(4)E-513 Install Active Television P.O, 1C-180(A)E-514 Install Interphone Provisions for Instructor Navigator and add "Remote Call” function af Right Scanner position 7.0. 1C-180(A)E-515 Addition of Flexible Fuel Drain and Vent Lines T.O. 1C-190(A)E-516 Modification of Armor System T.O, 16-13Q(A)E-517 Install Trainable 4OMM Gun Mount 7.0, 1C-130Q(A)E-518 _ Install Infrared Shielding 0. TEA1RO(A)RASIR natal! Cwarhond Rail Syste 7.0, 1C-190(A)E-520 Install TS6A~15 Engines 7.0, 1C-130(A)E-521 Ada ‘Forced Atr Cooling and Fatlure inaicator to PP-6827/A Power Supply Inverter P/N 6720-20004-1 7.0. 10-180(A)B-522 —_AN/APQL150 Fairing Installation 7.0, 1C-190(A)H-502 Correction of TACAN and Other EMI Problems, AC-120H Aircraft "F.0, IC-180(A)H-5U3 Installation of Improved Radar Warning Capability, AC-190H Aireraft P.O. 1¢-130(s)B-503 Installation of AN/APN-50B Search Radar In Lieu of AN/APS-St Search Radar and Redesign of Radio Operator's Station T.0. 16-130(8)B-504 Installation of AN/APN-147(V) Doppler and AN/ASN-35 ComputerTO. 10-1300) wo honed — => i) c i = vii/(vitt blank)‘Sack description TABLE OF CONTENTS Page THE AMPLANE . . LANDING GEAR SYSTEM... bees eto ENGINES... Leceeeceeeesesetd NOSE WHEEL STEERING SYSTEM. 2... 1-98 PROPELLERS... 2... cece eee est22 BRAKE SvSTEN 186 OM SYSTEMS eee eee eee eatetT | ANTT-SHID SYSTEM oe ee 88 CARRSI UNIT HYDRAULIC POWER 1-100 BL SYSTEM... aide : irae ara ve eee cite CUEQUINEMENT (AIRPLANES ] ELECTRICAL POWER SUPPLY SYSTEM ... . 1-42 MODIFIED BY T.O. 1C-130-949) INSTRUMENTS ove seer eres 1-100 HYDRAULIC POWER SUPPLY SYSTEMS ...1-70 EMERGENCY EQUIPMENT.......... 1-108 FLIGHT CONTROLS ..... 02% 90 Hind O SEATS . + sees 1-1 CLARY BAK “18 FLAP SYSTEM . 6 cee e es 51-86 ST RT MERT anee Boletos vc ones Set Sinches THE AIRPLANE. Stabilizer Span 52 feet 8 inches Cetera ‘he Lockheed AC-190H is an all-metal, high-wing pial, Hie Inng-tango, ad-baced monoplane, Tho fussage fh (nn 10 ect’s inches Gividedintothecargocompartmentand the fight sia. ‘Height (Mintaumy "| 112) Beet ton. Itean be fully pressurized and air conditioned, both in flight and on the ground, The mission of the airplaneistooperateas an aerial gunship. ‘The AC- 190H ean land and take-off on short runways, and it can be used on landing strips such as those usually found in advance base operations. PROPULSION. Power is supplied ly four Allison T58-A~15 turbo- prop constant-speed engines (figure 1-11). Each engine drives @ 4-blade Hamilton Standard Hydro- matic, constant-speed, full-feathering, reverstble- piteh propeller AIRPLANE DIMENSIONS. ‘The principal dimensions of the airplane are: 182 feet 7 inches 97 feet 9 inches T.0. 16-130(A1H-1 eccccce A ‘Maximum Gross Weight... |. "133,000 pounds (For complete weight information, see Section V.) See Scotion I'for ground clearance and turning radius, See Section V for ground flotation characteristics. CREW. ‘The light deck and cargo compartment provide for crew of fourteen, Five crew members are located onthe flight deckand nine in the cargo compartment. ‘Thefive flight deck crew members include the pilot, copilot, navigator, fire control officer and flight engi neer. Thefire control officer's station is located ad- Jacent and aft of the navigator's station. ‘The nine cargo compartment crew members include an infrared (IR) operator, an electronic warfare officer (EWO), TV operaior, a scanner observer, four airborne gunners (AG),'and an illuminator | operator (10). akTO. 1¢-130tA0-4 12 general 1, PILOTS SEAT 2. COPILOT'S SEAT 2. FLIGHT ENGINEER 4 NAVIGATORS SEAT 5. NAVIGATOR AND Foo CONSOLE 8 FIRE CONTAOL OFFICER'S SEAT 7. CRASH SEATS 8. CARGO COMP. ELECTRONICS EQUIPMENT RACK 9. SCANNER/OSSERVER WINDOW (EGRESS) SCANNER/OBSERVER'S SEAT IR AND EWO CONSOLE EWO'S SEAT. IROPERATOR'S SEAT TV CONSOLE, ‘TVOPERATOR'S SEAT 40M AMMO RACK TOSMIM AMMO RACK (AFT) ‘CRASH SEATS. ILLUMINATOR OPERATOR BENCH 2KW ILLUMINATOR 5a GUN Change 1 arrangement SEESERES. BEACON IHACKING KADAR OMIM AUTOMATIC GUN ‘ALE 20 DISPENSER | 2PLACES) CREW REST SEATS 7182 MINIGUNS. INFRARED RECONNAISSANCE SET 20MM AMMO RACK {058M AMMO RACK (FWD) 20MM GUNS FLIGHT DECK EXTENSION MULTISENSOR PLATFORM (TV/LASER PLATFORM) SLACK CROW RADOME PILOT'S GUNSIGHT ‘APN.598 RADAR PITOT STATIC BOOM ECM PODS SUUAZVA DIENSEH FLARE LAUNCHER LAU.74/A 40KVA ILLUMINATOR LIGHT SET INFRARED SHIELD AN/ALE-40(V) DISPENSERSAnoperator'sbooth, installed on the right side of the cargo compartment, houses the IR operator, EWO, and TV uperatos. “The booth also has two rot ote tions. ‘The scanner /observer is stationed on a platform im~ mediately forward of the booth on the right side of the infrared shields FRONT VIEW 7.0. 16-130(A)H-1 ‘cargo compartment, The illuminator operator is sts tioned on the eargo ramp door as an aft scanner. ‘The 10 to pooitioned on an armored bench (for lying down) and scans through a bubble installed in the eargo door, Four airborne gunners man the gun sta- tions (20MM. 7.62MM, 40MM and 105MM guns), ‘The illuminator operator (10) operates the 40 KW Uluminator and the LAU-74/A flare launcher (when installed) Figure 1.2, 3T.0. 10-130(8)H-1 ENGINES ‘The sirplane is powered by four TS0-A~15 eugi The static, standard-day, sea level, take-off rating of the engine at 100 percent rpm (18, 820) is 4, 910 equivalent propeller SHP: 4.591 propeller SEP pius 319 ESHP resulting from jet thrust. ‘The maximam allowable torquemeter indicated power is 19,600 inch-pounds. ‘This is equivalent to 4, 200 SHP plus 400SHY allowance 1or gearboxand accessory losses, oratotal of 4,900 SHP. Each engine is fitted with a removable infrared shielding device. INFRARED SHIELDS. The wing otructurehas been molified wv accuuslat mountinga removable infrared shield to cover the aft portion of each engine nacelle (figure 1-2), These shields. each weighing 300 pounds, are designed to reduce ongine infrared emissions in flight. POWER SECTION. ‘The power section of the engine has a single-entry, 14-stage, axial-flow compressor; set of 6 combus- flight station forward Figure 1-2. 14tion chambers of the through-flow type; and a 4-stage turbine. Mounted on the power section are an acces- Sories drive assembly and components ot the engine fuel, ignition, and control systems. Acceleration bleed valves are installed at the 5th and 10th com- proscor stages, A manifoldat tho diffucor bloods air from the compressor for airplane pneumatic systems. Anti-icing systems prevent accumulation of ice in the ‘engine inlet air duct and the cil cooler scoop. Inlet air enters the compressor through a scoop and duct 7.0. 16-1300). below the compressor andis progressively compres- ‘sed through the 14 stages of the compressor. The compressed air (at approximately 125 psi, 600°F) flows through a diffuser into the combustion section, Fuelflows into the combustion chambers and turns, increasing the temperatareand thereby the energy of the gases. The gases pass through the turbine, causing ittorotate anddrive the compressor, propeller, and accessories. The vases. after expanding through the turbine, flow out a tailpipe.TO. 1C-130,A)H-1 Figure 1-7. pilot’s side shelfoverhead control panel (typical) 7 1 we 5 GUN CONTROL PANEL FUEL GOVERNING CONTROL PANEL. ANTISKID TEST PANEL GUN PANEL LIGHTS CONTROL PANEL OXYGEN REGULATOR ‘ALE20 SAFE/ARM CONTROL PANEL INTERCOMMUNICATION CONTROL PANEL ANTLICING SYSTEMS CONTROL PANEL ELECTRICAL CONTROL PANEL. 10. 11 12 13 14 6 16. v7. 18. Figure 18, 7.0. 1C-13010)H41 10 13 FUEL CONTROL PANEL FIRE EMERGENCY CONTROL PANEL OIL COOLER FLAPS CONTROL PANEL ‘CONTROL 00ST SWITCH PANEL. ICE DETECTION PANEL ENGINE STARTING CONTROL PANEL FIRE WARNING SYSTEM TEST PANEL AIR CONDITIONING AND PRESSURIZATION PANEL GTC CONTAOL PANEL 141.0. 1C-130(A)H-1 overhead control panel (typical) (AIRPLANES MODIFIED BY T.O. 1C-130-949) GUN CONTROL PANEL OXYGEN REGULATOR LIGHT ASSEMBLY - 4a INTERCOMMUNICATIONS CONTROL PANEL GUN PANEL LIGHTS CONTROL PANEL ‘ALE-20 SAFE/ARM CONTROL PANEL AERIAL REFUELING CONTROL PANEL ANTI-SkID TEST PANEL LIGHT ASSEMBLY (5) FUEL CONTROL PANEL (MODIFIED) . 2 3 2 5. Figure 1-9,1, PILOT'S INSTRUMENT PANEL 2. ENGINE INSTRUMENT PANEL S{PILOT'S RADAR INDICATOR ‘T.O. 1C-130(A)H-1 instrument panel ‘4. OFF NOMINAL INDICATOR 8. COPILOT'S INSTRUMENT PANEL Figure 1-10. EXTENSION SHAFT ASSEMBLY. ‘The extension shatt assembly consists of two con conltfo chafte and torquemeter components. The tna ner shaft transmits power from the power section to ‘the reduction gear. The outer shaft servesas a refer ence 80. the torsional deflection of the loaded immer Shaft can be detected by the magnetic pickups of the torque indicating system, REDUCTION GEAR ASSEMBLY. ‘The reduction gear assembly contains reduction gear train, a propeller brake, an engine negative torque con- trol system, anda safely coupling. Mountedon the 20 cessory drive pads are the engine starter, an ac ge ferstor, ahydraulle pump, anofl pump, anda tachometer generator. The reduction gear hasan independent dry Sump ofl system supplied from the engine oil tank, The reduction gear train isin two stages, providing an over fall reduction of 13, 54t0 1 between engine speed (18,820 tom) and propeller shaft epee (1,021 rpm). Thie pro- peller brake, engine negative torque control system, nd safety coupling are deseribed in the following paragraphs, ge Propeller Brake 4, ‘he eone-type propeller brake atson the first stage of” reduction gearing, During engine operation, it is held disengaged by gearbox oil pressure when rpm exceeds 23 percent, and is engaged below this speed, As engine speed is reduced and oil pressure drops, the braking ‘surfaces are brought into contact by spring force to help slowthe propeller to a stup. Fetical splines are pro- vided between the starter shaft andthe starter gear on the outer brake member causing the brake to disengage when atarting torque ie appliod during starting. The brake also engages to stop reverse rotation of the propeller, ‘Safety Coupling. ‘The safety coupling is provided to decouple the pow- er sectionfrom the reduction wear if negative torque applied to the reduction gear exceeds approximately 6, 000inch-pounds, a value much higher than that re~ quired to operate the NTS system. Because of its higher setting, the safety coupling backs up Ge NTS system torediice drag until the propeller can be fea- thered. The safety coupling connects the engine ex- tension shaft tothe pinion of the first stage of reduc tion gears, It consists of three members, An outer member is attached to the extension shaft; an inier ‘member isattachedto the pinion; and an intermediate member is engaged to the outer member by straight teethand to the inner member by helical teeth. Re~ action. of the helical teeth tends to force the inter - Sfiedinge member aft out of engagement when nega ‘ive torque is applied; and the members disengage if approximately 6,000 inch-pounds negative torque is, reached, While disengaged, the tvo members are forced together by springs so that the teeth ratchet. The teethcan thusbe damaged; therefore, the engine shouldnot be continued in operation after a decoupl~ ing. Before restarting the engine, the coupling must be replaced, 197.0, 1C-130(A)H-4 Lek oun ssv0 asonnexn() sasvo nousnamor @) un @) oworuny anv ay arssauawoz @) rovwvn avis @ wv oun any sai @ ‘Auuwassy NOUSNeWOD. eurBue SI-y-9S1 10ENGINE FUEL AND CONTROL SYSTEM. ‘The turboprop engine consists of the same compo- nents as the turbojet engine except that a propeller and a reduction gear are added. A turboprop engine turbine extracts more energy from the gas stream ‘than a turbojet engine, This 1s necessary to drive not only the compressor and the accessories but also the propeller. Since most of the gas stream energy is absorbed by the turbine, the fet action, whilo otill effective, is reduced considerably. A reduction gear is used because the turning speed of the power unit ts ton high fr use witha propeller. In flight the engine operates at a constant speed which is maintained by the governing action of the propeller. Power changes are made by changing fuel flow and propeller blade angle rather than engine speed, An increase in fuel flow causes an increase in turbine inlet temperature and a corresponding increase in energy available at the turbine. ‘The turbine absorbs more energy and transmits it to the propeller in the form of torque, ‘The propeller, in order to maintain governing speed, inereaaes blade angle to absorb the inercaged torque, ‘Turbine inlet temperature is a very important factor {in the control of the engine, Itis directly related to fuel flow and consequently to power produced, Tt ix also limited because of the strength and durability of the ‘combustion and turbine section materials, The control system schedules fuel flow to produce speciticturbine inlet temperatures and to limit those temperatures £0 that the temperature tolerancesof combustion and tur- Dine section materials are not exceeded, The fuel sys- tem (figure 1-12) consists of fuel filters, a fuel pump, 2 bydromechanical fuel control in series with an electronic temperature datum control system, and ix fic] nozzles. Operating with the fuel systeu is the ignition system, the starting fuel enrichment system, the bleed air system, and the propeller, Changes in power soltings ara affentad hy the throttle which is ‘connected tothe fuel control andthe propeller through a mechanical coordinator, During ground operation, changes in throttle position mechanteally aftact both the fuel flow andthe propeller blade angle, In flight, changes in throttle position mechanically affect fuel low andthe propeller governor regulates blade angle, maintaining ‘constant engine speed, The hydromechanical fuel con- trol, which is part of the basic fuel system, senses engine inlet air temperature and pressure, rpm, and throttle position and varies fuel flow accordingly. The electronic temperature datum (TD) control system senses turbine inlet temperature and throttle position land makes any necessary changes inthe fuel flow from the fuel controt before it reaches the fuel nozzles, The TD system compensates for minor variablesnot sensed by the hydromechanical fuel control andfor mechanical tolerances within the fuel control itself, By means of switches the TD system canbe turned off or locked and the engine will operate on the basic hydromechanical system alone, With the TD system in AUTO, temper- ature protection is provided through the entire throttle Tange, and automatic temperature scheduling is pro- vided ‘when the throttle 1s in the range of #5 to 9O de- Brees, When the TD system is inNULL, the automatic TO, 1C-1301A)H-1 functions of temperature limiting and temperature ‘scheduling must be accomplished manually by adjust tuveut of die wueutde, BASIC HYDROMECHANICAL FUEL SYSTEM. ‘The basic hydromechanical fuel system consists of a throttle, a coordinator, a low-pressure fuel filter, a high-pressure fuel filter, a dual-element fuel pump, a hydromechanical fuel control, and six fuel Propeller Control ‘The coordinator is a mechanical discriminating de- vice which coordinates the throttle, the propeller, the fuel control. and the electronic temperature datum (TD) system, Movements of the throttle are transmitted to the coordinator by cables and, in turn Mt to the fuel control and the propeller by a series of levers and rods, A potentiometer in the coordinator provides signals to the TD system. Propeller blade angle is scheduled by throttle position from MAXT- MUM REVERSE to FLIGHT IDLE. For throttle set~ tings between PLIGHT IDLE and TAKE-OFF, the propeller is governing. Throttle movement in this range serves primarily to change fuel Now, Fuel Cont and Fuel Nozzles. Fuel flows from the fuel pump to the hydromechanical fuel control. The control is sensitive to throttle posi- tion, air temperature and pressure at the engine in- let, and engine speed, The engine speed function of the Fuel coulsol ualntalis eagle speed is the tani vange and limits engine speed in the flight range if the pro peller governor fails, Governor action is controlledby fAlywoighte that voxpond to ongine spr, The contrat will start toreduce fuel tothe engine at approximately 105.5 percent rpm, The fuel flow schedule maintained by the fuel control provides satisiactory operation of the engine throughout its entire range, Fuel metered by the control is equal to engine requirements plus an additional 20 percent, which is for the use of the temperature datum valve, a part of the TD system, ‘The required fuel flow passes on through the temper- ature datum valve to the fuel nozzles and into the combustion liners, where it is burned. Electronic Tem; ture Datum Control System. The temperature datum control together with the coordinator potentiometer, temperature adjustment network, a turbine inlet temperature measurement ‘system, ‘and the temperature datum valve make up the electronic temperature datum system, The system compensates for variations in fuel heat value and density, engines, and control system characteristics, Le7.0. 10-130(A)H-41 ‘The temperature datum control is furnished actual turbine inlet temperature signals from a set of ther- morauptes and desired turbine inlet temperature sie~ nals by the throttie through the coordinator potent meter and the temperature adjustment network. The control compares the actial and the desired turbine ‘inlet temperature signals, in the temperature con- trolling range 65 - 90 degrees), if there is a differ ence, the temperature datum control signals the tem- peralure datum valve to ineroaeo oF deorease fuel flow to bring the temperature back on schedule. In the temperature limiting range (0 ~ 65 degrees) the tem- perature datum control acts only when the limiting temperature is exceeded at which time it signals the temperature datum valve to decrease fuel flow. The temperature datum valve is located between the fuel control and the fuel nozzles. I is a motor-operated, ‘bypass valve which responds to signals received from the temperature datum control. In throttle positions hhetwaen 0 and 68 degrees the valve remains in a 20 percent bypass or null position and the engine operates on the fuel flow scheduled by the fuel control. The valve remains in the null position unless it is signaled by the temperature datum control to Limit turbine inlet temperature. The valve then reduces the fuel flow (up to 50 percent during starting, 20 percent above 94 per= cent rpm) to the nozzles by returning the execos to the fuel pump. When the turbine inlet temperature lowers to the desired level, the temperature datum control signals the valve to return to the null position. In throttle positions between 0 and 85 degrees the control system is in the temperature limiting range. In throt- te positions between 65 and 90 degrees the tempera~ ture datum valve acts to control turbine inlet tempers ture to preselected schedule corresponding to throttle position/ this is the temperature controlling range. In thie range the valve may be signaled by the tempera= ture datum control to allow more (higher temperature desired) or allow less (lower temperature desired) of the fuel to flow to the fuel nozzles. Any specific fuel flow trim correction applied in the 65 ~ 90 degrees throttle range can be locked into the temperature datum valve while above 65 degrees and will be maintained Li Uie 0 ~ 05 deyreee cange Ly the woe of the TD cun= trol switch located at the fight station. Also, the TD system can be returned to null at any time by the use of the temperature datum control switch. When the ‘switch is in null, automatic temperature limiting cit- cuits are inoperative, the temperature datum valve re~ mains in the null (20 percent bypass) position, and all fuel metering is then accomplished by the fuel control, ‘Temperature limiting then must be accomplished by throttle adjustment, Acceleration Bleed Air Valves. ‘The bleed air valves on the fifth and tenth stages of the compressor are provided for compressor unload ng during starting and while the engine is operating in the low-speed ground idle range, These bleed valves, remain open only when engine speed is below 94 percent rpm, The fifth and tenth stage bleed atr valves 12 are automatic in operation and are actuated by 14th stage compressor air pressure through an engine- driven speed sensitive valve assembly. ‘Starting Fuel Enrichment System. ‘The enrichment system consists of a bypass line in which is mounted a solenoid valve controlled by the speed-sensitive control and a pressure switch. The valve is opened by the speed-sensitive control through the ignition relay when engine speed reaches 18 per- cent rpm during starting, While open, it allows pump discharge fuel to flow around the metering section of the fuel control to add to the metered flow from the fuel control. After fuel pressure in the manifold reaches approximately 50 psi (gage), the manifold pressure switch opens to de-energize the valve, which then closes. STARTING SYSTEM. An air turbine starter unit drives the engine far ground starts. This starter unit consists of an air- driven turbine section, a clutch, and a reduction gear ‘section that is splined to the reduction gear section of the engine. Air for driving the starter can be supplied by the gas turbine compressor, by an operating en- gine, or by an external air source. The air is routed Through the Lleed alr system and the engine bleed air valves. When the respective bleed air valve is opened air is Supplied to the starter regulator valve. The starter regulator valve opens when its solenoid is energized, and it allows airflow into the starter tur- bine section. The starter regulator valve closes when its solenoid is de-energized. This closes off the air Supply to the starter turbine and causes the cluten to ‘disengage the starter from the engine reduction gear- ing, and the starter button pops out. (Refer to Section Vfor otarter limita.) IGNITION SYSTEM. The ignition system is a high-voltage, condenser- discharge type, consteting of an exciter, two ignitere, and control components, The system is controlled by the speed-sensitive control through the ignition relay which turns it on at 16 percent engine rpm and off at 65 percent engine rpm during starting. ENGINE CONTROLS. Engine control in the flight range of operation is based on regulation of engine speed by propeller ‘constant-speed governing and control of torque through regulation of fuel flow, Note that the throttle acts only as a fiel control. It exereises no direct control over the propeller, which is controlled entirely by the propeller regulator to regulate engine speed and to Limit the low blade angle. The throttle does select the rate of fuel flow. The fuel control regulates theTO. 16-1301A)H-1 engine fuel flow engine starting (parallel operation ) ™ THERMOCOUPLES Figure 1-12. (Sheer 1 of 2) 1137.0. 16-130(A}H-4 PRESSURE Figure 1-12. (Sheet 2 of 2) 114,flight control pedestal 1 3 4 21 23, 24 25, 26, 2 30, 3. Figure 1-13. T.0. 16-130(4)H-1 NO. 1 TACAN CONTROL PANEL RADIO COMPASS CONTROL PANEL NO, 2 TACAN CONTROL PANEL FF ANTENNA SWITCH AND CAUTION LIGHT PANEL, COPILOT'S INTERCOM CONTROL PANEL. MIC TRANSFER PANEL. ENGINE CONDITION LEVERS. CCOPILOT'S INTERCOM MONITOR PANEL FLARE MASTER ARM SWITCH PANEL NO. 2 UHF ANTENNA SELECTOR TEMP, DATUM CONTROL VALVE SWITCH PANEL LOW SPEED GROUND IDLE PANEL AUTOPILOT CONTROLLER ASSISTED TAKE-OFF CONTROL PANEL ‘ADS (AIR DROP SYSTEM) ‘CONTROL PANEL Vir UMIAND GUNI MUL PANEL UHF COMMAND CONTROL PANEL MASTER ARM SWITCH PANEL, NO. 1 VHF NAVIGATION PANEL FF TRANSPONDER CONTROL PANEL FLAP LE AUTOFILOT CONTROL PANEL TRIM TABCONTROL PANEL ELEVATOR TAB POWER SWITCH PROPELLER SYNCHROPHASER CONTROL PANEL NO.1 UBF ANTENNA SELECTOR THROTTLES. LIAISON RADIO CONTROL PANEL ‘THROTTLE FRICTION KNOB. PILOT'S INTERCOM MONITOR PANEL. PILOT'S INTERCOM CONTROL, PANELF.0, 16-1 30(01H-1 rate of increase and decrease of fuel metering for acceleration and deceleration. Throttles. The throttles (see figure 1-19) are quadrant-mounted on the flight control pedestal. Throttle movement controls engine operation by positioning propeller ‘controis and by posiomng controls to select the rare of engine fuel flow, Throttle movements are trans- mitted through mechanical linkage to an engine- mounted coordinator, The coordinator transmits the movements through mechanical linkage to the pro- peller and to the engine fuel control, and tt also ‘actuates switches and a potentiometer which affect eleetronie temperature datum control system opera~ tion. Bach throttle has two distinct ranges of move~ ment, taxi and flight, which are separated by a stop. (See figure 1-14-) Bot ranges are used for ground operation, but the taxi range must not be used in ‘light. In the taxi range, the throttle position selects 1 propeller blade angle and a corresponding rate of fuel flow. In the flight (governing) range, throttle position selects a rate of fuel flow to produce a schec- led turbine inlet temperature: and the propeller governor controls propeller blade angle. The throt- tes have the fllowing four placarded positions (figure 1-19 throttle quadrant FLIGHT 1 we GROUND IDLE 18° AN ae RANGE MAXIMUM REVERSE LIMITING (GROUND IDLE DETENT: POSITION STOP AX Low sett GROUND IDLE RANGE A teyeewarute unnnc ve 10 90° WHEN TD VALVE IS LOCKED. TEMPERATURE! ‘MAXIMUM REVERSE - (Odegrees travel) gives maxi- mum reverse thrust with engine power approximately AD poraant of maximum power. GROUND IDLE - (Approximately 18 degrees travel) 4s a detent position. This is the ground starting posi- tion at which blade angle is set for minimum thrust, FLIGHT IDLE - (84 degrees travel) is the transition point between the taxi and flight (governing) ranges A stop in the quadrant limits aft travel of the mrottle at this position until the throttle is lifted. TAKE-OFF - (00 degrees travel) is the maximum power position ‘The throttle quadrant is also divided into two un- marked ranges with respect to control of the electronic temperature datum control system. The crossuver point is at 65 degrees throttle travel, at which point ‘the switches in the coordinator are actuated, Below this point, the electronic temperature datum con- trol system can Limit turbine inlet temperature. Above this point, itis controlling turbine inlet temperature. THROTTLE LEVER IDLE FLIGHT (GOVERNING) Figure 1-14, 1167.0, 1130101441 low speed ground idle panel Figure 1-15. Four low-speed ground idle control buttons (figure 1-15) located on the control pedestal may be pushed in to reduce fuel flow from the fuel control, thus causing engine rpm to drop to approximately 72 per- cent at any time the throttles are in the range between D degrees aud 20 degrees. Muviug lie tirvles out of this range will automatically disengage the low- speed ground idle buttons, Power is supplied from the 28-enlt essential da he threwigh the lowaspeod ground idle circuit breakers on the copilot's side circuit breaker panel. Throttle Friction Knob, A friction knob (see figure 1-18) on the thrattle quadrant adjusts the amount of friction applied to the throttles to prevent creeping or accidental movement. Engine Condition Levers. Four pedestal-mounted condition levers (see figure 1-12) are primarily controls for eugine starting and stopping and propeller feathering and unfeathering. ‘They actuate both mechanical linkages and switches ‘which provide electrical control, Each lever has four placarded positions; RUN is a detent position, At this position, the lever closes a switch which places engine fuel and ignition systems under control of the speed-sensitive control. For engines No, 2 and No, 3, the ice detection system is energized, ATR START te 4 pneition attained by holding the lever forward against spring tension, In this position, the lever closes the same switch closed by placing the lever at RUN, and in addition closes a switch which causes the propeller auxiliary pump to operate, thus providing pressure to unfeather the propeller, GROUND STOP ix datont position, In this position, the lever actuates a switch which causes the electrical fuel shutoff valve on the engine fuel control to close, if the airplane is on the ground and the landing gear touchdown switehes are closed, The switch also en- ergizes the nacelle preheat control circuit. FEATHER is a detent position. When the lever is pulled toward this position, mechanical linkages transmit the motion to the engine-mounted coordinator and from the coordinator to the propelier and to the shutoff valve on the engine fuel control, Switches are also actuated by the lever as it is pulled aft, The results of moving the lever to FEATHER are the following: ‘The propeller receives afeather signal mechanically and electrically energizes the feather solenoid valve. ‘The fuel shutoff valve on the engine fuel control is closed both mechanically and electrically, ‘The propeller auxiliary pump is turned on, providing pressure to feather the propeller, 177.0, 16-4014). temperature datum control valve switch panel Figure 1-16. The nacelle preheat system remains operable only ‘when the airplane is on the ground, Temp Datum Control Valve Switches. Four temperatura datum eanteal valve ewitches (fig~ ure 1-16) are mounted on a control panel at the aft fend of the flight control pedestal. Each switch has AUTO, LOCKED, and NULL position. The switch positions are used as follows: The AUTO position permits normal operation of the electronic temperature datum control system hy applying single-phase, ac power to the amplifier from the ac instrument and engine fuel control bus through an engine fuel and temperature control circuit breaker on the pilot’s lower cireuit breaker panel, ‘The LOCKED position may be set when the throttles are in temperature-controlling range, to provide a. fixed percentage correction on the metered fuel flow throughout the engine operating range to maintain a symmetrical chat horsepower. If the TD control valve switch is then positioned at LOCKED, the TD valve Is lockedat whatever position it is in at the time. ‘The TD valves remain locked and the fuel enrrection lights remain out through all throttle movements, unless an overtemperature condition is sensed by the amplifier. When the switch is inthe LOCKED position, the TD valve for an engine is unlocked and moves toward a take position if turbine inlet temperature for the engine exceeds normal temperature limiting, If a valve is unlocked by its control system to correct an overtemperature condition, the fuel correction light for that engine illuminates to indicate that the + valve hasunlocked to correct for the overtemperature, Overtemperature protectionis stillavailable, Reset- ting the eyatem for locked operation will extinguish the light. ‘The switches lock a fuel correction only when they are positioned at LOCKED while the throttle io in temperature controlling sage and the fuel correction light is out, If the switches have not been placed inthe LOCKED. position and the thratflae ara mower out of the temperature controlling range, the TDvalves return to the NULL position, ‘The NULL position removes ac power from the con- trol system amplifier; and the TD valve, receiving no control signals, returns to its null position so that it does not correct the fuel flow according to turbine inlet temperature, The TD valve brake is released by 28-volt de power supplicd from the csscatial de ‘bus through the engine fuel control circuit breakers Iocated on the copilot’s side circuit breaker panel, ‘The NULL position of these switches is used to de- activate the electronic temperature datum control sys~ ‘tems when erratic fuel schedulingis suspectedor when the engines are not operating. Electronic Fuel Correction Lights. ‘The electronic fuel correction amber lights (figure 1-17) are located on the pilot's instrument panel.electronic fuel correction panel On: Figure 1-17. ‘The lights are on while the throttles are in tempera turectimiting range (halow AB degrees) and gn cnt ‘when the throttles are advanced to the temperature- controlling range (above 65 degrees). Starting Contvol System. The starting control system automatically controls fuel flow and ignition during ground and air starts, Electric power for the control circuits is supplied from the essential de bus through engine start control circuit breakers and the ignition control circuitbreak~ ers on the copilot’s side circuit breaker panel, Pro- visions are made for using the battery to energize these circuits when all the air output ofthe gas turbine compressor is required to drive the starter, The auto- matic control of the starting control system has speed-sensitive control and a speed-sensitive valve, which are enzgine=driven, The speed-sensitive contral performs the following functions: On acceleration to 16 percent rpm, the fuel shutoff valve in the engine fuel control is opened, the ignition relay is energized completing circuits to the ignition 7.0. 16-730A)H4 cexciter, the engine fuel pump paralleling valve closes, the fuel enrichment valve opens, and the manifolddrip valve cluses, sation ta 6X parcent xpm —ignition system i de-energized, fuel pump paralleling valve is openedto return pumps to series operation, manifold drip valve is de-energized (it is then held closed by pressure). On acceleration to 94 percent rpm - electronic tem- perature datum control system is switched from start Uimiting to normal limiting, and the speed-sensitive valve opens to allow 14th stage bleed air to force the 5th and 10th stage acceleration bleed valves closed, ‘The TD valve take capability changes from 50 percent to 20 percent, Engine Ground Start Switches. ‘The engine ground start switches are located on the engine starting panel on the overhead control panel. Each switch is used to open the starter air regulator valve lo permit operalion of the starter, The switch button is pushed in manually and held until the starter out rpm (60 percent) is attained. The button can be released at any time to discontinue starter operation. ‘A red light in the button glows as long as the starter Dutton is held in Each engine starting circuit is electrically interlock- ed with the corresponding engine oll fire shutoff valve control circuit, The renders the etarting circuit in operative unless the fire handle is pushed in and the oll fire shutoff valve circuit breaker is engaged. Engine Fuel Enrichment Switches. The engine fuel euriclment switches (figure 1-10) are located on the engine starting panel. They are toggle Switches with NORMAL and OFF positions, In NOR- MAL, each switch allows the engine fuel enrichment valve to be controlled by the speed-sensitive control and manifold pressure switch during starting. The OFF position is provided to permit deactivating the fuel enrichment system for any engine, Engine Bleed Air Valve Switches ‘The engine bleed air valve ewitches are located on the anti-icing systems control panel on the overhead panel. They are toggle switches with OPEN and CLOSE positions. Each switch controls a motor- driven bleed air valve in the aft section of the engine nacelle, just forward of the wingbeam, When the valve1.0, 1C-1301A)H-1 A engine starting panel Figure 1-18, is opened, it allows bleed air to Now from the bleed air system manifold to the starter valve, the nacelle preheat valve, and the inlet air scoop anti-icing valve; or, if the engine is running, it allows air to flow from the bleed air manifold of the engine to the bleed air system. The valve is closed when necessary taprevent air flow from the engine to the bleed air system or from the bleed air system tothe nacelle ducts, A check valve is provided to prevent back flow into the engine diffuser. The bleed air valves receive 28-volt de power from the essential de bus through the bleed air fire shutoff valve circuit breakers on the copilot's side circuit preaker panel, Feather Valve and NTS Test Switch and Lights, ‘The feather valve and negative torque signal check system (figure 1-20) consist of a feather valve and NTS check switch, four indicator lights (one for each engine), four NTS check relays (one for each engine), and a feather valve switch and an NTS switch in each propeller control assembly. When the feather valve and NTS check switch is in the VALVE position, it completes the light circuits from the essential de bus through the lights and contacts of each NTS check relay to the feather valve switch in each propeller control assembly, If the feather valve is manually positioned for feathering the propeller, it completes circuit to ground for the corresponding indicator Light, The light will come on to indicate that the feather ‘valve is in position to feather the propeller, When the feather valve and NTS check switch is inthe NTS posi- tion, iteompletes two circuits, One circuit is completed from the essential de bus through each indicator light to a set of contacts in each NTS check relay, The other circuit is completed from the essential de bus through the coil of each NTS check relay to the NTS 120 check switeh in the propeller control assembly. When a negative torque condition exists, the engine NTS plunger actuates a linkage which closes the NTS switch, ‘The NTS switch completes a circuit to ground for the NTS check relay coil and energizes the relay. The relay achiatas to provide « grovnd path for the light circuit and the relay coll, The relay will remain energized, and the indicator light will glow as long as the feather valve and NTS check switch is in the NTS position, Engine Fire Handles. The fire handles (figure 1-65) are located on the over- head control panel. Each handle contains turbine overheat warning lights and fire detection warning Ughts. Normal position of the handles is in. When a handle is pulled out, switches actuated by the handle cause the following clectrieal operations: ‘The shutoff valve on the engine fuel control is elosed The engine oil shutoff valve is closed, ‘The firewall fuel shutoff valve is closed, ‘The firewall hydraulic shutoff valves are closed, ‘The engine bleed air valve is closed, Engine starting control circuits are de-energized, ‘The propeller is feathered. ‘The fire extinguisher system control valves are positioned, ‘The extinguishing agent discharge switch is armed, Refer to Fire Extinguisher System in this section for additional information on the fire handles.T.0. 16-130(A)H-1 Engine Instrument Panel 1, TORQUEMETER 2, TACHOMETER Seee 6, OIL PRESSURE 2, PROP LOW OIL, QUANTITY MASTER WARNING LIGHT. 3 TURBINE INLET TEMPERATURE 8, o1L quantity 4, FUEL FLOW 5, OIL TEMPERATURE 8, OIL COOLER FLAP POSITION 10, ENGINE LOWOIL QUANTITY WARNING LIGHT Figure 1-19. Change 1 VatTO. 10-130(A)H-1 ENGINE INSTRUMENTS. Torquemeters. Each of the four torquemeters figure 1-19) indi cates torque in inch-pounds, and can indicate either positive or negative torque, ‘The indicated torque is, Getected at the extension shaft between the engine power section and reduction gear assembly. The torquemeters receive 115-volt, single-phaseacpower from the ac instrument and engine fuel contro! bus through the engine torquemeter circuit breakers on the pilot’s lower circuit breaker panel, Tachometers. Each of the four tachometers (figure 1-19) indi- cates engine speed in percent of normal engine rpm, Normal rpm (100 percent) equals 19,820 engine rpm, A vernier dial on each indicator makes it possible to read to the nearest percent, The tachometer system has 2 separate engine-driven tachometer generator ‘mounted on each engine that is not dependent upon the airplane electrical system for operation, te ine Inlet Temperature Indicator: Each of the turbine inlet temperature indicators (fig- tire 1-19) indicates temperature sensed by thermo couples in the engine turbine inlet casing, Each indi- cator registers temperature in degrees Centigrade and contains a vernier scale graduated in degrees, Single-phase, 115-volt power for the indicator sys- tems is supplied from the ac instrument and engine fuel control bus through the turbine inlet temperature eircult breakers on tie pilot's lower circuit breaker panel, Fuel Flow Gages. Each of the four fuel flow gages (figure 1-19) indi- cates flow in pounds per hour, Flow is measured at the point where it enters the manifold on the engine, Single-phase, 115-volt ac power is supplied to the indicator systems from the ac dustrument and engine fuel control bus through the fuel flow circuit breaker fon the pilot's lower circuit breaker panel, A single fuel flow power supply unit, which powers all fuel flow transmitters, receives 28-volt de power from the essential de bus through the fuel flow circuit breaker on the copilot’s lower cireuit breaker panel, Note For additional information on fuel indicators and pressure warning lights seo Fuel Sys- tem Indicators in this section. ory ry Fuel Pump P: sure Lights. Four secondary fuel pumppressure lights (figure 1-18) are located on the overhead engine starting contrat Sensl, nash ight to costrallea vr aprecoure tah oo the engine fuel pump and filter assembly, The light 1s normally illuminated while the two gear pumps inthe assembly are operatingin parallel during engine start- {ng (prior f068 percent pm), The ight also itluminates at any other time ifthe pump paralleling valve is not open or ifthe primary gear pump fails, i the light does not illuminate curing starting, tt may indicate ether the pump paralleling valve has not closed or the sec~ ‘ondary pump has failed, The four lights receive 28 Yolt de power from the essential de bus through the foe! management secondary pump indicator lights cir cuit breaker on the copilot's side circuit breaker panel. Oil Temperature Goges. The four oil temperature gages (figure 1-19) indi cate oil temperature in the oll inlet lines. The elec~ trieal-resistance type indicators receive 28-volt de power from the essential dc bus through the engine ‘oll temperature indicator circuit breaker on the com pilot's side eircuit breaker panel. Oil Pressure Gages. Four dual oil pressure gages (figure 1-19) register ofl pressure for both the engine power sections and eduction gears. The rear needle marked G on each indicator shows reduction gear oil pressure: and the front needle marked E indicates power section of pressure. The oll pressure gages receive 28-volt ac power (rum Ue instrument transformer inrougn the gearbox indicator oil pressure and indicator engine ‘oll pressure fuses on the pilot's lower circuit breaker panel PROPELLERS. Each engine is equipped with a Hamilton Standard, four-blade, electro-hydromatic, full-feathering, re- versible-piteh propeller, The propeller operates as a controllable-pitch propeller for throttle settings below FLIGHT IDLE and as a constant-speed pro- peller for throttle setting of FLIGHT IDLE or above, ‘The major components of the propeller system are the propeller assembly, the synchrophasing system, the control system, and the anti-icing and deicing systems, The oll capacity of the pressurized sump is 6.5 quarts, The capacity of the complete system fully serviced including the pressurized sump is 26quarts, PROPELLER BLADES. ‘The propeller blades are of solid aluminum alloy with shanks which are partially hollow for weight reduction, The blude Incorporates 4 fairing mace of plasne