T.0. 1A-37B-1 usar series A=37B aircrart £93657.67.c.0824 Poaee7-71-<-0087 FLIGHT MANUAL REFER TO BASIC INDEX T.0. 0.1.1.5 AND SUPPLEMENTS THERETO, FOR THE CURRENT STATUS OF FLIGHT MANUALS, SAFETY / OPERATION AL SUPPLEMENTS AND FLIGHT CREW CHECKLISTS LATEST CHANGED PAGES SUPERSEDE THE SAME PAGES OF PREVIOUS DATE Insertehenged peges into basic publication. Destroy superseded peges COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF ALL AFFECTED PERSONNEL PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE 1 MAY 1972 CHANGE 3-1 APRIL 19737.0. 1A-378-1 LIST OF EFFECTIVE PAGES ‘dispose of superseded pages in accordance with applicable regu= Insert latest changed pag lations, NOPE: OF a ctangta page, ine forien of Ne lest alloc Wy ihe test chanue 6 kcal Hy a veetea ine Sr ther enanee svivan a he yes rss ok heh Changes to strains ate aicatee: be nesstere oun Panes Date of issue for criginal and changed pages are: Original so change . tay 12 Change... 2... 3 Dao 72 1sep 72 Change |. 3.) | | tape 72 TOTAL NUMBER OF PAGES IN THIS MANUAL tS 2 CONSISTING OF THE FOLLOWING: ace Honinge Page fonmnge | tage + change _ . ° "e % Ne ate eed 0. 4 pete ceca 2 3 its ies i 18h i aL Le : pink t frat SL ; ees ¥ 5 : me id $ Tier = isd 3 Ms AL : ant ens Does 3 sed daied 2 a re : } WERE ia ; a ieee 20008 a a te mot i cna Puri lla 4 3 recta 118 3 Shien 00a ABH ; ; ee j MACEe Solis a SS nie 2118 ta : a Atta olle ee 3 $ MEtesaae | 1 lo neon a AU Kei ll ile 4 Aeteacec sco wel 0003 ; Mae ila Mere a Meta ico meer SL Meas ile Emeel 00016 eo vo races? th dee : 4 Ke-re ll iile at Ee) ¢ rake Se Rly 3 Ke lliil Sage eee LM i tec coe Stee De 3 6B 1-72. Phe ee eek vt Kacbe 000008 i a celliita Shae llod 3 a8 a SUS a Nope bidet 0004 Slevsse 14 Hania Pe catiw clk mes a Haske sie!) te Mile mo a CURRENT FLIGHT CREW CHECKLIST TOciAaveiel-1 TMAT i972 esti : CHANGE 5 - | MARCH 1973 Zero nis olen inieates an urgiea! pase, A change 3 ‘@‘TMS5-1510-202-10 Chapter 1 Section Tl @ SECTION It CHAPTER 1 GENERAL 2-1, ‘The Operator and Crew Members Manual is divided inte five different chapters, .ch used for a specific purpose, as follows: 2-2. CHAPTER ] - INTRODUCTION. The primary functionof this chapter is to give a brief summary of che contents of each chapter, plus reference to and a description of the Repair Parrs Appendices and a liet of maincenance forms required for vse by pilot and crew memberse 2-3. CHAPTER Il - PILOT'S FLIGHT INFORMATION. This chapter of the manual describes the aircraft, its equipment, systems, operational imitations and charac teristics in sufficient detall to familiarize the Flight Crew with the alrcraft, This chapter also contains information regarding the behavior of the aircraft in normal, emergency and all weather conditions of flight and ground operations, which are pecu- Mar to the aircraft, in order that a Flight Crew of minimum experience can Intelli- gently, safely and efficiently accomplish a complete flight. Section X of this chapter Contains the necessary performance charts for preflight and inflight mission planning. Pull use of these charts for mission planning will result in obtatning maximum per- formance and efficiency from the aircraft. Information, quoted on the performance charts, is consistant with the techniques set forth elsewhere in this manual. e oo CEAREan mi pepe Nei So cara rm arpa bate naka rie pe ia a lento Irie coe ai vee ae are es Eee oer cae eee 2-5, CHAPTER IV - CARGO LOADING. This Chapter not appllcableto this atreraft, 2.6, CHAPTER V - AIRCRAFT INVENTORY MASTER GUIDE. The purpose of this chapter 1s to provide using activities with information regarding use of the 780 series forms, entitied, "Aircraft Inventory Record Master Guide". ‘These forms are used (o farnish using activities with a guide indicating iaveatoriable items of Installed and/or loose equipment, authorized or required, which are installed on the aircraft. 2-7. APPENDICI. This appendix contains a list of applicable references that are available to the operator, 2-8, APPENDIX Il. This appendix is 2 reference to the maintenance allocation chart ‘which ie found only in TM $5+1510-202-20+ 2-9, The following comprises a list of main tenance forms required for use by per sonnel in the performance of prescribed operations: ror DESCRIPTION DD Form 780-1 Aircraft Inventory Record Inventory List, DD Form 760-2 Aircraft Inventory Record Shortages DD Form 760-3 Aircraft Inventory Record Certification and Record of Transiers DD Form 761-1 Aircraft Flight Report and Maintenance Record DD Form 781-2 Aircraft Flight Report ard Maintenance Record = Alreraft Inepoction and Maintenance DD Form 761-3. Aircraft Flight Report and Maintenance Record = Delayed Correction and Discrepancy List DD Form 781-4 Aircraft Flight Report and Maintenance Record * Alreraft General Data atDD DD pp DD DD Form Form Form Form Form Form 181-5 781-6 181-7 329 823-2 329.2 ‘TMS5- 1510-202-10 Aircraft Flight Report and Maintenance Record © Accessories Data ‘Alzeraft Flight Report aad Maintenance Record, ~ Aircraft Summary “Aircraft Flight Report and Maintenance Record = General Mission Classifications - Mission symbols Historical Record for Aeronautical Equipment. Historical Record - Technical Instructions Compliance Record Historical Record - Significant Historical Data.7.0, 1A-STBAt ee HEDIS OF CONTENTS meee Suction | Description and Operation seucusessssetseuetetisses el Setion I Normal Procedures jnnssnnsnnnnnnsessnns 2 Suoti on | | | Emarpeniy Procederes, sicsajieuiniconniniscminOel Set vot | y Crow Dutios cu (Not ApBIiCABIe) ..nssessusenes 44 Seot Lot V Operating Limitations. -iicingeceewreeeiteriecene SD Sectis tl \ | Flight Characteristies ssussuisisinennunneanenBel Seetis t VI | All-Weather Operation sssesssssstsssunsesisserssses Tol hp peadiy | Performance Data «...ssssssssssesserserersssssveceserersse ATT Alphabetical adey ne7.0, 1A-97B-1 DON’T GAMBLE WITH YOUR LIFE ‘SCOP! ‘This manual contains information which will provide you with a genorai knowledge of the aircratt, its Characteristics, and specific normal and emergency operating procedures. Your flying experience is recognized: therefore, basic ‘light principals are avoided. Multiple emergencies, adverse weather, terrain, or extenuating circumstances may require modification of any procedure(s) presented in this manual. PERMISSIBLE OPERATIONS ‘The flight manual takes a "positive approach” and normally states only what you can do, Unusual. oper - ations or configurations which exceed the limitations as specified in this manual must be approved by the Flight Manual Manager ASD (SDQS), Clearance must be obtained from the major command before any questionable operation is attempted which is act specifically permitted in this manual. HOW TO BE ASSURED OF HAVING LATEST DATA ‘You must remain constantly aware of the latest man- ual, checklist and status of supplements. 7,0. 0-1- 1.3 (supplemented monthly) and the latest supplement Gyleat provide a sting of the current (light manual, checklist and supplements. Clear vp all discrepancies before flight. STANDARDIZATION AND ARRANGE- MENT Standardization assures that the scope and arrange- ment of all flight manuals are identical, The manu- al is divided into independent sections ading it straight through SAFETY AND OPERATIONAL SUPPLE. MENTS: Safety supplements are issued as an expeditious mean f reflecting safety information when hazardous or ‘safety conditions exist. These supplements contain operational, precautionary and restrictive instruc tions that aifect safety and safety modifications. ‘Operational supplements are issued as an expeditious means of reflecting information when mission esse tial operational procedures are involved. Supplements are issued by teletype (interim) or by printed copy (formal) dapending upon the argorey. Interim supple- a ments are formalized and replaced with a new number ‘within 10 days. Formal printed supplements are identified by red letters "SS" for cafety supplements and black letters "OS" for operational supplements printed around the Darders of the title pages. ll supplements use the same numbering system; how- ever, a safety supplement can also be identified by the "SS" preceding the number. Operational supple ment numbers are preceded by a single 'S", Current supplements must be complied with. A Safety and Operazional Supplement Status page is furnished with each formal Safety and Operational evpploment in order to help you to be constantly aware of tie status of all supplements. Since status pages can only be as current as the associated publications, it ig al- so necessary to refer (o the appropriate index, T. 0. Q-1-1-5, The title block of each supplement and title page of this manual will show the effect they have on ‘supplements. File your supplements in reverse nu- ‘merical order in tront of the manual, i.e., the latest supplement on top, regardless of whether it is a safe- ty or operational supplement. CHECKLIST The flight manual contains amplified normal and emer- gency procedures. A checklist, containing abbrevtates Or condensed procedures, has been issued as 2 sepa- rate technical order. ‘page of this manual, and the latest supplement flyleat, (or the current ap- plicable checklist. Line items in the ‘light manual and checklist are identical with respect to arrange ment and item aumber. If authorized by an laterimn safety or operational supplement that affects a check- list, write in the applicable change on the affected Checklist. Within 19 days, a formal Supplement will de issued with the revised checklist page attached. HOW TO GET PERSONAL COPIES Each (light crewmember is entitled to personal copies of the flight manual, checklist, safety supplements, and operational supplements. “Tho required quantiios should be ordered before you need them (o assure prompt receipt. Check sith your publication distri- bution officer ~ it is his job to fulfil your TO rv quests. Basically, jou must order the required quantities on the appropriate Numerical Index and Requirement Table (NIRT). T. 0. C0-5-1 and 00- ve detailed information for properly ordering the publications. “Make sure a system is established at your base io deliver these publications to the flight crew immediately upon receip:.FLIGHT MANUAL BINDERS Looselest binders and sectionalized tabs are avail able for use with your manual. ‘They are obtained through local purenase procedures and are listed in the Federal Supply Schedule (FSC Group 15, Oftiee , Part I). Check with your supply personzel WARNINGS, CAUTIONS, AND NOTES ‘The following definitions apply to "Warnings," “Cau tions," end "Notes" founé thoughout the manual. Operating procedures, techniques, etc., ‘which will resuit in personal injury or oss of life If not carefully followed. (caution) Operating prosedures, techniques, ete., which will result in damage to equipment if not carefully followed. Note An ope: which ts considered essential to emphasize. 1.0. TA-7B-1 LITY - TO LET US YOUR RESPONSI KNOW Every effort is made to keep the flight manual current. Review conferences vith operating personnel, and constant review of accident and (ight test reports, aseure inclusion of the latest data in the manual. ‘How ever, ve cannot correct an error unless we know of its existence. in this regard, itis essential that you do your part. Comments, ccrrections and questions regarding this manusl, or any phase of the flight man~ Gal program, aze welcomed. These should be for- warded on AF Form 847 trough your Aircrew Sland~ irdization/ Evaluation Channels to: HQ. ASD Atten- fon: (SDQ3), Wright-Patterson AFB, Ohio 46433. Forward information copy to; SAAMA/MMEAF, Kelly AFB, Texas 76241. CHANGE SYMBOLS Changes to text and tables in the manual are indlcated by a vertical black line in the margin, which excencs along the entire length of the area affected, Changes fo illustrations, charts and tables are indicated by miniature pointing hands. Change symbols are not shown for: 1, Introductory material, indexes and tabular data. 2. Blanc apaoas that are the result of text, illus~ tration or table deletion. 3, Correction of minor inaccuracies, such as spell~ ing, punetvation, relocation cf material, etc. , unless such a correction changes tie meaning of instructive information and procedur' 4i/(iv blank)‘mio the manual, This list contains only those TCTO's thet are currently aexiv NUMBER To. ° 1A-s7B-208 )- 1A-37B 824 AB TB 800 = ACTUATION ELECTRICAL TO OIL SYSTEM ACTUATION omey FUEL PRESSURE eee (=o rven riow PRESSURIZING AND DRAIN, VALVE INLET GUIDE VANE AND BLEED AIR VALVE ACTUATORS FUEL MANIFOLD AND NOZZLES Figure 1-5 @CONTROL QUADRAI GROUND ARM SWITCH WING FLAP HANDLE (PILOT) LEFT SNGINE THROTTLE RIGHT ENGINE THROTTLE SPEED BRAKE SWITCH MICROPHONE SWITCH ‘UDDER TRIM SWITCH WING FLAP HANDLE (COPILOT) LEFT ENGINE THROTTLE 10, RIGHT ENGINE TEROTTLE 11. SPEED BRAKE SWITCH 12, MICROPHONE swITcH 13. THROTTLES FRICTION KNOB 14) LF/ADF RADIO PILOTS QUADRANT 1.0. 1A-87B-1 Figure 1-6 starting the (Lrst engine and observed on the instru- ment panel. In an emergency situation, the ignition and cranking cycles can be terminated immediately by pressing and releasing the starting button again, ‘The time delay relay will operate the igniters and starter for approximately 30 to 48 seconds, The generator lights on the annunctator panel will ex- tinguish indleating the generator has come on the Iino. THROTTLES = Four thzoltles (07% 9 and 10, figure 1-0) are pro vided; two are on each quadrant. Each quadrant is marked CUT-OFF, IDLE, and 100% ‘The two seta are mechanteally Interconnected. Throt= int, through the use of teleflex cables, mechanically actuates each engine fuel control unit. LLL spe ee Geils are included on he plot's quad rant (o prevent inadvertent positioning of either set ot throttles from the IDLE to CUT-OFF position, ‘The fle detente affect both sels of throttles, eis advis~ able to use the pilot's throttles for all engine starts in order to have the cut-off feature available. Ibis necessary 10 lift the pllo's throttles past tye idle de~ tent if engine shutdown is to be made. ‘Both engines may be inadvertently shat down by exerting excessive force on the rignt tnrot- ‘les when the throttles are retarded to the IDLE position. Throttle Friction Knob A throttle friction knob (13, figure 1-6) provides a ‘means of increasing throtile friction. The friction, mob can be overcome and will not prevent either crewmember from manually positioning the throttles to anew setting. INLET SCREENS Retractable engine inlet screens (21, figure 1-1) are ‘over both engine inlets, The screens, wnen down, are stowed under the lower front edge of the nacelles. When up, the sereens vill rotate around the lower lips of the inlet and cover the inlet. The inlet screens are hydraulically actuated and electrically 191.0, 1A-37BeL controlled. The screens prevent ingestion of foreign objects on the ground and in fight. Inlet Screens Switch ‘The screens are controlled by a thres DOWN, ard AUTO, switch (6, figure 1-4). In the AUTO position, the screens are in place when aireraft is on the ground, The screens automatically retract on takeoif when the right main goar extends on liftotf, The main gear squat switch control: sereens in the AUTO position. In the manually s lected UP or DOWN position, ‘the screens will remain in the position Indicated at all airspeeds. Power for the inlet screens switch is supplied by the 28 voit de oe In the presence of visible moiswure with tem~ perature near freezing, place screens down. position, UP, [caAUTION| ‘Tho inlet sereens are intended to be used only during ground operations, including taxi ane takeoif and in flight during weapons a livery passes where the aircraft may en- counier airborae debris generated by the ordnar CAUTION, ‘The maximum screen cycle speed is 230 KIAS. Cycling the screens up at rpm's above 85% is not recommended. Inlet Ser n Advisory Lights ‘The inlet screens advisory lights (4 and 19, figure 1-14), located on the anmuneiator panel, will illumi~ hate When the screens are ia place over the engine inlets. The lights receive theiz power from the 28 volt de bus. ENGINE INSTRUMENTS ‘The engine instruments are mounted on the leit in= strument panel figure 1-21). Tachometer ‘The tachomerers (19, figure 1-21) are self-gene! ing instroments that indicate engine speed in per- centage of the rated rpm. On this aircraft, the rated rpm is 16, 500 rpm, The tachometers operate in- dependently of the aircraft electrical system, except for instrument lighting. Exhaust Gas Temperature Indicators ‘The exhaust gas temperature indicators (19, gure i-21) are self-generating instraments that indicate ENGINE FIRE DETECT SYSTEM pi as Chic 1, FUBL SHUTOFF T-HANDLES 2. WARNING LIGHTS TEST BUTTON 3, FIRE DETECT TEST BUTTON 4. FIRE WARNING LIGHTS Figure 1-7 ® ®temperature in degrees centigrade, lectrical cur~ rent for the exhaust gas temperature indicators 1s supplied by sight thermocoup.es located in the tail- pipe of each engine. Fuel Flow Indicators Fuel flow, in pounds per our to each engine, is in~ dicated by the fuel flow indicators (20, figure 1-21). ‘The fuel flow indicators are powered from the 115 volt three phase 2c bus. il Pressure Indicators ‘The oil pressure tnaicators (21, tigure 1-21) are remote indicating instruments that indicate oil pres~ sure in founds per square inch. The indicators are powered by the 26 volt single phase ac bus. ENGINE FIRE DETECT SYSTEM ‘An ongine fire dotect system (figure 1-7) is provided to show a visible warning of a fire in either nacell A heat sensitive detector cable is installed in each nacelle compartment and is electrically connected to the warning Lights in the cockpit, Engine Fire Detect Warning Lights ‘The ongine fire detect warning Lights (¢, figure 1-1) are mounted in the fuel shutoff T-handles. A steady. iDlumination of a red warniag ght indicates a fire in the corresponding engine nacelle compartment. Operation of the fire cetect system and lights can be ‘checked by the system test switen, The lights re- ceive their power from the 28 volt de bus. Engine Fire Detect Switch ‘The fire detect test switen (3, figure 1-7), when ore jergizes the entire fire detect circuit and ‘a steady red light in both fuel shutotf T-handles should come on, ‘The switch recetves its power from the 28 volt de bus. @ Pressing to test the light in the fuel shutoff ‘Tehandle only checks the bulb and does not check the fire circuit, @ With an olectrical failure the fire detect sys: tem will also fail. Monitor ECT. OIL SUPPLY SYSTEM ‘The capacity of each oil system is four quarts of oil; of this amount, 2.5 quarts are usable. See figure 1-85 for oil grade and specification. 7.0. 1A-O7B- FUEL SUPPLY SYSTEM negative "G" ight, ‘There are 19 self-sealing fuel cells installed in the aircraft, One cell is in the fuselage and six inter- connected cells are in each wing, Each wing up has 290 U.S. gallon tip tank installed. Provisions are available for Installing a pylon tank on the inboard and inboard intermediate pylon stations of each wing. ‘The tip tanks and pylon tanks are rot self-sealing. Provisions are available for » sel{-sealing righ!~ hand seat fuel tank when the ejection seat, seat rail control stick and rudder redals are removed. All of the fuel tanks are filled with a foam material wo pro~ vide fire protection for the aireraft and to reduce fuel slosh to a minimum. See figure 1-55 for fuel specifications. REFUELING ‘There are two methods of refueling the aircraft (see Higare 1-8), Ore is over the wing rofueling through the four filler caps avatlable in the asic aircraft. « The other is by single point pressure refueling through the aerial refueling probe. Over The Wing Refueling One filler cap is Located in each outboard leading edge cell. The fuselage tank and all wing cells are filled through this ‘ller cap. Refueling is by gravity flow from wing cell 4 into wing cells 5 through 3 and then into wing cell 9 and finally into fuselage tank 10. ‘At this level, there is approximately 3% of vent space inthe cells. The tip tanks are filled trrouga a fille ‘in each tip tank. Each pylon tank, when installed, ig filled urough its respective filler cap. All tanks are fall when the fuel level Just reaches the bottom lip of the filler cap opening Note Power must be off during refueling 0 that the gravity Mapper valve that allows fuel to grav= ity flow to the fuselage cell will be open. Single Point Pressu Single point pressure refueling is accomplished either in flight from a tanker aireraft or on the ground from a refueling truck. Fuel, applied to the aerial refueling probe on the nose of the aircraft, flows through manifolds to all of the fuel tanks. Tt is not necessary to have power applied to the air- craft during single point refueling as the system wilt fill through the gravity flow system. Fuel level con~ trol valves, located in wing cell 4, the tp tanks and gett1.0, 1ASTB-1 FUEL SUPPLY SYSTEM r " REFUELING SINGLE POINT GROUND [7 REFUELING ADAPTER AERIAL REFURLIG ( elon | | FLOAT SWITCH: “AERIAL REFUELING NOZZLE AERIAL REFUELING —— ELECTRICAL CONNECTION WMLLEVEL CONTROL VALVE ENPyLoN FUEL (SBN sivcLe PONT PRESSURE LINE Eire rvet (G55 PRECHECK LINE WITH VALVE 23wine FUEL —+ DIRECTION OF FLOW @ZQPUSELAGE FUEL @ Figure 1-3 (Sheet 1 of 2) ae0. 1A.97B-A FUEL SUPPLY SYSTEM FUEL USAGE Horr -{_] = S FUEL PRESSURE suircy — CPHES —— ELECTRICAL CONNECTION a --- RECIRCULATION OF EXCESS FUEL, & —~ DIRECTION OF FLOW G@wormat FveL Flow (SEB PYLon FUEL FLOW (ZAcraviry FUEL FLow PYLON FUEL FLOW Detail A Figure 1-8 (Sheet 2 of 3T.0, 1A-I7B-1 each pyion tank allow fuel to enter the tanks. If any lank is already full vhen cetueling commences, the level control valves will immediaiely close, prevent- ing antry of additional fuel into the tank. A the tip anks and pylon tanks reach the full level, taelz re= spective level control valves shut off incoming fuel. Fuel (o the wing cells and fuselage tank ‘ills by era ity Gow trom wing cel 4 to wing cells § through 3 and then into wing cell 9 and finally inta fuselage tank 10. When the fuel level reaches the full point in wing ceil 4, the ascending ‘cat in the level control valve causes the vaive to shut off incoming fuel When the tanks reach the (ull condition, the aerial refueling panel lights will tIluminate if power is ap- plied to the sircraft. Observing the canker aircraft or retueling truck Qowmever will also show wnen fuel flow stops, indicating that all receiver tanks are full and the fuel level control valves have shutoff, FUEL CONSUMPTION Wing Cells To transfer ving cell fuei to the fuselage tani, the {el selector switch is placed in she WING position. ‘This causes a selector valve to cpen the fuel flow 1 wing cells $0 that the two electrical Proportioner pam er fuel (rom the wing Galls to the fuselaze tank Vhere the fuel Is picked tip by 2 beast pump and fumped ¢9 the engines, Tho proportioner pumps are automatically controlied by a four tevel, fuselage fuel float switch (figure 1-10), which is located in the top of the fuselage tani. When the fuselage tank is full, the frst sliding float ts at the Grst switch position and the proportwoner pumps are shutoff. The second, chird and fourth sliding floats are in their uppermost positions. As the en gines consume fuel, the lirst Slicing float descends ‘intl it rests on its St9p plate. As fuel consumption Continues, the second sliding float descends unt it activates the second switen position, whieh apples Dower to the pronortioner pumps. The propertioner pumpe then draw fuel equally trom exch wing «0 re plenish the fuselage tank. AS the fuselage tank |: eplenisned, the first and second sliting floats will accord to heir uppermost positions. When the first sulcing (oat reaches its uppermost position, it ae~ civates the first switea position, ‘which shuts of the proporiioner pumps. This cycling sequence contin« ‘aes until the fuel in the wing cells has been tran: ferred to the fuselage tank" When the engines con- sume enough fuel {rom thetast sycle to cause the second sliding tloat to deseenc to tne Second switch position, the properttones pumps will be activated: however, no fuel will enter the fuselage tan. A suming that che pyion cank fuel and tp tank fuel have been previousiy consumed, the engines will contin~ ae to draw fuel out of che fusalage tank, which will cause the third silding float to descend until it reaches the third switeh position. At this ievei, the pylon tank empty caution light (10, figure 1-14) on the an- nunctator panel will cLuminace, tt tne *uel selector Switch is set to draw fuel from the oylon tars. If felis ace nbtained trom otner tare, the fuel level in the fuselage tank wilt descend "nil the court» Sliding (lont activates tae fourth switch position. I-l Chanze 3 When this position is reached, 2 fuel low caution light (9, figure 1-14) on the annunciator panel illum- nates dad the (uel gravity feed syscem (s activated, ‘The proportioner pumps will shutoff and the solenoid Gapper vaive will de-energize, thus opening the gravity (eec lines from the wing cells to ine (uselage tank, Tip Tanks Note If the aircraft is flown in other than coordi- nated flight, while the fuel system is in the GRAVITY mode, unequal wing fuel wranster can be expected. Placing the tip tank switches to the ON position ac:i- ‘yates a pump in the tip tani which wansters tip tank {uel into wing ceil 5. The tue! then flows into the fuselage tank in the same manner as wing cell fuel. If wing cell 5 is already full, the fuel vill recircu- Jate tack into the tip tanks through a vent line. When the fuel in the tip tanks is consumed, 2 swited In the pump oullet Line senses loss of pressure and Uumi- hates the tip tank empty advisory lights (7 and 16, figure 1-14) on the annunclator panel.” When the ip (anks are empty, the tip tank switches are placed in the OFF position anc the tip tank oump is de-aeti~ vated. If one tip tank fails to feed, an unbalance in the corresponding wing tank will result if the fuel system switch is in normal. Pylon Tanks ‘To transfer pylon tank fuel to the fuselage tank, the fuel selector switch is placed in the AUX PYLON TANK position, This causes a selector valve to close the fuel {low Line trom the wing cells and opens the pylon tank fuel flow lines. The proportioner ‘pumps will then transfer fuel from pylon tank 1 in the same manner that fuel is transferred trom the wing cells. A negative pressure is created as ‘ual 4s drawn trom pylon tani 1, which then draws fuel from pylon tank 2, through a fuel line tn the pylons, replacing depleted fuel in pylon tank 1. Ram air then enters through the vent in pylon tank 2 to replace the (uel drawn from pylon tank 2. This fuel exchange continues until pylon tank 21s empty. The propor- toner pumps will continue to draw fuel out of pylon tank 1 uncil ai] of the pylon tank tvel 13 transferred into the fuselaze tank. When enough fuel from the fasolage tank is consumed to causo th thiré sliding oat to descend and activate the third switch position, the pylon tanks empty caution light (10, figure 1-14) fon the anauneiator panel will illuminate, The fuel selector switch is then placed in the WING position and the selector vaive closes the pylon tank fue! flow ine and opens the wing cells fuel flow line to replen- {sh the fuselage tank with fuel ‘rom the wing ceils. If the ‘uel selector switch is not placed in the WING position, the fuel system will automatically go to fuel gravity (eee vhen enough fuel from the fuselage tank is consumed to cause the fourth sliding float to descend and activate the fourth switzh position. ®