What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: B-52G Flight Manual With Safety of Flight Supplements Link: https://rareaviation.com/product/b-52g-flight-manual-with-safety-of-flight-supplements --- RAW UNFORMATTED TEXT BELOW --- T.O. 1B-52G-/1DQ SAFETY OF FLIGHT SUPPLEMENT FLIGHT MANUAL USAF SERIES B-52G AIRCRAFT THIS PUBLICATION SUPPLEMENTS T.O. 1B-52G-1. Reference to this supplement will be made on the title page of the basic manual by personnel responsible for maintaining the publication in current status. NOTE COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AF PER- SONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE NOTICE : Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). 2 JUNE I960 1. PURPOSE. To restrict simulation of more than two engines out on one side and to provide additional instructions to be followed during emergency engine out conditions. 2. GENERAL. These restrictions are based upon consideration of airplane structural strength. The application of the large amounts of rudder and lateral control, which is necessary to maintain control when extreme amounts of asymmetrical thrust are applied, creates severe loads in the aircraft structure. These loads vary in magnitude in accordance with the degree of thrust dissymmetry, the degree of deflection of corrective rudder, the rate of rudder application, the amount of yaw/roll displacement that has taken place prior to rudder application, the abruptness with which engine thrust is removed, the indicated airspeed, the gross weight, center of gravity, and fuel load distribution, the amount of air turbulence present, and the airplane configuration including flaps and landing gear positions, missile loading, external tank loading, etc. If these variables occur in certain critical combinations, structural overload can result. In view of the diffi- culty in controlling these variables, simulation of engine out conditions must be limited to a maximum of any two engines out or at idle on one side. 3. INSTRUCTIONS. a. Do not simulate emergency asymmetrical thrust conditions with more than two engines out or at idle on one side. b. During in-flight emergencies involving multi- engine failures close observance of the following pro- cedure will minimize the possibility of structural over- load. (1) If asymmetrical thrust develops abruptly, Air Force OC, 6 Jun 60-8200 s Fs L Fs SAFETY OF FLIGHT Fs L Fs L T.O. 1B-52G-1DQ the resulting yaw/roll tendency should be counteracted initially by means of lateral control. This should be followed by a steady rudder application and trimming as required, to balance control forces. (2) If thrust requirements permit, re-adjust the power on the remaining engines to minimize control surface deflections. Power adjustments should be applied slowly and simultaneously with control surface movement. (3) During flight with two or more engines out on one side, avoid turbulent air and limit bank angle to 20 degrees maximum. NOTE If asymmetrical thrust conditions with more than two engines shut down or at idle on one side are encountered, record this information on Form 781. Prior to next flight a structural inspection for alignment of fin, rudder and aft-body, will be performed in accordance with applicable maintenance publications. END 2 From'Ra'reAvl ati on. com fs f$ f$ fs s fs fs Fs s fs fs fs s fs T.O. 1B-52G- (SF)l-l Fs SAFETY OF FLIGHT SUPPLEMENT FLIGHT MANUAL USAF SERIES B-52G AIRCRAFT Fs Fs Fs 1 fs fs fs i THIS PUBLICATION SUPPLEMENTS T.O. 1B-52G-1, AND REPLACES FORMAL SAFETY OF FLIGHT SUPPLEMENT T.O. 1B-52G-1DG, DATED 5 FEBRUARY 1960, WITH CHANGES TO THE TEXT. Reference to this supplement will be made on the title page of the basic manual by personnel responsible for maintaining the publication in current status. NOTE COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AF PER- SONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE NOTICE: Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). 1. PURPOSE. To define some operating limitations on the subject airplane not presently included in the Flight Manual. 2. GENERAL. Any airspeed limitations are now contained in Section V of the Flight Manual. END 4 AUGUST 1960 3. INSTRUCTIONS. a. Maximum inflight gross weight (with or with- out external stores) for normal training missions shall not exceed 450,000 pounds with a limit of 453,000 pounds for taxi. b. The "g" limits presently contained in the Flight Manual for all gross weights should be observed with the exception that the minimum load factor for all gross weights is 2ero "g". fs Air Force OC, 5 Aug 606500 fs fs s s fs SAFETY OF FLIGHT s s s fs r Fs T.O. 1B-52G-CS F)l-2 FS FS FS Fr ( Fj FS FS SAFETY OF FLIGHT SUPPLEMENT FLIGHT MANUAL USAF SERIES B-52G AIRCRAFT THIS PUBLICATION SUPPLEMENTS T.O. 1B-52G-1. Reference to this supplement will be made on the title page of the basic manual by personnel responsible for maintaining the publication in current status. NOTE COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AF PER- SONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE NOTICE: Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). 19 AUGUST 1960 NOTE Effective 15 July 1960, Safety of Flight Supplement T.O. Numbers contain an (SF) and use consecutive suffix numbers (-1, -2, -3, etc.) instead of letters. Existing supplements will not be reissued for renumbering purposes only. See T .0. 0-1-1A for details. 1. PURPOSE. To remove temporary flutter airspeed restrictions. 2. INSTRUCTIONS. Delete portion of flutter airspeed limit Warning in Section V reading as follows: "Pending completion of flight flutter test- ing, do not exceed 300 Knots IAS, 0.80 Mach number, or the above limits, whichever is least." Flutter test results show this restriction is no longer required. END F- Air Force OC, 22 Aug 60-6800 FS Fs FS FS fs SAFETY OF FLIGHT Fs Fs Fs Fs From RareAviation.com T.O. 1B-52G- (SF)l-4 SAFETY OF FLIGHT SUPPLEMENT FLIGHT MANUAL USAF SERIES B-52G AIRCRAFT THIS PUBLICATION SUPPLEMENTS T.O. 1B-52G-1, AND REPLACES INTERIM SAFETY OF FLIGHT SUPPLEMENT T.O. 1B-52G-(SF)l-3, WITH CHANGES TO THE TEXT. Reference to this supplement will be made on the title page of the basic manual by personnel responsible for maintaining the publication in current status. NOTE COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AF PER- SONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE NOTICE : Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). 15 SEPTEMBER 1960 NOTE Effective 15 July 1960, Safety of Flight Supplement T.O. numbers contain an (SF) and use consecutive suffix numbers (-1, -2, -3, etc.) instead of letters. Existing supplements will not be reissued for renumbering pur- poses only. See T.O. 0-1-1A for details. 1. PURPOSE. To define operating limitations on the subject air- planes that have been inspected per T.O. 1B-52G-651. 2. GENERAL. a. Cracks have developed in the bottom inner spar wing skin panel at stations 626.9 and 727.9 which emanate at the aft edge and propagate forward. These cracks are not visible until they extend forward of the trailing edge panel unless it is removed. b. All airplanes will be inspected per T. O. 1B- 52G-651 before being released for flight and will be re-inspected after each flight. The inspection areas will easily be identified as the two areas on the un- derside of each wing that are clear of white paint. These areas can be further described as being in the vicinity of either end of the panel between the outboard and inboard flap section. Fasteners in the critical area have been identified as No. 1, 2, 3, and 4. Fastener No. 1 is just aft of the seam between the lower wing skin inner spar panel and trailing edge panel. Fastener No. 2 is just forward of the above mentioned seam. NOTE On some airplanes, the first fastener does not exist. The first fastener forward of the trailing edge shelf panel will still be regarded as the second fastener on these airplanes. Air Force OC, 16 Sep 60-5600 s Fs Fs Fs SAFETY OF FLIGHT Fs Fs L Fs T.O. 1B-52G- (SF)l-4 3. INSTRUCTIONS. a. Check Form 781 for presence of and/or the extent of cracks existing at wing stations 626. 9 and 727.9. b. Airplanes with no cracks existing may be operated with the existing limitations contained in the flight manual. c. If any cracks exist that do not extend beyond the third fastener, the airplane will be restricted to the following: (1) 375,000 pounds takeoff maximum weight. (2) Limit bank angle to 30 or a four minute turn, whichever is less. (3) 1. 6 G's in pull-ups or any combination of pull-up and bank conditions. (4) Maximum airspeed shall be limited to 300 KIAS or 0. 8 Mach Number, whichever is less. WARNING | If severe or extreme turbulence is unavoid- ably encountered, useapenetrationprocedure and descend to at least 5, 000 feet below best range cruise altitude and maintain 0.77 Mach or 270 KIAS, whichever is less. (5) Low level operation is prohibited. (6) In-flight refuelingis limited to a maximum gross weight of 350, 000 pounds. (7) Static ground alert at maximum flight manual gross weight limitations is permitted. (8) Cocoa operation is prohibited. d. Airplanes having cracks extending beyond the <. third fastener but not beyond the fourth fastener are restricted to a one-time flight to a modification cen- ter ata gross weight consistent with safe fuel manage- ment but not exceeding 350,000 pounds. Participation in ground alert is prohibited. e. Airplanes having cracks extending beyond the fourth fastener are grounded and will be repaired on sight. END 2 From RSreAviation.com T.O. 1B-52G-1W SAFETY OF FLIGHT SUPPLEMENT FLIGHT MANUAL USAF SERIES B-52G AIRCRAFT THIS PUBLICATION SUPPLEMENTS T.O. 1B-52G-1 AND REPLACES INTERIM SAFETY OF FLIGHT SUPPLEMENT T.O. 1B-52G-1R WITH CHANGES TO THE TEXT. Reference to this supplement will be made on the title page of the basic publication by personnel responsible for maintaining the publication in current status. NOTE COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS SUPPLEMENT TO THE ATTENTION OF ALL AF PER- SONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE NOTICE : Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). 5 JUNE 1959 1. PURPOSE. To warn of deficiencies in unmodified drag chutes. 2. GENERAL. Recent tests conducted at 150 knots indicated air- speed to determine service suitability of present drag chutes resulted in the failure of five out of six chutes, four of which were in excellent condition. Cause of failure is thought to be heat generated between the risers as they are drawn out through the main keeper. The amount of heat generated will vary with deploy- ment airspeed, and the possibility of the drag chute risers failing increases with speed of deployment above 130 KIAS. A modification to the chutes has been devised and is being installed by T.O. 14D1-3-526. Tests have been conducted successfully on the modi- fied chutes up to a speed of 160 KIAS. Until a modi- fied drag chute is installed, the following instructions will be observed. 3. INSTRUCTIONS. a. In the event of an aborted takeoff do not rely on the drag chute for stopping if deployed in excess of 130 KIAS. If computed refusal speed exceeds 130 KIAS, use 130 KIAS as the refusal speed when com- puting the last resort point. b. When landing at high gross weights, delay chute deployment until airspeed is below 130 KIAS. This will cause the landing distance to be slightly greater than planned. c. When a modified drag chute is installed in the aircraft the drag chute limits will be as specified in the applicable Flight Manual. : caution : These drag chute limits are based on the as- sumption that the chute is in good repair and that no visible damage to the lines or risers exists. END Air Force-OC-7600-6-559 sF$ Fs Fs SAFETY OF FLIGHT 5 Fs L r ' ''-I _. \ __- / T.O. 18-526-1 USAF SERIES AIRCRAFT Commanders are responsible for bringing this publication to the attention of all Air Force personnel cleared for operation of sub- ject aircraft. This change replaces Safety of Flight Supplements SF-1-14 and SF-1-23. See Safety of Flight Supplement Index T.O. 0-1-1A for current status of Safety of Flight Supplements. PUBLISHED UNDER AUTHORITY OF THE SECRETARY OF THE AIR FORCE. THIS PUBLICATION IS INCOMPLETE WITHOUT T.O. IB-526-1 A, T.O. IB- 526-1 B, ANO T.O. IB-526-1-1. SUPPLEMENTARY PUBLICATIONS ARE PROVIDED TO SUPPLY OPERATIONAL COVERA6E IN NON-STANDARD CONFI6URATIONS. SEE T.O. 0-1-1 FOR NUMERICAL INDEX OF TECHNI- CAL PUBLICATIONS. AIR FORCE, Mendle Press, Inc. St. L., Mo. 12 June 1961-6200 (Boeing, Wichita) 1 NOVEMBER 1959 CHANGED 15 MAY 1961 Worn -RareAvia'tion. com T.O. 1B-52G-1 Reproduction for nonmilitary use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service (BuAer or USAF). The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES. 1 LIST OF EFFECTIVE PAGES | NOTE: The portion of the text affected by the changes is indicated by a vertical line in the outer margins of the page. /' TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 832 CONSISTING OF THE FOLLOWING: Page No. Issue Page No. Issue Page No. Issue *Title 15 May 61 1-34 15 Feb 61 *1-88 thru 1-91 15 May 61 *A thru C 15 May 61 *1-35 thru 1-38 15 May 61 1-92 and 1-93 Original *D and E Deleted 15 May 61 1-39 and 1-40 Original *1-94 thru 1-96 15 May 61 *Flyleaf 1 and Flyleaf 2 *1-41 15 May 61 1-97 15 Feb 60 15 May 61 1-42 and 1-43 15 Nov 60 1-98 ...... Original *i and ii 15 May 61 *1-44 and 1-45 15 May 61 *1-99 15 May 61 ill 15 Nov 60 1-46 15 Nov 60 1-100 15 Feb 61 iv 15 Feb 60 1-47 15 Feb 61 *1-101 thru 1-106 15 May 61 *v and vi 15 May 61 1-48 15 Nov 60 1-106A 15 Feb 61 vii Blank 15 Aug 60 *1-49 15 May 61 1-106B Blank 15 Feb 61 viii 15 Aug 60 1-50 15 Nov 60 1-107 15 Feb 61 *1-1 thru 1-3 15 May 61 1-51 15 Feb 60 1-108 Original 1-4 and 1-5 15 Nov 60 *1-52 and 1-53 15 May 61 1-109 thru 1-111 15 Aug 60 1-6 and 1-7 Original 1-54 15 Feb 61 1-112 15 May 60 1-8 ...... 15 Feb 60 *1-55 15 May 61 *1-113 15 May 61 1-9 15 May 60 1-56 15 Aug 60 1-114 and 1-115 Original 1-10 15 Feb 60 1-57 15 Feb 61 1-116 and 1-117 15 Feb 60 *1-11 15 May 61 *1-58 thru 1-63 15 May 61 1-118 15 May 60 1-12 15 Feb 60 1-64 15 Feb 61 1-119 15 Nov 60 1-13 and 1-14 15 Feb 61 *1-65 15 May 61 1-120 Original 1-15 and 1-16 Original 1-66 Original 1-121 15 May 60 1-17 thru 1-19 15 Aug 60 *1-67 thru 1-71 15 May 61 1-122 Original *1-20 thru 1-23 15 May 61 1-72 Original *1-123 15 May 61 1-24 ...... 15 Aug 60 *1-73 thru 1-75 15 May 61 1-124 Original *1-24A and 1-24B 15 May 61 1-76 and 1-77 Original 1-125 15 Aug 60 *1-25 15 May 61 1-78 15 Feb 60 1-126 and 1-127 15 Feb 61 1-26 15 Aug 60 1-79 15 Feb 61 1-128 Blank Original *1-27 15 May 61 1-80 Original 2-1 15 May 60 1-28 and 1-29 Original *1-81 15 May 61 *2-2 thru 2-4 15 May 61 *1-30 ...... 15 May 61 1-82 Original 2-5 and 2-6 15 Nov 60 1-31 15 Feb 61 *1-83 15 May 61 *2-7 15 May 61 1-32 15 Feb 60 1-84 thru 1-86 Original 2-8 and 2-9 15 Nov 60 *1-33 15 May 61 1-87 15 Feb 60 2-10 15 May 60 CURRENT FLIGHT CREW CHECKLISTS 1B-52G-(CL)1-1 15 Nov 60 Changed 15 May 61 lB-52G-(CL)l-2 15 Feb 61 Changed 15 May 61 lB-52G-(CL)l-3 15 Feb 61 Changed 15 May 61 lB-52G-(CL)l-4 15 Nov 60 Changed 15 May 61 lB-52G-(CL)l-5 15 Nov 60 *The asterisk indicates pages changed, added, or deleted by the current change. ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: C-7 USAF USAF ACTIVITIES. In accordance with T.O. 00-5-2. NAVY ACTIVITIES. Use Publications and Forms Order Blank (NavAer 140) and submit in accordance with instruc- tion thereon. For listing of available material and details of distribution see Naval Aeronautics Publications Index NavAer 00-500. Changed 15 May 1961 7.0. 1B-52G-1 | LIST OF EFFECTIVE PAGESPage No. Issue Page No. Issue Page No. /y. Issue *2-11 . 15 May 61 *3-32 . 15 May 61 4-44 and 4-45 15 Aug 60 2-12 and 2-13 15 Feb 61 3-33 thru 3-35 15 May 60 4-46 . 15 Feb 61 2-14 and 2-15 15 Nov 60 3-36 . Original *4-47 . 15 May 61 *2-16 thru 2-21 15 May 61 3-37 and 3-38 15 May 60 4-48 . 15 May 60 2-22 . 15 Feb 61 3-39 . 15 Nov 60 4-48A and 4-48B 15 May 60 2-23 thru 2-26 15 Nov 60 3-40 Blank 15 Nov 60 4-49 . 15 Aug 60 *2-27 . 15 May 61 3-41 . 15 Nov 60 *4-50 thru 4-54A 15 May 61 2-28 and 2-29 15 Nov 60 *3-42 . 15 May 61 *4-54B Blank 15 May 61 2-30 . 15 Feb 61 3-43 . 15 Feb 61 4-55 . 15 Feb. 60 2-31 . 15 May 60 3-44 Blank 15 Aug 60 *4-56 . ... . . 15 May 61 *2-32 . 15 May 61 3-45 . 15 Feb 61 4-57 ..... . 15 Aug 60 2-33 , 15 Aug 60 *3-46 . 15 May 61 4-58 . Original *2-34 thru 2-37 15 May 61 3-47 . Original 4-58A and 4-58B 15 Aug 60 2-38 . 15 Nov 60 3-48 and 3-49 15 May 60 4-59 ...... . 15 Aug 60 2-39 thru 2-41 15 Feb 61 3-50 . 15 Feb 61 4-60 . Original *2-42 . 15 May 61 3-51 ..... . 15 Nov 60 4-61 . 15 Aug 60 2-43 . 15 Nov 60 *3-52 and 3-53 15 May 61 *4-62 and 4-62A 15 May 61 2-44 . 15 Feb 61 3-54 . Original 4-62B . 15 May 60 *2-44A and 2-44B 15 May 61 *3-55 thru 3-61 15 May 61 4-62C ...... . 15 Aug 60 2-45 . 15 Feb 61 3-62 and 3-63 15 Nov 60 *4-62D . 15 May 61 *2-46 and 2-47 15 May 61 3-64 . 15 Aug 60 4-622 and 4-62F 15 Aug 60 2-48 and 2-49 15 Feb 61 3-65 . 15 Nov 60 4-63 . 15 Aug 60 2-50 . 15 Nov 60 3-66 . Original 4-64 and 4-65 15 Feb 61 *2-51 thru 2-54A 15 May 61 3-67 and 3-68 15 Feb 61 *4-66 ...... . 15 May 61 2-54B Blank 15 Aug 60 3-69 . Original 4-67 15 Aug 60 2-55 . 15 Feb 61 3-70 . 15 May 60 *4-68 and 4-69 15 May 61 *2-56 thru 2-58 15 May 61 *3-71 and 3-72 15 May 61 4-70 . 15 Feb 61 2-59 and 2-60 15 May 60 3-73 . 15 Nov 60 *4-71 . 15 May 61 2-61 . 15 Nov 60 3-74 Blank 15 May 60 4-72 ...... . 15 Feb 61 2-62 . 15 May 60 *4-1 . 15 May 61 4-73 15 Aug 60 2-63 . 15 Nov 60 4-2 . 15 Feb 61 4-74 . 15 Feb 61 2-64 thru 2-71 15 Feb 61 4-3 thru 4-5 Original 4-75 thru 4-78 Original *2-72 thru 2-74, 15 May 61 4-6 ..... . 15 Feb 61 4-79 . 15 Feb 60 2-75 . 15 Nov 60 *4-7 . . . .\. . 15 May 61 4-80 15 Aug 60 *2-76 thru 2-81 15 May 61 4-8 . Original 4-81 thru 4-83 Original 2-82 Blank 15 May 60 4-9 . 15 Aug 60 4-84 15 Feb 61 *3-1 . 15 May 61 4-10 and 4-11 15 Feb 61 4-85 15 May 60 3-2 15 Aug 60 *4-12 . 15 May 61 4-86 and 4-87 15 Feb 61 3-3 and 3-4 15 Nov 60 4-13 . 15 Aug 60 4-88 15 Nov 60 *3-5 . 15 May 61 *4-14 thru 4-18 15 May 61 4-89 15 Feb 61 3-6 15 Nov 60 4-19 . 15 Aug 60 4-90 and 4-91 15 Aug 60 3-6A and 3-6B 15 Nov 60 4-20 . Original 4-92 15 Feb 61 3-7 and 3-8 15 Feb 61 4-21 . 15 Feb 61 *4-92A ...... 15 May 61 3-9 15 Nov 60 *4-22 . 15 May 61 4-92B 15 Feb 61 *3-10 thru 3-12 15 May 61 4-23 . 15 Feb 60 4-93 15 Nov 60 3-13 15 Feb 60 *4-24 thru 4-26 15 May 61 4-94 15 Feb 61 *3-14 . 15 May 61 4-27 . Original *4-94A 15 May 61 3-15 15 Aug 60 4-28 thru 4-30 15 Feb 61 4-94B 15 Feb 61 3-16 Original *4-31 thru 4-34 15 May 61 4-94C 15 Nov 60 3-16A 15 Aug 60 *4-34A and 4-34B 15 May 61 4-94D Blank 15 Nov 60 3-16B and 3-17 15 Feb 61 4-35 . 15 Aug 60 4-95 15 Nov 60 3-18 thru 3-22 15 May 60 *4-36 . 15 May 61 4-96 15 Feb 61 3-22A 15 Feb 61 4-37 . . . . . . . 15 Feb 61 4-97 thru 4-99 Original 3-22B Blank 15 May 60 *4-38 . 15 May 61 *4-100 15 May 61 3-23 15 Nov 60 4-39 . Original 4-101 15 Fep 61 *3-24 thru 3-26 15 May 61 4-40 . 15 Feb 61 4-102 and 4-103 15 Nov 60 3-27 15 Nov 60 4-41 . 15 Feb 60 4-104 and 4-105 15 Feb 61 3-28 15 Aug 60 4-42 . 15 Feb 61 4-106 15 May 60 3-29 thru 3-31 15 Nov 60 4-43 , Original 4-107 thru 4-112 Deleted ............ 15 May 60 Changed 15 May 1961 From RareAviation.com 7.0. 1B-52G-1 I LIST OF EFFECTIVE PAGES [ Page No. Issue Page No. Issue Page No. Issue *4-113 15 May 61 6-17 15 Feb 61 8-101 thru 8-103 15 Feb 61 4-114 thru 4-124 15 Feb 61 6-18 and 6-19 Original 8-104 15 May 60 4-124A and 4-1248 Deleted *6-20 15 May 61 8-105 thru 8-111 15 Nov 60 15 Feb 61 6-21 15 May 60 8-112 and 8-112A 15 Feb 61 *4-125 15 May 61 *6-22 and 6-23 15 May 61 8-112B Blank 15 Feb 61 4-126 Blank 15 Feb 61 6-24 Blank 15 Aug 60 8-113 15 Feb 61 4-127 thru 4-129 Original 7-1 thru 7-2A 15 Feb 61 8-114 15 Nov 60 *4-130 15 May 61 7-2B Blank 15 Feb 61 *8-115 15 May 61 4-131 and 4-132 15 Aug 60 7-3 15 Nov 60 8-116 15 Feb 61 4-133 15 Feb 61 7-4 Original 8-117 thru 8-135 15 Nov 60 4-134 15 Nov 60 *7-5 ..... 15 May 61 8-136 thru 8-138 15 Feb 61 4-135 Original 7-6 thru 7-8 Original 8-139 15 Nov 60 4-136 and 4-137 15 Feb 61 *7-9 thru 7-11 15 May 61 8-140 and 8-141 15 May 60 *4-138 15 May 61 7-12 15 Feb 61 8-142 15 Feb 61 *4-138A thru 4-138D 15 May 61 *7-13 15 May 61 8-143 15 May 60 *4-139 thru 4-152 15 May 61 7-14 15 Aug 60 8-144 thru 8-151 15 Nov 60 *4-152A thru 4-1520 15 May 61 7-15 15 Feb 61 8-152 Blank 15 Nov 60 *4-152D Blank 15 May 61 7-16 thru 7-22 15 Aug 60 8-153 and 8-154 15 May 60 4-153 and 4-154 15 May 60 7-23 15 Nov 60 8-155 thru 8-157 15 Nov 60 4-155 15 Feb 61 7-24 15 Aug 60 8-158 Blank 15 Nov 60 4-156 15 Aug 60 7-25 15 Feb 61 8-159 and 8-160 15 Nov 60 4-157 15 May 60 7-26 Blank 15 Aug 60 8-161 15 May 60 4-158 thru 4-162 Original 8-1 15 Feb 61 8-162 and 8-163 15 Nov 60 4-163 15 Nov 60 *8-2 15 May 61 8-164 15 May 60 4-164 15 Aug 60 8-3 and 8-4 15 Feb 61 8-165 and 8-166 15 Nov 60 4-165 15 Nov 60 8-5 15 Nov 60 8-167 15 May 60 *4-166 15 May 61 8-6 15 Feb 61 8-168 ...... 15 Nov 60 5-1 15 Nov 60 *8-7 15 May 61 8-169 thru 8-172 15 May 60 *5-2 15 May 61 8-8 and 8-9 15 Feb 61 8-173 15 Feb 61 5-3 and 5-4 Original 8-10 15 Nov 60 8-174 thru 8-176 15 May 60 5-5 15 May 60 8-11 thru 8-13 15 Feb 61 8-177 15 Feb 61 *5-6 15 May 61 *8-14 15 May 61 8-178 thru 8-200 15 May 60 5-7 15 Feb 61 8-15 15 Feb 61 8-201 15 Feb 61 5-8 and 5-9 15 Nov 60 *8-16 15 May 61 8-202 15 May 60 5-10 Original 8-17 15 Nov 60 9-1 Original *5-11 15 May 61 *8-18 15 May 61 *9-2 and 9-3 15 May 61 5-12 15 May 60 8-19 15 Feb 61 9-4 and 9-5 Original *5-13 15 May 61 *8-20 and 8-21 15 May 61 9-6 15 Feb 61 5-14 thru 5-16 Original 8-22 thru 8-29 15 Feb 61 9-7 Original 5-17 15 Feb 61 *8-30 15 May 61 *9-8 15 May 61 5-18 Original 8-31 thru 8-40 15 Feb 61 9-9 ...... 15 Feb 61 *5-19 15 May 61 *8-41 thru 8-43 15 May 61 *9-10 15 May 61 5-20 thru 5-24 Original 8-44 and 8-45 15 Feb 61 9-11 ...... 15 Feb 60 *5-25 15 May 61 *8-46 and 8-47 15 May 61 9-12 thru 9-14 Original 5-26 Blank Original 8-48 15 Feb 61 *9-15 15 May 61 6-1 15 Feb 61 *8-49 thru 8-54A 15 May 61 9-16 15 Aug 60 6-2 Original *8-54B Blank 15 May 61 9-17 and 9-18 Original 6-3 and 6-4 15 Feb 60 *8-55 and 8-56 15 May 61 *A-1 thru A12-10 Deleted 6-5 15 Nov 60 8-57 thru 8-62 15 Feb 61 15 May 61 6-6 I Original *8-62A and 8-62B 15 May 61 *1 thru 15 15 May 61 6-7 thru 6-8A 15 May 60 *8-63 15 May 61 16 15 Feb 61 6-8B Blank 15 May 60 8-64 15 Feb 61 *17 thru 22 15 May 61 6-9 and 6-10 Original *8-65 thru 8-67 15 May 61 23 15 Aug 60 *6-11 and 6-12 15 May 61 8-68 thru 8-87 15 Feb 61 *24 thru 28 15 May 61 6-13 15 Feb 61 8-88 Blank 15 Feb 61 29 15 Feb 61 6-14 ...... Original 8-89 thru 8-98 Deleted *30 thru 33 15 May 61 *6-15 6-16 and 6-16A *6-16B 15 May 61 15 Feb 61 15 May 61 *8-99 8-100 15 Nov 60 15 May 61 15 Nov 60 34 15 May 60 c Changed 15 May 1961 7.0. 1B-52G-1 LIST OF EFFECTIVE PAGES | Page No. Issue Page No. Issue Page No. Issue ( 1 f - A3-26 thru A3-29 Original A3-30 15 Nov 60 A3-31 Blank Original A3-32 and A3-33 15 Nov 60 A3-34 Original A3-35 15 Aug 60 A3-36 and A3-37 Original A3-3L 15 Feb 60 A4-1 and A4-2 15 Aug 60 *A4-3 and A4-4 15 Feb 61 A4-5 thru A4-14 Original A4-15 15 Aug 60 A4-16 thru A4-30 Original A4-30A thru A4-30D 15 Aug 60 A4-31 15 Aug 60 *A4-32 15 Feb 61 A4-33 and A4-34 Original A5-1 and A5-2 15 Aug 60 A5-2A 15 May 60 A5-2B Blank 15 May 60 A5-3 15 May 60 A5-4 1 Jan 60 A5-5 and A5-6 15 Aug 60 A5-7 thru A5-15 1 Jan 60 A5-16 Original A5-17 15 Nov 60 A5-18 Original A5-19 15 Aug 60 *A5-20 ...... 15 Feb 61 A5-21 Original A5-22 1 Jan 60 A5-23 Original A5-24 and A5-25 1 Jan 60 A5-26 Original A5-27 thru A5-48 1 Jan 60 A5-48A thru A5-48D 15 Aug 60 A5-49 15 Aug 60 A5-50 thru A5-55 1 Jan 60 A5-56 Original A5-57 and A5-58 1 Jan 60 *A6-1 15 Feb 61 A6-2 1 Jan 60 A6-3 and A6-4 15 Nov 60 A6-5 1 Jan 60 A6-6 Original A6-7 1 Jan 60 A6-8 Original A6-9 thru A6-11 1 Jan 60 A6-12 ...... Original A6-13 and A6-14 15 Nov 60 *A6-15 thru A6-18 15 Feb 61 *A7-1 15 Feb 61 A7-2 and A7-3 Original *A7-4 and A7-4A 15 Feb 61 *A7-4B Blank 15 Feb 61 *A7-5 15 Feb 61 A7-6 thru A7-14 Original A7-15 15 Feb 60 A7-16 *A7-16A *A7-16B Blank A7-17 and A7-18 A7-19 thru A7-22 A8-1 A8-2 thru A8-8 A8-9thru A8-11 A8-12 Blank *A9-1 A9-2 . . ... A9-3 A9-4 *A9-5 and A9-6 A9-7thru A9-20 *A9-21thru A9-23 *A9-24 Blank A10-1 and Al0-2 Al0-2A and A10-2B Al0-3 Al0-4 thru Al0-7 A10-8 A10-9 thru A10-18 A10-19thru A10-24 All-1 thru All-3 All-4 All-5 thru All-9 All-10 Blank A12-1thru A12-3 A12-4 A12-4A A12-4B Blank A12-5thru A12-9 A12-10 Blank *1 thru 22 23 *24 thru 33 34 ...... Original 15 Feb 61 15 Feb 61 15 May 60 Original 15 Aug 60 Original 15 Aug 60 15 Aug 60 15 Feb 61 15 May 60 Original 15 May 60 15 Feb 61 Original 15 Feb 61 15 Feb 61 15 Aug 60 15 Aug 60 15 Aug 60 Original 15 Feb 60 Original 15 Aug 60 Original 1 Jan 60 Original Original 15 May 60 15 Nov 60 15 May 60 15 May 60 15 May 60 Original 15 Feb 61 15 Aug 60 15 Feb 61 15 May 60 Changed 15 February 1961 D and E From RareAviation.com 7.0. 1B-52G-1 SAFETY OF FLIGHT SUPPLEMENT SUMMARY Safety of Flight Supplements prior to 15 July 1960 are numbered with suffix letters after the -1 of the flight manual technical order number. Effective 15 July 1960, Safety of Flight Supplements will be identified with "-SF" immediately preceding the -1 contained in tjhe basic publication number and will be assigned consecutive dash numbers. Example: 1B -52G-SF-1-1, -2, -3, etc. Existing Safety of Flight Supplements will not be renumbered and will remain effective until rescinded or replaced. The supplements you receive should follow in sequence and if you find you are missing one, check Weekly Index of Safety of Flight Supplements T, O. 0-1-lA to see if it was issued and, if so, is still in effect. That supplement may have been replaced or rescinded before you received your copy. If it is still active, see your Publication Distribution Officer and get your copy. It should be noted that a supplement number will never be used more than once. SAFETY OF FLIGHT SUPPLEMENTS IN THIS CHANGE Number Date Short Title Disposition -SF-1-5 20 Jan 61 Gross Weight Limits Replaced by -SF-1-24 -SF-1-6 1 Feb 61 Low Altitude Anti-Ice Replaced by -SF-1-14 -SF-1-7 1 Feb 61 Operating Restrictions Replaced by -SF-1-8 -SF-1-8 8 Feb 61 Operating Restrictions Rescinded 26 Apr 61 -SF-1-9 11 Feb 61 Gear Extension and Landing With Fuel Leak Replaced by -SF-1-26 -SF-1-11 17 Feb 61 Operating Restrictions Not published, replaced by -SF-1-12 -SF-1-12 22 Feb 61 Operating Restrictions Replaced by -SF-1-13 -SF-1-13 9 Mar 61 Operating Restrictions, 6 Parts Replaced as follows: Part 1 by -SF-1-17 Part 2 by -SF-1-18 Part 3 by -SF-1-19 Part 4 by -SF-1-20 Part 5 by -SF-1-21 Part 6 by -SF-1-15 -SF-1-14 23 Mar 61 Low Altitude Anti-Ice Sections II, IV, and VI -SF-1-15 21 Mar 61 Operating Restrictions Replaced by -SF-1-22 -SF-1-23 4 Apr 61 Use of Modified Airbrakes Sections I, II, VI, IX, and Appendix I, Part 8 SAFETY OF FLIGHT SUPPLEMENT STATUS This portion to be filled in by you when you receive your flight manual and to be added to as you receive additional supplements. Refer to Weekly Index of Safety of Flight Supple- ments T. O. 0-1-LA for latest information if any questions arise. Supplements outstand- ing at the time of preparation of this page have been listed below for your convenience. Number Date Short Title -1W 5 June 59 Drag Chute Deficiencies -IDE 11 Dec 59 Restricts ASG-15 Use -SF-1-4 15 Sep 60 Operating Restrictions until Modified by T. 0. 1B-52G-638 -SF-1-10 23 Feb 61 Gear Extension with Fuel Leak -SF-1-16 4 Apr 61 Turbulence Penetrations -SF-1-17 27 Mar 61 Operating Restrictions until Modified by T.O. 's 1B-52G -637, -649, and -653 Disposition Changed 15 May 1961 Flyleaf 1 7.0. 18-520-1 Number -SF-1-18 -SF-1-19 -SF-1-20 -SF-1-21 -SF-1-22 -SF-1-24 -SF-1-25 -SF-1-26 Date 28 Mar 61 29 Mar 61 30 Mar 61 31 Mar 61 3 Apr 61 10 Apr 61 17 Apr 61 21 Apr 61 Short Title Operating Restrictions until Modified by T. O. 1B-52G-673 Operating Restrictions until Modified by T. O. 18-526-676 Operating Restrictions until Modified by T. O. 18-526-678 Operating Restrictions until Modified by T. O. 18-526-681 Operating Restrictions until Modified by T. O. 18-526-682 6ross Weight Limits Operating Restrictions until Modified by T.O. 18-526-687 Operational Procedure With Possible Fuel Tank Rupture Disposition Flyleaf 2 Changed 15 May 1961 From RareAviation.com T.O. 18-526-1 Table of Contents naiHHHiaaiiiHisBiBiiiaiiiiiiiBiiaiiiiiBiiiiiiiaai PAGE SECTION I description 1 -1 SECTION II normal procedures 2-1 SECTION III emergency procedures 3-1 SECTION IV auxiliary equipment 4-1* ** SECTION V operating limitations 5-1 SECTION VI flight characteristics 6-1 SECTION VII systems operation 7-1 SECTION VIII crew duties 8-1 SECTION IX all weather operation 9-1 APPENDIX 1 performance data T.O. 1B-52G-1-1 alphabetical index 1 REFER TO CONFIDENTIAL SUPPLEMENT T.O. 1B-52G-1A FOR ADDITIONAL INFORMATION REFER TO SECRET SUPPLEMENT T.O. 1B-52G-1B FOR ADDITIONAL INFORMATION Changed 15 May 1961 7.0. 18-526-1 Well Loaded.... with information READ THE FOLLOWING PAGES CAREFULLY! SCOPE. This manual must be used with T. 0. 1B-52G-1A, T. O. 1B-52G-1B, and T. O. 1B-52G-1-1 to obtain all the information necessary for safe and efficient operation of the B-52G airplane. T. O. 1B-52G-1A and T. O. 1B-52G-1B are supplements to this manual, containing classified information. T. O. 1B-52G-1-1 is the Appendix containing perform- ance data. In addition, it will be necessary to refer to T. O. 1B-52E-1-3 for information on operation with GAM-77 missiles installed and T. O. 1B-52G-1-2 for information on op- eration with GAM-72 missiles installed. These instructions provide you with!a general knowledge of the airplane, its characteristics, and specific normal and emergency opera- ting procedures. Your flying experience is recognized; therefore, basic flight'principles are avoided. / SOUND JUDGMENT. Instructions in this manual are for a crew inexperienced in the operation of this airplane. This manual provides the best possible operating instructions under most circumstances, but it is a poor substitute for sound judgment. Multiple emer- gencies, adverse weather, terrain, etc may require modification of the procedures. PERMISSIBLE OPERATIONS. The Flight Manual takes a "positive approach" and nor- mally states only what you can do. Unusual operations or configurations (such as asym- metrical loading) are prohibited unless specifically covered herein. Clearance must be obtained from WADD before any questionable operation is attempted which is not specifi- cally permitted in this manual. STANDARDIZATION AND ARRANGEMENT. Standardization assures that the scope and arrangement of all Flight Manuals are identical. The manual is divided into ten fairly independent sections to simplify reading it straight through or using it as a reference manual. The first three sections must be read thoroughly and fully understood before at- tempting to fly the airplane. The remaining sections provide important information for safe and efficient mission accomplishment. SAFETY OF FLIGHT SUPPLEMENTS. Information involving safety will be promptly for- warded to you by Safety of Flight 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 current status of each Safety of Flight Supplement affecting your air- plane can be determined by referring to the Weekly Index of Safety of Flight Supplements (T. O. 0-1-1A). The title page of the Flight Manual and the title block of each Safety of Flight Supplement should also be checked to determine the effect they may have on exist- ing 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 op- eration by complying with a replaced or rescinded supplement. ii Changed 15 May 1961 From RareAviation.com 7.0. Ik-526-1 CHECKLISTS. The Flight Manual contains only amplified checklists. Abbreviated check- lists have been issued as separate technical orders - see the back of the title page for T. O. number and date of your latest checklist. Line items in the Flight Manual and checklists are identical with respect to arrangement and item number. Whenever a Safety of Flight Supplement affects the abbreviated checklist, write in the applicable change on the affected checklist page. As soon as possible, a new checklist page incorporating the supplement will be issued. This will keep hand-written entries of Safety of Flight Supplement infor- mation in your checklist to a minimum. HOW TO GET PERSONAL COPIES. Each flight crew member is entitled to personal copies of the Flight Manual, Safety of Flight 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 Technical Order requests. Basi- cally, you must order the required quantities on the Publication Requirements Table (T.O. 0-3-1). Technical Orders 00-5-1 and 00-5-2 give detailed information for properly order- ing these publications. Make sure a system is established at your base to deliver these publications to the flight crews immediately upon receipt. FLIGHT MANUAL AND CHECKLIST BINDERS. Loose leaf binders and sectionalized tabs are available for use with your manual. These are obtained through local purchase procedures and are listed in the Federal Supply Schedule (FSC Group 75, Office Supplies, Part 1). Binders are also available for carrying your abbreviated checklist. These bind- ers contain plastic envelopes into which individual checklist pages are inserted. They are available in three capacities and are obtained through normal Air Force supply under the following stock list numbers: 7510-766-4268, -4269, and-4270 for 15, 25, and 40 en- velope binders respectively. Check with your supply personnel for assistance in securing these items. WARNINGS, CAUTIONS AND NOTES. The following definitions apply to "Warnings, " "Cautions, " and "Notes" found throughout the manual. WARNING CAUTION Operating procedures, techniques, etc, which will result in per- sonal injury or loss of life if not carefully followed. Operating procedures, techniques, etc, which will result in dam- age to equipment if not carefully followed. N An operating procedure, technique, etc, which is considered es- sential to emphasize. YOUR RESPONSIBILITY - TO LET US KNOW. Every effort is made to keep the Flight Manual current. Review conferences with operating personnel and a constant re- view of accident and flight test reports assure inclusion of the latest data in the manual. However, we cannot correct an error unless we know of its existence. In this regard, it is essential that you do your part. Comments, corrections, and questions regarding this manual or any phase of the Flight Manual program are welcomed. These should be for- warded through your Command Headquarters to Hq WADD, Wright-Patterson AFB, Ohio, Attn: WWZPH. Changed 15 November 1960 iii 7.0. 1B-52G-1 Airplane Coding a Tie information contained in this manual covers all B52G airplanes. Code symbols are used to distinguish informa- tion related to one airplane or group of airplanes from that which is applicable to the other airplanes. When code symbols appear by a paragraph or illustration the information applies only to the airplanes represented by the code symbols. Where no code symbols appear on a paragraph or illustration, the information is applicable to all air- planes. The following code symbols are used: Symbol BIBB AF Serial No. 57-6495 IWA 58-159 rarri 58-186 58-214 raiw 58-242 TCEE1 59-257 5 57-6468 mi m 57-6469 57-6496 ram 58-160 ram 58-187 ram 58-215 ram 58-243 meq 59-2576 L'.'JtZt 57-6470 57-6497 58-161 raxr.i 58-188 58-216 rain 58-244 rand 59-2577 57-6471 raraa 57-6498 58-162 raw 58-189 ram 58-217 raiEi 58-245 med 59-2578 57-6472 57-6 4 99 KWI1 58-163 rain 58-190 ram 58-218 EBB 58-246 59-2579 57-6473 57-6 500 irZMt n 58-164 ram 58-191 rails 58-219 rain 58-247 MS] 59-2580 CTEI 57-6474 MEH 57-6501 EBB 58-165 rasa 58-192 ram 58-220 ebb 58-248 ram 59-2581 Ml 57-647 5 rarih 57-6502 ram 58-166 ram 58-193 58-221 ebb 58-249 mes 59-2582 twin 57-6476 raW:l 57-6 50 3 ram 58-167 rar.w 58-194 rauo 58-222 ram 58-250 ME 59-2583 m 57-6477 MB 57-6504 I'.'W.I 58-168 58-195 58-223 rain 58-251 ram 59-2584 LWIflil 57-6478 57-6505 VJlfVrl 58-169 rar.fi 58-196 58-224 ram 58-252 ram 59-2585 earn 57-6479 57-6506 VM-hl 58-170 rar.s 58-197 ram 58-225 ram 58-253 ram 59-2586 EB 57-6480 57-6507 58-171 raiM 58-198 58-226 ram 58-254 rana 59-2587 EBEH 57-6481 / rain 57-6508 Mil 58-172 raM 58-199 ram 58-227 ram 58-255 ram 59-2588 L'fll:W 57-6482 57-6509 ram 58-173 rar.id 58-200 ram 58-228 rani 58-256 MEEI 59-2589 E3E3 57-6483 EMS 57-6510 ram 58-174 rawu 58-201 58-229 EEKi 58-257 MSI 59-2590 E3EB 57-6484 rair.i 57-6511 ram 58-175 rana 58-202 58-230 ram 58-258 ra^Ti 59-2591 EJEsl 57-648 5 toiw 57-6512 58-176 ram 58-203 58-231 ram 59-2564 59-2592 Ml 57-6486 57-6513 rars 58-177 58-204 racist 58-232 ram 59-256 5 MM 59-2593 K'ilH 57-6487 KWH 57-6514 rars 58-178 MB 58-205 ram 58-233 ram 59-2566 MM 59-2594 EBB1 57-6 488 rawa 57-6515 M 58-179 IM 58-206 ram 58-234 59-2567 MM 59-2595 Ml 57-6489 HWJI 57-6516 rarii 58-180 raixi 58-207 rawa 58-235 ram 59-2568 MM 59-2596 ram 57-6490 57-6517 raru 58-181 rav.i 58-208 ranri 58-236 ram 59-2569 ram 59-2597 ram 57-6491 ram 57-6518 rand 58-182 rasa 58-209 raiiB 58-237 ram 59-2570 rar.ii 59-2598 rara 57-6492 57-6519 ram 58-183 ram 58-210 raws 58-238 ram 59-2571 59-2599 ram 57-6493 twm 57-6520 raw 58-184 ram 58-211 ram 58-239 rani 59-2572 MSI 59-2600 ram 57-6494 IWW.1 58-158 58-185 58-212 ravin 58-240 raws 59-2573 MM 59-2601 ram 58-213 ram 58-241 meq 59-2574 MM 59-260 2 thru or and on" EXAMPLE: Information applicable to airplanes AF 57-6468 thru AF 57-6475 will be coded ral mi information applying to airplanes AF 57-6476 and on will be coded mi^ PERSONNEL CODING Where necessary to distinguish between crew members, the following code letters will be used: (P) Pilot (CP) Copilot (N) Navigator (G) Gunner (RN) Radar Navigator (EW) EW Officer (IP) (IN) (DI) (GC) Instructor Pilot Instructor Navigator Defense Instructor Ground Crew iv Changed 15 February 1960 From RareAviation.com i 7.0. 18-526-1 Retrofit CodingThe following code symbols along with the words Less and Plus are used to distinguish information related to airplanes that have the described retrofit change incorporated from that which is applicable to airplanes not yet retrofited. This list contains only TCTO's currently active. Those not yet released or known to be completed are not included. EXAMPLErEDT.O. IB-52-1040, Installation of AN/ARN-21 Airborne Radio Navigational Receiver (TACAN). In- formation applicable to airplanes AF57-6468 thru AF58-187 until they are modified in accordance with T.O. IB-52 -1040 will be coded C3EE1> Less E3. Information applicable to airplanes AF58-188 and on and air- planes modified in accordance with T.O. IB-52-1040 will be coded plusLL. Symbol T.O. No. Title EQ 2J-J57-586 Installation of Compressor Bleed Valve Air Metering Baffle IB 1B-52G-502 Installation of Landing Gear Control with External Latch and Overcenter Spring eb 1B-52G-519 Relocation of Emergency Axe D3 IB-52-1040 Installation of AN/ARN-21 Airborne Radio Navigational Receiver (TACAN) DI IB-52-1173 Installation of Automatically Operated Switch for Bailout Warning Lights ED 1B-52G-507 Installation of BNS Hand Control Sensing Switch ESI 1B-52G-512 Revision of Special Weapon and ASM Indicator Modernization ED IB-52-1124 Revision of Provisions for Weapons Support, Suspension and Release EG 1B-52G-511 Installation of GAM-72 Clip-In Parts E3 1B-52G-571 Provisions for Removal of Special Weapons Safety Clips EG 2J-J57-639 Installation of CLOSED-OPEN-CLOSED Bleed Valve System [3H 1B-52-1226 Installation of Provisions to Improve Excitation for 0-32 Camera System IB-52-1261 Reinforcement of Horizontal Stabilizer Center Section 133 IB-52-1262 Reinforcement of Stabilizer Support Bulkhead Changed 15 May 1961 v T.O. 1B-52G-1 Retrofit Coding (cont) a Symbol T.O. No. Title 1B-52G-559 Incorporation of Circuit Protection for GAM-77 Emergency Release System 1331 IB-52-1231 Installation of Switch for Remote Indicating Magnetic Compass System 1331 IB-52-1260 Installation of Readiness Switch for Nuclear Safety 03 IB-52-1263 Modification of Nuclear Weapons (BRML) Safety E*1 IB-52-1259 Incorporation of Single-Control Downward Ejection Seats E3 IB-52-1160 Installation of Armament Provisions (GAM-77) IM IB-52-1161 Installation of Clip-In Penetration Provisions (GAM-72) IM 1B-52G-520 Incorporation of Tip Protection Gear Trail Indicator 133 1B-52G-577 Installation of BNS Improved HSBR 1MI 1B-52G-585 Installation of Last Resort Bombsight IS UB12-20-3-504 Replacement of panel on 6147300, Data Setting Control Unit, AN/ASB-4 and AN/ASB-9, BNS IS 5A1-2-19-505 Addition of Detents to Flight Controller H3 21-157-670 Decrease in 157 Fuel Control Maximum Fuel Flow IS IB-52-1164 Structural Modification for Low Level Flight IS IB-52-1301 Installation of Improved Doppler Radar Components IB-52-1304 Installation of Advanced Capability Radar ITO IB-52-1199 Installation of SWESS W IB-52-1346 Revision of VGH Gust Recorder Control IBB IB-52-1291 Provisions for Positive Man-Seat Separation During Downward Ejection IQ 1B-52G-613 Revision of Main Manifold Scavenge System S3 1B-52G-626 Installation of Emergency ECM IS 1B-52G-615 Incorporation of Provisions for VGH Recorder KB IB-52-1347 Extended Outboard Spoiler for Aerial Refueling QQ 1B-52G-631 Elimination of Fuel Spillage at No. 1 and 4 Main Tank Vents Changed 15 May 1961 From RareAviation.com T.O. 1B-52G-1 The Stratofortress vii and viii Changed 15 August 1960 7.0. 1B-52G-1 Section I Description ( section I a table of contents page THE AIRPLANE 1-3________________________________________________________ MOVEMENT OF FLIGHT PERSONNEL 1-3_______________________________________ ENGINES 1-9______________________________________________________________ ( OIL SUPPLY SYSTEMS _____________________________________________ 1-27 FUEL SUPPLY SYSTEM_ 1-27 , ELECTRICAL POWER SUPPLY SYSTEMS 1-35______________________________________ HYDRAULIC POWER SUPPLY SYSTEMS 1-65______________________________________ AIR BLEED SYSTEM_ 1-71 ' FLIGHT CONTROL SYSTEMS 1-73______________________________________________ SPOILER AND AIRBRAKE SYSTEM__________________________________________1-79 WING FLAP SYSTEM 1-81____________________________________________________ LANDING GEAR SYSTEM 1-83_________________________________________________ STEERING AND CROSSWIND CRAB SYSTEMS 1-90_________________________________ WHEEL BRAKE SYSTEM__________________________________________________1-95 DRAG CHUTE SYSTEM 1-98__________________________________________________ * . ' INSTRUMENTS___________________________________________L________________________________________________________ 1-99 EMERGENCY EQUIPMENT 1-103________________________________________________ DOORS _______________________ ___________________________________1-113 PILOTS UPWARD EJECTION SEATS_ 1-116 INTEGRATED HARNESS SYSTEM_1-118 f ' AUXILIARY EQUIPMENT_ 1-125 Changed 15 May 1961 1-1 From RareAviation.com Section I 7.0. Ik-520-1 ITEM B-52A B-52B B-52C B-52D B-52E B-52F B-52G B-52F1 J-57-^-lW OR -9W ENGINES UMMAH J-57-IW, -9W, -T9W, -29WA OR -29W ENGINES MX* J-57-P-19W OR -29WA ENGINES IX**" M J-57-P-43W, -43WA OR -43WB ENGINES |x** J-57-P-43WB ENGINES MX" TF33-P-3 ENGINES M** PNEUMATIC-DRIVEN ALTERNATOR PACKS |xx^ MX-" M ENGINE-DRIVEN A-C GENERATORS 1 MX* |X* PNEUMATIC-DRIVEN HYDRAULIC PACKS |X** MX"* lx** MX- MX* ENGINE-DRIVEN HYDRAULIC PUMPS MX-" - MX* j LATERAL CONTROL BY SPOILERS AND AILERONS MX*" |x |x p** |X LATERAL CONTROL BY SPOILERS ONLY MM" |x* JETTISONABLE EXTERNAL TANKS-1000 GALLONS Ix*"^ lx JETTISONABLE EXTERNAL TANKS-3000 GALLONS lx**** |X** |x* MX* FIXED EXTERNAL TANKS-700 GALLONS MX* MX* AUXILIARY TANK FUEL TRANSFER TO MAIN TANK Ik***"' |z* |X |x AUXILIARY TANK FUEL FEED DIRECTLY TO ENGINES M* MX* PROVISIONS FOR EXTERNAL STORES MX* MX* MX* MX* TALL VERTICAL TAIL | IX*- MX* 1 |X* SHORT VERTICAL TAIL MX* MX* OCCUPIED TAIL COMPARTMENT MX* ? M |x* MX* REMOTELY-OPERATED TAIL TURRET M* MX* GAM-77 CAPABILITY X- |z** M- ' MX* GAM-72 CAPABILITY . MX* MX* MX* MX* Main Differences Table Figure 1-1. 1-2 Changed 15 May 1961 T.O. 1B-52G-1 Section I THE AIRPLANE The Boeing B-52G "Stratofortress" airplane is of the land based heavy bombardment class designed for long range flight at high speed and altitude. The tactical mission is the destruction of surface objectives by I bombs and missiles. The airplane may carry two GAM-77 (Hound Dog) air-to-surface missiles to within tactical range of the objective and launch them. In ad- I dition, the airplane may carry four GAM-72 missiles simultaneously with other loads to within tactical range of the objective. The airplane accommodates a basic crew of six men or an instructor crew of nine men. The basic crew comprises a pilot, copilot, radar navi- gator, navigator, EW officer, and gunner. The instruc- tor crew (in addition to the crew members named above) includes an instructor pilot, instructor navigator, and defense instructor. SPECIAL FEATURES The airplane is characterized by swept wings and em- pennage, four underslung nacelles housing eight turbo- jet engines, a quadricycle main landing gear, and a tip gear near each outboard engine nacelle. Engine bleed air provides the air supply for air conditioning and anti- icing. Primary electrical power is 205-volt ac and is provided by four engine-driven generators. Hydraulic pressure is supplied by six engine-driven hydraulic pumps. Primary pitch and directional control of the airplane is maintained by operation of tab-operated floating control surfaces, and lateral control is main- tained by operation of hydraulically actuated spoilers. By varying the method of control these same spoilers serve as airbrakes. The entire horizontal stabilizer is moved by a hydraulic mechanism to provide pitch trim. A steering and crosswind crab system provides steering of the forward main landing gear and also properly positions both forward and rear main landing gear for crosswind landings. A white undercoating on the airplane exterior provides increased heat reflec- tivity and weapons capability. The airplane may mount and control two GAM-77 missiles. The missiles are mounted on pylons attached to the left and right wings between the fuselage and the inboard engine nacelles. The copilot has the controls and indicators for missile engine operation and the missile fire warning system switches and indicators. The navigator has the con- trols and indicators for missile arming, launch, and guidance. The pilots and the radar navigator have jet- tison switches. The radar navigator can release the missile by means of the BNS. For additional informa- tion regarding operation with GAM-77 missiles installed, refer to T. O. 1B-52E-1-3. In addition, the airplane may mount and launch four GAM-72 missiles. The radar navigator's additional duties consist of opera- ting the missile launch, and control panels. For emer- gency operation, a GAM-72 jettison switch on the pi- lots' overhead panel is available for the pilot or co- pilot to jettison the missile launch gears. For addi- tional information regarding operation with GAM-72 missiles installed, refer to T. O. 1B-52G-1-2. DIMENSIONS Wing Span 185 feet Fuselage Length Height 157 feet 7 inches To top of fin 40 feet 8 inches Fin folded Tread Centerline outboard 21 feet 6 inches main tires Centerline tip gear 11 feet 4 inches to tip gear 148 feet 5 inches For airplane turning radius and minimum ground clear- ance, see figure 2-5. GROSS WEIGHT The airplane is in the 400, 000-pound gross weight class. For specific weight and loading information, see "Weight Limitations," Section V. INTERIOR ARRANGEMENT All crew members perform their normal crew duties in the crew compartment. This compartment is divided into upper and lower decks. The pilots' stations are located at the forward end of the upper deck while the EW officer and gunner are stationed in aft-facing seats at the aft end of the upper deck. The radar navi- gator's and the navigator's stations, left and right re- spectively, are on the lower deck forward of the main entry door. In addition to the basic six-man crew, the following crew members are provided for: an instruc- tor pilot seated between and immediately aft of the pi- lots, a defense instructor seated on the right side of the upper deck ahead of the EW officer facing aft, and an instructor navigator seated at the aft end of the lower deck for takeoff and landing or on a removable seat be- tween and immediately aft of the navigators for instruct- ing. The crew compartment extends from a pressure bulkhead forward of the pilots' stations to a pressure bulkhead aft of the EW officer's and gunner's sta- tions. MOVEMENT OF FLIGHT PERSONNEL Movement of the crew between the upper and lower deck is facilitated by a ladder forward of the main entry door. Movement through the equipment deck, forward wheel well, bomb bay, aft wheel well, and aft equipment com- partment is possible during flight via a crawlway (figure 1-2) on the right side of the fuselage which extends from the pressure door (68, figure 1-2) in the crew compart- ment aft pressure bulkhead to the aft equipment com- partment. Windows are provided in bulkhead doors along the crawlway to allow inspection of the equip- ment deck, forward wheel well, bomb bay, and aft equipment compartment during flight. Access to the unpressurized portion of the fuselage is not generally required for normal flight operations and will be avoided, particularly at high altitudes since the crew compart- ment must be depressurized. An inflight emergency may require such movement. Changed 15 May 1961 1-3 From RareAviation.com Section I 7.0. Ik-526-1 Figure 1-2. (Sheet 1 of 4). 1-4 Changed 15 November 196 T.O. 18-526-1 Section I 1. CREW COMPARTMENT 2. AFT EQUIPMENT COMPARTMENT 3. DRAG CHUTE COMPARTMENT 4. FIRE CONTROL EQUIPMENT COMPARTMENT 5. AFT ECM ANTENNA COMPARTMENT 6. AFT WHEEL WELL 7. BOMB BAY 8. DOPPLER ANTENNA COMPARTMENT 9. FORWARD WHEEL WELL 10. EQUIPMENT DECK 10A. FORWARD ECM RADOME COMPARTMENT 11. NOSE RADOME COMPARTMENT 12. COPILOTS EJECTION HATCH 13. PILOTS EJECTION HATCH 14. EW OFFICERS EJECTION HATCH 15. GUNNERS EJECTION HATCH 16. CHAFF DISPENSERS 17. AFT EQUIPMENT COMPARTMENT HATCH 18. STRIKE CAMERA 19. AFT TRANSFORMER RECTIFIER UNITS (3) 19A. SWESS BATTERY 20. FORWARD TRANSFORMER RECTIFIER UNITS (2) 20A. BATTERY (GAM 77) 208. TRANSFORMER RECTIFIER UNIT (1) 21. EXTERNAL POWER RECEPTACLES 22. AFT BATTERY 23. FORWARD TRANSFORMER RECTIFIER UNITS (2) 24. FORWARD BATTERY 25. MAIN ENTRY DOOR 26. RADAR NAVIGATORS EJECTION HATCH 27. NAVIGATOR'S EJECTION HATCH 28. AUTO NAVIGATOR TRANSFORMER RECTIFIER UNIT (1) PRESSURIZED COMPARTMENT CREW MOVEMENT General Arrangement Diagram (Typical) Figure 1-2. (Sheet 2 of 4). Changed 15 November 1960 1-5 From RareAviation.com T.O. Ik-526-128. THERMAL CURTAIN 29. AISLE STAND 30. COPILOT'S SIDE PANEL 31. EYEBROW INSTRUMENT PANEL 32. DELETED 33. HOT CUP AND OVEN 34. FOOD AND DATA BOX 35. COPILOT'S SEAT 36. STATION URINAL 37. DRINKING WATER CONTAINER 38. SIGNAL LIGHT 39. NIGHT FLYING CURTAIN 40. TOILET 41. DEFENSE INSTRUCTORS SEAT 41A. FOOD STOWAGE BOX 42. OXYGEN BOTTLE 43. PERISCOPIC SEXTANT MOUNT 44. EW OFFICER S SIDE PANEL 45. DEFENSE STATION INSTRUMENT PANEL 46. GUNNERS PULLOUT TABLE 47. BRIEF CASE STOWAGE 48. GUNNER'S SEAT 49. EW OFFICERS SEAT 50. STANCHION 51. PILOTS SEAT 52. MATTRESS STOWAGE 53. PILOTS SIDE PANEL 54. INSTRUCTOR PILOTS SEAT 55. PERISCOPIC SEXTANT CARRYING CASE 56. PILOTS OVERHEAD PANEL 57. PILOTS INSTRUMENT PANEL a Figure 1-2. (Sheet 3 of 4). 1.0. 1B-52G-1 Section I < M < < < 58. MISCELLANEOUS EQUIPMENT SHELF 59. NAVIGATORS' INSTRUMENT PANEL 60. STATION URINAL 61. OXYGEN BOTTLE 62. NAVIGATORS SIDE PANEL 63. HOT CUP AND OVEN 64. FOOD STOWAGE BOX 65. DRINKING WATER CONTAINER 66. LADDER 67. REMOTE MODULES RACK 68. PRESSURE BULKHEAD DOOR 69. ELECTRONIC EQUIPMENT RACK 70. CENTRAL URINAL 71. INSTRUCTOR NAVIGATORS TAKEOFF- LANDING SEAT 72. POWER SUPPLY RACK 73. RADAR NAVIGATOR'S SEAT 74. RADAR NAVIGATOR'S SIDE PANEL 75. INSTRUCTOR NAVIGATORS DUTY SEAT 76. NAVIGATORS SEAT General Arrangement Diagram (Typical) (cont) 103 Figure 1-2. (Sheet 4 of 4). From RareAviation.com Section I T.O. 1B-52G-1 TYPE J-57-P-43W 1. NOSE DOME 2. SURGE BLEED VALVE GOVERNOR 3. NOSE COWL SEAT 4. IGNITION UNITS 5. LOW PRESSURE COMPRESSOR 6. OIL TANK, ENGINE 6A. FUEL HEATER 7. HIGH PRESSURE COMPRESSOR 8. BLEED AIR DUCT 9. FIRE DETECTOR 10. BURNER CANS IT. EXHAUST CONE 11 A. SONIC VIBRATION SUPPRESSORS 12. TAIL PIPE 13. 2ND & 3RD STAGE TURBINES 14. 1ST STAGE TURBINE 15. ACCESSORY DRIVE 16. OIL TANK, CONSTANT SPEED DRIVE 17. SURGE BLEED VALVE 18. FUEL CONTROL UNIT 19. ACCESSORY DRIVE CASE 20. STARTER 21. ENGINE DRIVEN HYDRAULIC PUMP 22. ENGINE DRIVEN WATER PUMP 23. CONSTANT SPEED DRIVE UNIT 24. A C GENERATOR 25. OIL COOLER, ENGINE 26. OIL COOLER, GENERATOR-C.S. DRIVE ENGINE DRIVEN ACCESSORIES ENGINE NO. 1 2 3 4 5 6 7 8 HYDRAULIC PUMP WATER PUMP A C GENERATOR & CONSTANT SPEED DRIVE ENGINES THRUST IN POUNDS AT SEA LEVEL NACA STANDARD DAY MATERIAL TAKEOFF RATED THRUST WITH WATER INJECTION MILITARY RATED THRUST (NO WATER) NORMAL RATED THRUST J-57-P-43WB 13,750 11,200 9,500 TITANIUM J-57-P-43WB engines are flat rated to develop ''wet" takeoff thrust at sea level conditions other than an NACA standard day. The Engine Figure 1-3. 1-8 Changed 15 February 1960 7.0. 1B-52G-1 Section I ENGINES Eight Pratt & Whitney Model J-57-P-43WB Turbo Wasp engines (figure 1-3) are used to power the airplane. The engines are trimmed per "flat rated" engine trim procedures allowing them to maintain constant wet rated thrust over a wide range of temperature (OAT) condi- tions by manipulation of the throttles according to the required EPR indication. The engines are mounted in pairs, in four nacelles suspended below the wings, and are numbered in the conventional manner from left to right 1 through 8. The nacelles are also numbered in this manner with engines 1 and 2 in No. 1 nacelle, en- gines 3 and 4 in No. 2 nacelle, engines 5 and 6 in No. 3 nacelle, and engines 7 and 8 in No. 4 nacelle. The en- gines are identical with exception of the installation of engine-mounted accessories. A pneumatic starter is installed on the lower side of each engine between the engine-driven accessories. An engine-driven hydraulic pump is installed on the lower right side of engines 1, 3, 4, 5, 6, and 7. A 40KVA a-c generator is installed on the lower left side of engines 1, 3, 5, and 7. Gen- erator rpm is maintained by use of a constant speed Sundstrand drive which is installed on engines 1, 3, 5, and 7. A dual capacity engine-driven water pump is installed on the lower left side of engines 2, 4, 6, and 8. In addition to accessories and conventional jet en- gine controls, each engine is equipped with a water in- jection system which provides increased thrust during takeoff. The engine tailpipes are fitted with three in- ternal lobes which serve as sonic vibration suppressors to reduce the damaging effect on the wing trailing edge structure caused by wet operation of the airplane en- gines. For engine thrust rating information, see figure 1-3. NOTE The letter "P" in the engine designation has been used throughout this flight manual to in- dicate the engine manufacturer as Pratt & Whitney; however, the letter "F" will be found on many engines, indicating the Ford Motor Co. as the manufacturer. ENGINE AIR BLEED Pneumatic power is provided for engine starting, con- trol cabin air conditioning, pressurization of hydraulic systems reservoirs, and anti-icing of nacelles and air- scoops. For further information on the above uses of engine bleed air, see "Air Bleed System, " this section. Other uses of engine bleed air are for anti-icing of the engine nose cone and for cooling of both engine and gen- erator oil which is controlled by actuation of the landing gear oleo squat switch relays after landing the airplane. ENGINE FUEL HEATERS A fuel heater is installed upstream of each low pres- sure engine fuel filter for maintaining fuel temperature between 33 and 47 F before being supplied to the fuel control unit by the engine-driven fuel pump. Within each nacelle, the fuel heaters are located on the upper outboard side of each engine. High pressure hot air is supplied direct from the compressor section as a heat source for each engine fuel heater. All of the engine fuel flows through the heater without the restriction of valves or moving parts. The heaters are equipped with a temperature regulating valve beyond which an air out- let port exhausts the hot air overboard. Control of fuel temperature is automatic in that the heater has a ther- mostat which senses fuel flowout temperature and opens or closes an air valve to regulate hot airflow. The thermostat is not affected by changes or fluctuations in air inlet pressure. ENGINE FUEL CONTROL SYSTEM An engine fuel control system (figure 1-4) on each en- gine automatically provides optimum engine perform- ance for any throttle setting. This system makes it unnecessary to make throttle adjustments to compen- sate for variations in inlet temperature, altitude, or airspeed. Fuel from the tanks is routed through the fuel supply system to fuel control units which meter fuel to each engine. The throttle provides basic en- gine power control and operates through the fuel con- trol unit to position a throttle valve, Engine fuel from the fuel supply system is also controlled by an electri- cally operated firewall fuel shutoff valve. Power to open this valve is supplied by the fire shutoff switch when the throttles are moved from CLOSED. This al- lows fuel under boost pump pressure to reach a two- stage engine-driven fuel pump. A bypass valve is pro- vided to allow fuel to bypass the first pump stage in the event of failure. Output from the pump is delivered to the fuel control unit. Feel Control Unit The fuel control unit is of the hydro-mechanical type and provides a means of obtaining optimum engine per- formance at any power setting. This unit contains pres- sure, speed, and temperature sensing servos and a speed setting governor which act in conjunction with the throt- tle to position the throttle valve. Fuel pressure at the throttle valve is maintained by a pressure regulator which bypasses fuel to the interstage area of the fuel pump. The amount of fuel metered to the engine by the throttle valve is determined by a combination of com- pressor discharge pressure, engine inlet temperature, engine rpm, water pressure, and throttle position. A minimum pressure and shutoff valve downstream from the throttle valve Is opened by metered fuel pressure from the throttle valve. When the throttle is closed, a Changed 15 May 1960 1-9 From RareAviation.com Section I 7.0. 1B-52G-1 pilot valve is opened which allows high pressure fuel to close the minimum pressure and shutoff valve. A flowmeter transmitter, flowmeter, and total fuel flow indicator are also provided. Metered fuel under pres- sure flows to the primary discharge nozzles and, when fuel pressure is sufficient, a pressurizing valve is opened which allows fuel to flow to the main discharge nozzles. A fuel pressurizing and dump valve which is held closed by fuel pressure is opened by return spring pressure when the throttle is moved to CLOSED position shutting off fuel pressure to the valve. The opening of this valve as fuel pressure drops allows fuel to drain from the fuel manifolds. Engine Fuel Control System Controls THROTTLES. Eight throttles (11, figure 1-12) on the aisle stand control the firewall fuel shutoff valves and throttle valves. In addition to these functions, the throttles control water injection. The throttle quadrant is marked CLOSEDIDLEOPEN. In CLOSED posi- tion, essential d-c power is supplied to close the fire- wall fuel shutoff valves. Advancing the throttles out of CLOSED position provides power to open the firewall fuel shutoff valves provided the fire shutoff switches have not been pulled (figure 1-3A). At the same time, provided the engine starter switch is in START, essen- THROTTLES POSITION CLOSED PERCENT RPM 0% FIREWALL FUEL SHUTOFF VALVE POSITION CLOSED IGNITION Not Available FUEL PRESSURIZING AND DUMP VALVE Open W ATFP WARNING HORN ^A^N Inactive Advanced Open unless engine - fire shutoff switch is pulled. Available when throttle is advanced from CLOSED with engine starter switch in START. 18 approx _ _ (Starting) IDLE 70 approx-, advancing (65 approx - retarding) 74 approx Cruise OPEN Closed. Metered fuel under pressure is supplied to primary manifold. 86% to 88% 88% approx 85% to 97% 102% max. Energized if throttle is retarded when landing gear is not down and locked. , Energized if airplane is on the ground and the flaps are not fully ex- tended. . Initiated (de- activated by re- tarding throttle) provided the water injection system switch is in the ON i position. Throttle Positions Chart 101 Figure 1-3 A. 1-10 Changed 15 February 1960 7.0. Ik-526-1 Section I tial d-c power is supplied to the engine ignition circuit. With the throttles advanced approximately 18 from CLOSED, the pilot valves are positioned to provide fuel pressure for closing the manifold drain valves; metered fuel under pressure is then supplied to the primary mani- fold. Advancing the inboard nacelle engine throttles 3 and 5 or 4 and 6 to approximately 88% rpm (approxi- mately 74 throttle) completes the flaps up warning cir- cuit which sounds the warning horn if the airplane is on the ground and flaps are not fully extended. When the throttles are advanced to OPEN with the water injection system switch ON, TR power will be supplied to provide water injection. Retarding a throttle near the IDLE po- sition, when the landing gear is not down and locked, completes a circuit providing TR power to the landing gear warning horn. Each throttle has a different height and is separated from the others by being slightly bent outboard for selectivity and ease of operation of indi- vidual engines. This facilitates ground handling of the airplane and power settings at the pilot's discretion. A mechanical stop is provided on the throttles which pre- vents their being retarded to CLOSED unless the upper knobs are raised approximately 1/4 inch. An individual smaller throttle lever and knob is integrally connected to each large throttle to serve as a one-hand multiple grip for operation of the eight engines simultaneously. These are located aft of the large throttles and are spaced close together for convenience of use by the pilots. THROTTLE BRAKE LEVER. A throttle brake lever (12, figure 1-12) on the aisle stand to the right of the throttles is used to adjust the amount of force neces- sary to move the throttles. When in OFF (aft) posi- tion, the throttle brake is released. Moving the throt- tle brake lever in the INCREASE (forward) direction increases throttle friction. ENGINE FIRE SHUTOFF SWITCHES. Eight engine fire shutoff switches are provided for shutoff of fuel and are located on the pilots instrument panel. Each switch closes a corresponding engine firewall fuel shut- off valve when pulled out to the FIRE SHUTOFF posi- tion regardless of throttle position. When the switches are in NORMAL (pushed in) position, they do not affect fuel control by use of the throttles. For a complete description of these switches, see "Emergency Equip- ment, " this section. Engine Fuel Control System Indicators FUEL FLOWMETER. Fuel flow to the engine is shown by eight fuel flowmeters (30, figure 1-13 and 26, fig- ure 1-13A) on the pilots' instrument panel. These in- dicators read in pounds per hour and operate on TR power. A circuit breaker for the fuel flow indicators, marked "Flow Ind D-C Pwr, " is located on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. TOTAL FUEL FLOW INDICATOR. A total fuel flow indicator (37, figure 1-13 and 34, figure 1-13A) is lo- cated on the pilots' instrument panel. This instrument uses 115-volt a-c power to electrically add the flow rates indicated on the eight individual fuel flowmeters. On airplanes > ,the totalizer indication is ac- curate within 3% when all engines are operating. A circuit breaker for the fuel flow totalizer indicator, marked "Flow Ind A-C Pwr, " is located on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. WATER INJECTION SYSTEM A water injection system (figure 1-5) is provided which allows water to be sprayed into both the engine com- pressor air inlet and the diffuser section of each engine for increased thrust during takeoff. The primary ef- fect of the water injection is to cool the air, increas- ing the density and the mass airflow through the en- gine. The increased airflow, coupled with an auto- matic increase in fuel flow during water injection, pro- vides added thrust. Water injection is accomplished by four dual capacity engine-driven water pumps in- stalled within the nacelles on the lower left side of en- gines 2, 4, 6, and 8. Each pump provides the engines of that nacelle with a rated flow of 40, 000 pounds of water per hour at a pressure of 385 to 440 psi. The added thrust from water injection is eliminated on both engines of a nacelle if failure of a high pressure pump occurs. The water supply tank, which is located in the forward body section aft of the defense stations, pro- vides a usable capacity of approximately 1200 US gal- lons. The single manifold water injection supply sys- tem is pressurized at approximately 25 psi by four tank-mounted, submerged, 205-volt a-c, electric driven boost pumps. Each cf the tank-mounted electric pumps receives power from a separate electrical distribution circuit. In the event of a single tank booster pump fail- ure, the remaining tank pump capacity is ample to main- tain wet operation of all engines. A water shutoff valve is located upstream of each engine-driven water injec- tion pump to restrict the flow of water until the engine throttles are advanced to OPEN position. Advancing the throttles to OPEN position provides TR power to open the water shutoff valves. (See "Water Injection System Switch" for circuit breaker location.) Throttle movement also actuates a mechanical linkage to allow opening of the water injection speed reset servos of each engine fuel control unit. From the water shutoff valves water passes through the high and low water pressure regulators of the engine water control sys- tem to the discharge nozzle rings within the compressor inlet case and the diffuser section of each engine; ap- proximately one-third of the water supply enters the Changed 15 May 1961 1-11 From RareAviation.com Section I 7.0. 1B-52G-1 FROM FUEL SUPPLY SYSTEM (Fig 1-15) THROTTLES OPEN NORMAL (IN) FUEL Z. HEATER FIREWALL FUEL SHUTOFF VALVE PUMP BYPASS VALVE FIRE SHUTOFF (Out) HOT AIR SUPPLY FROM <] ENGINE COMPRESSOR V SECTION CLOSED A FIREWALL FUEL SHUTOFF SWITCH MlPRESSURE REGULATOR AND BYPASS VALVE THROTTLE VALVE FILTER TWO STAGE ENGINE DRIVEN FUEL PUMP DRAIN PRESSURIZING VALVE COARSE FILTER FINE FILTER FROM FUEL CONTROL CASE FUEL CONTROL UNIT SERVO AND CONTROL PRESSUREWATER INJECTION SERVO TEMPERATURE SERVO BURNER PRESSURE SERVO SPEED GOVERNOR SERVO PILOT VALVE (Operated by throttle movement between CLOSED and IDLE) MINIMUM PRESSURE AND SHUTOFF VALVE (Closed when throttle is closed) GOVENOR FUEL CONTROL CASE PRESSURE- RETURN TO ENGINE PUMP INLET DISCHARGE MANIFOLDS TOTAL FUEL FLOW INDICATORS FUEL SUPPLY METERED FUEL OVERBOARD FUEL FLOW METER BYPASS FUEL TEMPERATURE OR PRESSURE SENSING LINES FUEL PRESSURIZING AND DUMP VALVE (Closed when throttle is open) ELECTRICAL CIRCUIT ----- MECHANICAL ACTUATIONFLOWMETER TRANSMITTER ENGINE INLET MIRIBR1MREHIRBIBHIIHI Engine MAIN PRESSURIZING VALVE Fuel Control System Figure 1-4. 1-12 Changed 15 February 1960 T.O. 1B-52G-1 Section I 1 ..I, SUPPLY WATER TANK 1200 GALLONS I HIGH PRESSURE ELECTRICAL CIRCUIT MECHANICAL ACTUATION PUMPS THROTTLES OPEN CHECK VALVE WATER PRESSURE LIGHT DRAIN VALVE SWITCH FUEL CONTROL NOZZLE RING WATER BOOST TANK PUMP PRESSURE INDICATOR (TYPICAL) SIPHON- BREAK VALVE WATER PRESSURE REGULATOR (LOW- PRESSURE SWITCH (TYPICAL) WATER PRESSURE REGULATOR (HIGH) WATER PRESSURE REGULATOR (LOW- WATER SHUTOFF VALVE CIRCUIT ENERGIZED TO OTHER ENGINES WATER PRESSURE LIGHT CHECK VALVE WATER PRESSURE REGULATOR (HIGH) PRESSURE SWITCH WATER STRAINER CHECK VALVES OFF WATER INJECTION SYSTEM SWITCH CLOSE OPEN PRESSURE DRAIN VALVE TO OTHER ENGINES WATER DRAIN VALVE (Spring Loaded Open) WATER SHUTOFF VALVE U TR POWER CLOSE RIGHT ENGINE MICRO SWITCH FUEL CONTROL ENGINE ENGINE DRIVEN PUMP MICRO SWITCH PRESSURE SWITCH WATER STRAINER W> WATER INJECTION SHUTOFF VALVE CONTROL CIRCUIT BREAKERS. POWER FOR: POD 1 AND 2. FROM LEFT FWD D-C POWER BOX; POD 3 AND 4 FROM RIGHT FWD D-C POWER BOX. Water Injection SystemFigure 1-5. Changed 15 February 1961 1-13 From RareAviation.com Section I 7.0. 1B-52G-1 compressor inlet while two-thirds of the supply is dis- tributed by the diffuser case nozzle ring. Water under pressure is directed from the engine water control sys- tem to the fuel control unit to reposition the control maximum speed limit (this requires a minimum pres- sure of 150 psi); thus an increased setting above the usual maximum speed is permitted. The single mani- fold supply system is designed to exhaust the water sup- ply during takeoff, allowing 110 seconds of continuous maximum takeoff rated (wet) thrust. When water pres- sure is lowered, the water drain valves (spring-loaded open) at each engine-driven pump and the manifold siphon-break valve open automatically allowing the re- maining water to drain overboard. Pressure switches illuminate low pressure warning lights on the control panel when low pressure is sensed before entering the high and low water pressure regulators of each engine. Similarly, upon pressurizing the system, the pilot de- termines that the engines are producing desired wet en- gine thrust by an all-lights-out condition. For water servicing information, see figure 1-54. Water Injection System Controls WATER INJECTION SYSTEM SWITCH. An ONOFF water injection system switch (4, figure 1-6) is located on the water injection control panel. Placing the switch in ON position supplies 205-volt a-c power to energize the tank-mounted water injection boost pumps. Water injection boost pump and water shutoff valve circuit breakers which control TR power are marked "Water Injection Pump Control, " "Pod 1, " "Pod 2, " "Pod 3, " and "Pod 4. " Those designated as "Pod 1" and "Pod 2" are located on the "Engine" portion of the left load central circuit breaker panel; those designated as "Pod 3" and "Pod 4" are located on the "Engine" portion of the right load central circuit breaker panel. Both the water injection boost pumps and the water shutoff valves are controlled by relays within this circuit. The ON position cf the water injection system switch also per- mits the low pressure warning lights on the water in- jection control panel to be illuminated by TR power. (See "Water Pressure Lights" for circuit breaker lo- cation. ) Illumination of the low pressure amber warn- ing lights indicates that the engines are not receiving water. Water does not reach the engines until the throt- tles are advanced to OPEN position at which time the amber warning lights are extinguished. From OPEN throttle position (approximately 86% rpm), water in- jection is continuously initiated as rpm increases with increased throttle setting. Turning the system switch to OFF position while the drain switch is in OPEN po- sition allows the water shutoff valves to close while the engine throttles remain in OPEN position. THROTTLES. Opening water shutoff valves by ad- vancing throttles depends on the water injection sys- tem switch being placed in ON position. As throttles are advanced to a power setting of approximately 86% rpm which will initiate water injection, a power con- trol lever linkage cam actuates a microswitch within each engine fuel control unit to provide TR power for opening the water shutoff valves. The water shutoff valves will not open if the throttles are not advanced beyond approximately 86% rpm or if the low pressure amber warning lights are not illuminated due to the water injection system switch being left in OFF po- sition. (See "Water Injection System Indicators" for circuit breaker location.) Throttle movement also actuates a mechanical linkage which will allow pres- surization of the water injection speed reset servo of each engine fuel control unit. When either of the throttles which control the engines of a nacelle are advanced to OPEN position with the water injection system switch placed in ON position, electrical contact will be established for opening the water shutoff valve which controls the water supply to both engines. Op- eration of the water shutoff valve motor is assured by having control of the circuit with either throttle; how- ever, water will not be supplied to either engine if the right engine is not operated at an rpm which will al- low the engine-driven water pump to pressurize both engine water manifolds within that nacelle. Beyond the OPEN throttle position, continuous operation with added thrust is obtained as the throttles are advanced to the maximum throttle stop position. Regardless of throttle position, the water shutoff valves will close when the water injection system switch is placed in OFF posi- tion. With the water injection system switch in ON po- sition, dosing the water shutoff valves may be accom- plished by retarding the throttles approximately 5 be- low the value at which the throttles are set for opening the valves. WATER INJECTION DRAIN VALVE SWITCH. An OPEN CLOSE drain valve switch (2, figure 1-6) is located on the water injection control panel. When in the OPEN position, TR power is supplied to open the motor-op- erated manifold drain valve. The drain valve circuit breaker marked "Tank Drain Valve" is located on the "Engine" portion of the left load central circuit breaker panel. In CLOSE position, the drain valve remains closed. Either during flight or while on the ground, the water drainage rate is increased substantially by turning the system switch ON to provide pressure from the electric boost pumps. Ordinarily a decrease in the period of maximum wet rated thrust is not desirable, but the time duration of 110 seconds of water injection may be decreased by placing the water injection drain valve switch in OPEN position while water injection is being initiated. Approximately 15 minutes is required for pressure draining a full tank of water with the water injection system switch in ON position. Additional time required to gravity drain residual water from the tank and lines is approximately 5 minutes. Water Injection System Indicators WATER PRESSURE LOW LIGHTS. Eight amber water pressure low indicating lights (1, figure 1-6) located on the water injection control panel are controlled by 1-14 Changed 15 February 1961 7.0. 1B-52G-1 Section I pressure switches located immediately downstream of the engine-mounted water injection pumps. Illumina- tion of the amber warning lights is due to low pressure and indicates that the engines are not receiving water. The pressure low warning lights are illuminated by TR power furnished through the individual controlling pres- sure switches when the water injection system switch is in ON position and the throttles are retarded below the OPEN throttle setting. The controlling pressure switch contacts are normally closed and will open due to water pressure as the throttles are advanced to the OPEN throttle setting. When the water injection sys- tem switch is in OFF position, the pressure low warn- ing lights are not energized. (See "Tank Pump Pres- sure Indicators" for circuit breaker location.) TANK PUMP PRESSURE INDICATORS. Four individual two-position window-type tank pump pressure indicators with ON and OFF window tabs (3, figure 1-6) are located on the water injection control panel. The indicators, which normally remain in the OFF position, are sepa- rately controlled by four pressure switches located im- mediately downstream from the tank-mounted electric boost pumps. The indicator tabs are energized to the ON position by TR power when the boost pumps are in operation and the water injection system switch is in ON position. The control circuit breaker for the water pressure indicators is marked "Water Inj Press Ind" and is located on the "Engine" portion of the left load central circuit breaker panel. The tabs will remain in the ON position, indicating the electric boost pumps are in operation, during the time required to exhaust the water supply. As the water supply is exhausted, the tabs will move to OFF position due to pressure switch control. The four submerged boost pumps may be checked individually by observing that all four in- dicator tabs move from OFF to ON when the water in- jection system switch is placed in ON position. NOTE The water injection system indicators do not show the total quantity of water available for injection. ENGINE IGNITION AND STARTING SYSTEM A turbine-driven starter is provided on each engine. Air obtained from a ground source or from an opera- ting engine can be routed through the air bleed system to drive each engine starter. See "Air Bleed System, " this section, for further information about the use of this system. A pneumatically operated starter air valve, controlled by a solenoid valve, regulates bleed air supplied to the starter turbine. Engine ignition is accomplished by spark ignitors located in the combus- tion chambers of each engine. Power for engine igni- tion is essential d-c power supplied through eight cir- cuit breakers marked "Ignition" on the "Engine" por- tion of the right load central circuit breaker panel. For ignition, engines 1, 3, 5, and 7 use power from the left essential d-c bus and engines 2, 4, 6, and 8 use power from the right essential d-c bus. Water Injection Panel Figure 1-6. 1-15 From RareAviation.com Section I 7.0. 1B-52G-1 Engine Ignition and Starting System Controls STARTER SELECTOR SWITCH. A starter selector switch (3, figure 1-7) having FLIGHT STARTGROUND START positions is located on the copilot's side panel. The position of this switch determines whether ignition only or both starter and ignition are provided when the starter switch is operated. When placed in FLIGHT START position with a starter switch in START, only power for engine ignition will be provided and the start- ers will not be operable. With the switch in GROUND START and the starter switch in START position, elec- trical power is supplied to open the starter air valve and to arm the ignition circuits. STARTER SWITCH. Eight STARTOFF starter switches (1, figure 1-7) are provided on the copilot's side panel. These switches electrically control bleed air for starter turbine operation and electrical power for engine ignition. Placing the starter switch in START with the starter selector switch in GROUND START po- sition supplies TR power to open the starter air valve and essential d-c power to arm the ignition circuits. The starter selector switch circuit breaker marked "Starter Sei Sw" is located on the "Engine" portion of the right load central circuit breaker panel. With the above conditions, advancing the engine throttles out of CLOSED position provides power to the engine spark ignitors and continuous ignition will occur until the starter switch is placed in OFF or the throttles are retarded to CLOSED position. Placing this switch in START position with the starter selector switch in FLIGHT START provides power for engine ignition only when the throttles are advanced. Engine Ignition and Starting System Indicators STARTER-SWITCH-NOT-OFF WARNING LIGHT. An amber starter-switch-not-off warning light (2, figure 1-7) on the copilot's side panel is marked "Starter Not Off. " The light is illuminated by TR power when a starter switch is left in START position. A circuit breaker marked "Press To Test Pwr, " which is lo- cated on the "Lighting" portion of the left load central circuit breaker panel, serves the "Starter Not Off" light. The engine start switches connect with a dim- ming (light) control unit which has a circuit breaker marked "Dim Contr Pilot Copilot" which is located be- side the "Press To Test Pwr" circuit breaker on the left load central circuit breaker panel. a Engine Ignition and Starter Controls 108 Figure 1-7. 1-16 7.0. 1B-52G-1 Section I 1. SLIDING WINDOW HANDLE 1A. LAST RESORT BOMBSIGHT 2. OVERHEAD PANEL 3. EYEBROW INSTRUMENT PANEL 4. COPILOTS SIDE PANEL 5. CONTROL COLUMN DISCONNECT LEVER 6. AISLE STAND 7. PILOTS INSTRUMENT PANEL 8. PILOTS SIDE PANEL 9. READINESS SWITCH ASSEMBLY iBiauuiuiKiuvMuiiHiii Pilots Station (Typical) TO* Figure IS. Changed 15 August 1960 1-17 From RareAviation.com Section I 7.0. Ik-526-1 1. INTERPHONE POWER SWITCH 2. PILOTS LIGHTING PANEL 2A. SERVOS CUTOUT SWITCH PANEL 2B. SWESS CONTROL PANEL 3. WATER INJECTION PANEL 4. HYDRAULIC CONTROL PANEL 5. FLARE EJECTOR PANEL SA. AIR OUTLET KNOB 6. PILOTS INTERPHONE PANEL 7. DELETED 8. IFF RADAR CONTROL PANEL 9. IFF CODER GROUP CONTROL PANEL 10. PILOTS OXYGEN REGULATOR 11. PILOTS CIRCUIT BREAKER PANEL a Figure 1-9. (Sheet 1 of 2) 1-18 Changed 15 August 1960 7.0. 1B-52G-1 Section I 13-1-34 'Pilots Side Panel (Typical) Figure 1 -9. (Sheet 2 of 2) Changed 15 August 1960 1-19 From RareAviation.com Section I 7.0. 1B-52G-1 1. A-C CONTROL PANEL 2. MANIFOLD TEMPERATURE GAGE 2A. FIRE WARNING SYSTEM PANELS 3. ENGINE IGNITION AND STARTER CONTROLS PANEL 4. MANIFOLD VALVE SWITCH 5. COPILOT'S CIRCUIT BREAKER PANEL 6. COPILOT'S OXYGEN REGULATOR 6A. EMERGENCY D-C POWER SWITCH 7. LIAISON RADIO CONTROL PANEL 7A. ASM ENGINE CONTROL PANEL (REFER TO T.O. 1B-52E-1-3) 8. COPILOTS LIGHTING PANEL 8A. ASM EMERGENCY CONTROL PANEL (REFER TO T.O. 1B-52E-1-3) 9. COPILOTS INTERPHONE PANEL 9A. CABIN TEMPERATURE SELECTOR SWITCH 10. D-C CONTROL PANEL 11. AIR OUTLET KNOB Figure 1-10. (Sheet 1 of 2) 1-20 Changed 15 May 1961 7.0. 1B-52G-1 Section I i a Copilots Side Panel (Typical) Figure 1-10. (Sheet 2 of 2) Changed 15 May 1961 1-21 From RareAviation.com Section I 7.0. Ik-526-1 1. OVERHEAD LIGHTING PANEL 1A. GAM-72 (LAUNCH GEAR) JETTISON SWITCH 2. STANDBY UHF COMMAND RADIO CONTROL PANEL 3. UHF COMMAND RADIO CONTROL PANEL 3A. TACAN RADIO CONTROL PANEL 4. OMNI RANGE RADIO CONTROL PANEL 5. AIR REFUELING PANEL 6. JETTISON CONTROL PANEL (Overhead Panel (Typical) Figure 1-11. 1-22 Changed 15 May 1961 T.O. 1B-52G-1 Section I PILOTS SIDE 1. 2. 3. 4. 5. 6. 7. 8. 9. 111. STEERING RATIO SELECTOR LEVER AIRBRAKE LEVER AUTOPILOT TURN AND PITCH CONTROLLER AUTOPILOT SWITCH PANEL CROSSWIND CRAB CONTROL KNOB LANDING LIGHTS PANEL DELETED LATERAL CONTROL TRIM CUTOUT SWITCH STABILIZER TRIM CUTOUT SWITCH STABILIZER TRIM WHEEL AND INDICATOR COPILOTS SIDE 11. 12. 13. 14. 15. 16. 17. 17A. 17B. 18. 19. 20. 21. THROTTLES THROTTLE BRAKE LEVER PARKING BRAKE LEVER AIR CONDITIONING PANEL DRAG CHUTE LEVER WARNING HORN SHUTOFF BUTTON (BEHIND) WING FLAP LEVER NAV SYSTEM SELECT SWITCH TERRAIN DISPLAY CONTROL PANEL EMERGENCY ALARM MONITOR LIGHT EMERGENCY ALARM SWITCH RUDDER TRIM KNOB AND INDICATOR CROSSWIND CRAB CONTROL CENTERING BUTTON Stand (Typical)Figure 1-12. Changed 15 May 1961 1-23 From RareAviation.com Section I 7.0. 18-526-1 1. HATCH WARNING LIGHT 2. BOMB-DOORS-NOT-LATCHED LIGHT 3. BOMB DOORS OPEN LIGHT 4. BOMB DOOR SWITCH 5. STORE JETTISONED LIGHT 6. BOMB RELEASED LIGHT 7. MACH INDICATOR SWITCH 8. MACHMETER 9. ALTIMETER 10. AIRSPEED INDICATOR 11. TURN-AND-SLIP INDICATOR 12. DIRECTIONAL INDICATOR (N-1 INDICATOR) 13. OIL PRESSURE GAGES 14. VERTICAL VELOCITY INDICATOR 15. ATTITUDE INDICATOR 16. AUTOPILOT-DISENGAGED LIGHT 17. DELETED 18. FLIGHT COMMAND INDICATOR 19. AIR REFUELING LIGHTS 20. ACCELEROMETER 21. RADIO COURSE INDICATOR 22. BEARING DISTANCE INDICATOR 23. ENGINE PRESSURE RATIO GAGES 24. DELETED 25. TACHOMETER 26. MAGNETIC STANDBY COMPASS 27. EXHAUST GAS TEMPERATURE GAGES 28. CABIN ALTIMETER 29. ENGINE FIRE SHUTOFF 30. FUEL FLOWMETERS 31. MASTER CAUTION LIGHT 32. DIRECTIONAL INDICATOR (GYRO) 33. GYRO POWER SWITCH 34. CLOCK 34A. EMERGENCY DC POWER SWITCH 35. FUEL SYSTEM PANEL (FIGURE 1-16) 36. FUEL SEQUENCE PLACARD Figure J-13. (Sheet 1 of 2). 1-24 Changed 15 August 1960 7.0. 1B-52G-1 Section I 37. TOTAL FUEL FLOW INDICATOR 37A. TIP PROTECTION GEAR WARNING LIGHT 38. LANDING GEAR CONTROLS (FIGURE 1-39) 39. WING FLAP POSITION INDICATOR 39A. RADAR ALTIMETER (INOPERATIVE) 40. CROSSWIND CRAB POSITION INDICATOR 41. ANTISKID SWITCH 42. TIME TO GO LIGHT 43. LATERAL TRIM INDICATOR 43A. NAY SYSTEM SELECT SWITCH 44. CABIN TEMPERATURE SELECTOR SWITCH 45. AUTOPILOT TURN CONTROL SELECTOR SWITCH 46. OXYGEN QUANTITY GAGE PRESS-TO-TEST SWITCH 47. TOTAL OXYGEN QUANTITY INDICATOR 48. WINDSHIELD WIPER SWITCH 49. ANTI-ICE CONTROL PANEL (FIGURE 4-6) 49A. LATERAL ERROR METER 50. ENGINE FIRE DETECTOR SYSTEM TEST SWITCH 51. OUTSIDE AIR TEMPERATURE GAGE Pilots Instrument Panel IWI KWtl Less 03 (Typical) Figure J-13. (Sheet 2 of 2). Changed 15 May 1961 1-24A From RareAviation.com Section I 7.0. 1B-52G-1 1. MACH INDICATOR SWITCH 2. GYRO POWER SWITCH 3. CLOCK 4. LATERAL ERROR METER 5. TIME-TO-GO LIGHT 6. FLIGHT COMMAND INDICATOR 7. ALTIMETER 8. DIRECTIONAL INDICATOR (N-l REPEATER) 9. AIRSPEED INDICATOR 10. AUTOPILOT-DISENGAGED LIGHT 11. ATTITUDE INDICATOR 12. CLEARANCE PLANE INDICATOR 13. VERTICAL VELOCITY INDICATOR 14. TERRAIN DISPLAY INDICATOR 15. RADAR ALTIMETER (INOPERATIVE) 16. LATERAL TRIM INDICATOR 17. ENGINE PRESSURE RATIO GAGES 18. WING FLAP POSITION INDICATORFigure 1-13 A. (Sheet J of 2). 1 -24 B Changed 15 May 1961 7.0. Ik-526-1 Section I 19. AIR REFUELING LIGHTS 20. TACHOMETERS 21. EXHAUST GAS TEMPERATURE GAGES 22. ACCELEROMETER 22A. MAGNETIC STANDBY COMPASS CORRECTION CARD 23. MAGNETIC STANDBY COMPASS 24. CABIN ALTIMETER 25. ENGINE FIRE SHUTOFF 26. FUEL FLOWMETERS 27. TURN-AND-SLIP INDICATOR 28. OIL PRESSURE GAGES 29. MASTER CAUTION LIGHT 30. DIRECTIONAL INDICATOR (GYRO) 31. FUEL SYSTEM PANEL (FIGURE 1-16) 32. TERRAIN PREFLIGHT ADJUST CONTROL 33. TIP PROTECTION GEAR WARNING LIGHT 34. TOTAL FUEL FLOW INDICATOR 35. LANDING GEAR CONTROLS (FIGURE 1-39) 36. CROSSWIND CRAB POSITION INDICATOR 37. OUTSIDE AIR TEMPERATURE GAGE 38. BOMB DOORS OPEN LIGHT 39. HATCH WARNING LIGHT 40. OXYGEN QUANTITY GAGE PRESS-TO-TEST SWITCH 41. TOTAL OXYGEN QUANTITY INDICATOR 42. BOMB-DOORS-NOT-LATCHED LIGHT 43. BOMB DOOR SWITCH 44. STORE JETTISONED LIGHT 45. BOMB RELEASED LIGHT 46. ANTISKID SWITCH 47. BEARING DISTANCE INDICATOR 48. AUTOPILOT TURN CONTROL SELECTOR SWITCH 49. RADIO COURSE INDICATOR 50. MACHMETER 51. WINDSHIELD WIPER SWITCH 52. ANTI-ICE CONTROL PANEL (FIGURE 4-6) 53. ENGINE FIRE DETECTOR SYSTEM TEST SWITCH Pilots Instrument Panel plus eg (Typical J Figure 1-13 A. (Sheet 2 of 2). Changed 15 May 1961 1-25 From RareAviation.com Section I T.O. 1B-52G-1 ENGINE INSTRUMENTS Engine instruments that are not described as part of an engine system are described below. Tachometers Speed of the high pressure compressor rotor in percent rpm is indicated by eight tachometers (25, figure 1-13 I and 20, figure 1-13A) on the pilots' instrument panel. Engine-driven tachometer generators supply power to operate the indicators which are independent of the air- plane electrical system. Each instrument has two point- ers. The larger pointer indication is read on a dial calibrated from 0% to 100% rpm. The small pointer indication is read on a dial calibrated from 0% to 10% rpm. Exhaust Gas Temperature Gages Exhaust gas temperature of each engine is indicated by eight gages (27, figure 1-13 and 21, figure 1-13A) on the pilots' instrument panel. These gages are cali- brated in degrees Centigrade and indicate the tempera- ture of the exhaust gases of each engine. Engine ther- mocouples supply power to operate the gages which are independent of the airplane electrical power system. TANK CAPACITIES USABLE FUEL (EACH) FULLY SERVICED (EACH) T A Kll/C lANKb NO. POUNDS GALLONS POUNDS GALLONS NO. 1 AND 4 MAIN 2 31,726 4881 31,811 4894 NO. 2 AND 3 MAIN 2 43,992 6768 44,220 6803 MID BODY 1 46,364 7133 46,456 7147 FORWARD BODY 1 13,305 2047 13,332 2051 AFT BODY 1 55,185 8490 55,231 8497 OUTBOARD WING 2 7,358 1132 7,482 1151 CENTER WING 1 20,943 3222 21,021 3234 EXTERNAL 2 4,524 696 4,557 701 USABLE FUEL TOTALS NOTES TANKS POUNDS GALLONS NO. 1,2,3, AND 4 MAIN 151,437 23,298 Fully serviced quantities include both trapped and drainable fuel. MAINS AND MID BODY 197,801 30,431 MAINS, MID BODY, FORWARD The tanks will have the quantities shown under BODY. AND AFT BODY 266,292 conditions of N AC A standard day with fuel density of 6.5 pounds per gallon. MAINS, ALL BODY, OUTBOARD WING, AND KENT ER WING 301,951 46,454 310,999 47,846 NOTE See data supplied in Section V, OPERATING LIMITATIONS to de- termine fuel loading. MiiiaiiiiiMiiiiiiiiaiaiiMiii Fuel Quantity Data 113 Figure 1-14. 1-26 Changed 15 August 1960 TO. 1B-52G-1 Section I Engine Pressure Ratio Gages An engine pressure ratio gage (23, figure 1-13 and 17, figure 1-13A) for each engine is located on the pilots' instrument panel. These gages indicate the ratio of engine inlet to exhaust pressures which is used as a measure of engine thrust. The engine inlet and exhaust indications are compared by a computer-transmitter which electrically transmits an indication to the engine pressure ratio gage. The computer-transmitter op- erates on 118-volt single-phase a-c power obtained from the airplane electrical system. Pressure ratio gage circuit breakers marked "Press Ratio Ind, " "Pod 1, " "Pod 2, " "Pod 3, " and "Pod 4" are located on the "Engine" portion of the right load central circuit breaker panel. Oil Pressure Gages Engine oil pressure is indicated by eight oil pressure gages (13, figure 1-13 and 28, figure 1-13A) located on the eyebrow instrument panel. These gages oper- ate on 28-volt a-c power supplied through pressure transmitters in each engine oil system. A single cir- cuit breaker for the eight oil pressure gages marked "Oil Press Ind" is located on the "Engine" portion of the right load central circuit breaker panel. OIL SUPPLY SYSTEMS Each engine is provided with an integral oil system which includes an oil tank with a minimum usable ca- pacity of 6. 8 gallons and a total capacity of 8. 75 gal- lons. From the tank, oil is supplied to gear-type engine-driven oil pressure pumps which supply the engine bearings and accessory drives in the various engine compartments. Scavenge pumps remove oil from the engine compartments, route it through an oil cooler, and return it to the tank for reuse. Cooling air is provided by ram air in flight; while on the ground engine bleed air is provided by actuation of the landing gear squat switch relays. Actuation of the squat switch permits high pressure compressor bleed air to enter an ejector in the aft portion of the oil cooler ducting, thus inducing a flow of air through the cooler. Oil tempera- ture is governed by a thermostatic control valve which is an integral part of the oil cooler. When the oil sup- ply is exhausted, approximately 1 to 1 1/2 gallons of oil remain trapped in the lines and oil cooler. No manual controls are provided for the engine oil sys- tem. For oil servicing information, see figure 1-54. auxiliary tank or tanks. The main tanks are integral wing tanks ("wet wing"); each tank has four boost pumps and normally supplies two engines. No. 1 main tank furnishes fuel for engines 1 and 2, No. 2 main for en- gines 3 and 4, No. 3 main for engines 5 and 6, and No. 4 main for engines 7 and 8. The auxiliary tanks include two outboard wing tanks which are integral wing tanks, an integral center wing tank, three body tanks, and two nonjettisonable external tanks. Normally the main mani- fold is used for directing auxiliary tank fuel to the en- gines. The main manifold is separated from the refuel manifold by the main refuel valve. During a refueling operation, the main manifold is used to direct fuel to the desired tanks. (See "Refuel System, " Section IV.) The main manifold may also be used to transfer fuel from auxiliary tanks to main tanks. A crossfeed manifold is provided which makes it possible to interconnect the fuel feed systems of each nacelle. Auxiliary fuel should be fed directly to the engines. While auxiliary fuel is being used, main tank boost pump switches are ON. The boost pumps in the auxiliary tanks are of higher capacity than the boost pumps in the main tanks thus allowing a pressure override condition to exist. When an auxiliary tank runs dry, the main tank boost pumps take over fuel supply to the engines with no interrup- tion in fuel flow. The airplane fuel system may supply fuel to GAM-77 missiles from the crossfeed manifold through wing valves (fuel) and self-sealing disconnect couplings with a GAM-77 wing valve (fuel) switch and a GAM-77 emergency shutoff switch on the copilot's side panel controlling the flow of fuel to each GAM-77 missile. For additional information regarding tie-in of the airplane fuel supply system with the GAM-77 fuel system, refer to T. O. 1B-52E-1-3. The fuel sys- tem panel (figure 1-16) is used to control fuel flow for engine feed and air refueling operations. This panel indicates the flow of fuel obtained by selecting differ- ent positions of the controls. The majority of the fuel system controls are numbered to simplify their identi- fication (figure 7-4). The control numbers that appear on the fuel system panel correspond to the control identification numbers that appear in this manual. The main manifold is scavenged by utilizing a float switch, a solenoid-operated valve, and a scavenge pump which directs scavenged fuel from the main manifold to No. 3 main tank. NOTE ____ ______________ __ r.im Less |Q The main manifold scavenge system is inop- erative. For correct fuel specification grade, see figure 1-54. FUEL SUPPLY SYSTEM The fuel supply system (figure 1-15) is designed so that the engines receive fuel from the nearest of four main tanks or by pressure override from a main mani- fold. The main manifold can be pressurized by any FUEL TANK VENTING Body fuel tanks are vented through three manifolds to a surge tank aft of the aft body tank. The surge tank opens to the atmosphere through a port located aft of the rear wheel well on the underside of the fuselage and also routes fuel discharged through the vents to Changed 15 May 1961 1-27 From RareAviation.com Figure 1-15. (Sheet 1 of 2). NO. 1 AND NC MAIN TANK FL QUANTITY GAC .FROM | WING TANK LEVEL WARNING LIGHT (TYPICAL) AFT BODY TANK VENT LEFT EXTERNAL TO LEFT 11 tank WING SURGE VENT RETURN DRAIN LEFT OUTBOARD WING TANK RIGHT OUTBOARD WING TANK VENT i f TO RIGHT RIGHT EXTERNAL WING SURGE TANK VENT NO FUEL FLOW FLASHER 24 AFT SURGE TANK OVERBOARD VENT VENT ENGINE FEED VENT TO REFUEL SYSTEM (FIG. 4-571 MID BODY TANK MAIN MANIFOLD INTERCONNECT VALVES MAIN REFUEL VALVE FUEL FLOW INDICATOR LIGHT (TYPICAL) CENTER WING TANK FWD BODY TANK Fl MAIN MANIFOLD AUXILIARY TANK FUEL FLOW CONTROL SWITCH (TYPICAL FOR SWITCHES NO. 17, 18, 23, 24, 25, 26 & 27) 29 29A ENGINE FEED MAIN MANIFOLD INTERCONNECT VALVES SWITCH DEFUEL VALVE CLOSE OPEN DEFUEL VALVE SWITCH TO ALL OTHER FUEL QUANTITY GAGESQUANTITY GAGES PRESS TO TEST BUTTON Section I T.O. 1B-52G-1 From RareAviation.com r KJ NJ LEFT WING SURGE TANK (TYPICAL FOR RIGHT WING) 3 MAIN MAINS OFF ON OFF CABIN AUX OFF TANK 10 PSI 24 PSI OPEN VENT VENT NO. 3 MAIN TANK NO. 2 MAIN TANK OPEN CLOSED MANIFOLD % CLOSED CLOSED OPEN THROTTLES OPEN FUEL CLOSED SCAVENGE LINES NORMAL CLOSED TANK NACELLE NO. 1 NACELLE NO. 2 FUEL CONTROL ELECTRICAL PRESSURE SWITCHES FROM LEFT OUTBOARD WING TANK WING VALVES MAIN TANK LOW WARNING LIGHT MAIN TANK LOW SCAVENGE SYSTEM SWITCH TO NO. 2 EXTERNAL MISSILE QUICK DISCONNECT FIRE SHUTOFF (TYPICAL) SURGE TANK DRAIN ENGINE CROSSFEED MANIFOLD VALVE (TYPICAL) CROSSFEED TO NO. 1 EXTERNAL MISSILE PUMP PRESSURE CHECKOUT LINES NO. I MAIN TANK SOLENOID VALVE CROSSFEED LINES PUMP PRESSURE CHECK-OUT SWITCH MAIN TANK FUEL LINES PUMP PRESSURE CHECK-OUT LIGHT QUICK DISCONNECT MAIN TANK BOOST PUMP SWITCH NO. 4 (TYPICAL FOR SWITCHES NO. 1, 2 8. 3) FROM NO. 3 AND NO. 4 MAIN TANK FUEL QUANTITY GAGES AUXILIARY TANK ENGINE FEED CONTROL VALVE (TYPICAL) SCAVENGE PUMP PUMP PRESSURE ___, CHECKOUT | PRESS TO U,. RELIEVE BUTTON FIRE SHUTOFF (PULLED) FUEL IN MANIFOLD LIGHT ENGINE FIREWALL FUEL SHUTOFF VALVE (TYPICAL) THROUGH CLOSED POSITION OF AUXILI- ARY TANK ENGINE FEED CONTROL VALVE SWITCH AUXILIARY ENGINE FEED CONTROL VALVE SWITCH (TYPICAL) NO. 4 MAIN TANK TO ENGINE SYSTEM (FIGURE 1-4) GAM 77 JWING VALVE (FUEL) SWITCH (TYPICAL) SOLENOID VALVE FLOAT SWITCH ENGINE CROSSFEED MANIFOLD VALVE SWITCH (TYPICAL) 1 AUXILIARY FUEL LINES W ENGINE SWITCH T.0.1B-52G-1 I Section I T.O. 1B-52G-1 the aft body tank. On airplanes capable of carrying GAM-72's, fuel vent lines are provided from the GAM -72 launch gear in the aft bomb bay into the line between the surge tank and the port. Body tank cavities are vented through a manifold which opens to the atmos- phere through a port located aft of the rear wheel well on the underside of the fuselage. Internal tanks in each wing are vented with a single vent line for each tank. The three lines in each wing drain to a wing surge tank located in each wing tip. The surge tanks route fuel discharged through the vents to No. 1 and No. 4 main tanks. Each external tank is vented through a single line which opens to the atmosphere through a port lo- cated on the aft outboard side of the tank strut. The vent system is designed for JP-4 fuel only. See "Rate of Climb Limitations With Aviation Gasoline, " Section V, for operating restrictions when using aviation gaso- line. FUEL CHECKOUT SYSTEM Fuel pressure gages and warning lights are not pro- vided for each tank. To save weight, a fuel checkout system is provided in the fuel system. This system allows ground pressure checking of each boost pump and each valve in the fuel system. To use the fuel checkout system, fuel under pressure is routed to a pressure switch by positioning various valves. This switch is located in a fuel line between the crossfeed manifold and the No. 2 main tank. The pressure switches will close and supply power to illuminate a pressure checkout light, indicating proper system op- eration. FUEL SUPPLY SYSTEM CONTROLS Main Tank Boost Pump Switches Four main tank boost pump switches (5, figure 1-16) on the fuel system panel have ON--OFF positions and are guarded in the ON position. The switches are num- bered from 1 to 4 and each switch electrically controls the four boost pumps in the corresponding main tank. Placing a switch in ON position directs 205-volt three- phase a-c power to the four boost pumps in the respec- tive main tank, provided the auxiliary tank engine feed control valve switch adjacent to the main tank boost pump switch is in CLOSED position. When an auxil- iary tank engine feed control valve switch is in OPEN position, it breaks circuits in the boost pump control wiring shutting off two of the four pumps in the adjacent main tank. OFF position of a main tank boost pump switch deenergizes all the boost pumps in the respec- tive main tank. Main tank boost pumps are numbered for ease of identification (figure 7-4). TR control power is supplied to the main tank boost pump switches through circuit breakers marked "6, " "7, " "10, " and "11" on the "Left Wing Tanks" portion of the left load central circuit breaker panel; "12, " "13, " "16," and "IT1 on the "Right Wing Tanks" portion of the left load central circuit breaker panel; "4, " 5," "8, " and "9" on the "Left Wing Tanks" portion of the right load cen- tral circuit breaker panel; and "14, " "15, " "18, " and "19" on the "Right Wing Tanks portion of the right load central circuit breaker panel. The circuit break- ers are bracketed to indicate the applicable tank. Engine Crossfeed Manifold Valve Switches Four engine crossfeed manifold valve switches (4, fig- ure 1-16) on the fuel system panel have unmarked OPEN --CLOSED positions. These rotary switches are num- bered 9, 10, 11, and 12 and control operation of the engine crossfeed manifold valves of corresponding num- bers allowing interconnection of the fuel feed systems of each nacelle. When the white stripe on a switch is aligned with the flow line on the panel, the switch is OPEN and left essential d-c power for valves 9 and 12 or right essential d-c power for valves 10 and 11 is supplied to open the corresponding valves. CLOSED position supplies power to close the valve. D-C power is supplied to the engine crossfeed manifold valve switches through circuit breakers marked "Crossfeed Valves 9" and "Crossfeed Valves 12" on the "Fuel Feed Control" portion of the left load circuit breaker panel and "Crossfeed Valve 10" and "Crossfeed Valve 11" on the "Fuel Feed Control" portion of the right load central circuit breaker panel. Auxiliary Tank Engine Feed Control Valve Switches Four auxiliary tank engine feed control valve switches (2, figure 1-16) on the fuel system panel have unmarked OPENCLOSED positions. These rotary switches are numbered 13, 14, 15, and 16 and control operation of valves of corresponding numbers to direct auxiliary tank fuel to the engines. When the white stripe on a switch is aligned with the flow line on the panel, the switch is OPEN and left essential d-c power for valves 14 and 15 and right essential d-c power for valves 13 and 16 is supplied to open the corresponding valves and to deenergize two boost pumps in the adjacent main tank. CLOSED position closes the respective valve and allows operation of all the boost pumps in the adjacent main tank. D-C power is supplied to the auxiliary tank en- gine feed control valve switches through circuit break- ers marked "Direct Feed Valves 14 and "Direct Feed Valves 15" on the "Fuel Feed Control" portion of the left load circuit breaker panel and "Direct Feed Valves 13" and "Direct Feed Valves 16" on the "Fuel Feed Control" portion of the right load central circuit breaker panel. Main Manifold Interconnect Valves Switch A main manifold interconnect valves switch (18, figure 1-16) on the fuel system panel has unmarked OPEN- CLOSED positions. This rotary switch is numbered 29 and controls the operation of main manifold inter- connect valves 29 and 29A. When the white stripe on the switch is aligned with the flow line on the panel, the switch is OPEN and left TR power is supplied to open valve 29 and right TR power is supplied to open valve 1-30 Changed 15 May 1961 7.0. Ik-526-1 Section I 29A. Opening these valves interconnects the right and left sides of the main manifold. CLOSED position closes the two valves. D-C power is supplied to the main mani- fold interconnect valves switch through circuit breakers marked "Crossfeed Valves 29" on the "Fuel Feed Con- trol" portion of the left load central circuit breaker panel and "Crossfeed Valves 29A" on the "Fuel Feed Control" portion of the right load central circuit breaker panel. Auxiliary Tank Fuel Flow Control Switches Eight auxiliary tank fuel flow control switches (19, fig- ure 1-16) on the fuel system panel have unmarked RE- FUELOFF--ENGINE FEED positions. These rotary switches are numbered 17, 18, 23, 24, 25, 26, 27, and 28 and control the flow ok fuel to and from the auxiliary tanks. A white arrowhead is painted on top of each switch and the direction the arrow is pointing deter- mines the position of the switch. For ENGINE FEED position the arrow is pointed away from the tank, for REFUEL position the arrow is pointed toward the tank, and for OFF position the arrow is perpendicular to the flow line between tank and main manifold. ENGINE FEED position directs 205-volt three-phase a-c power to the boost pumps in the respective tank. REFUEL position causes TR power to energize the fuel level control valves in the respective tank provided the mas- ter refuel switch is ON. See "Refuel System, " Section IV. OFF position deenergizes the boost pumps and the fuel level control valves in the respective tank. Aux- iliary tank boost pumps are numbered for ease of iden- tification (figure 7-4). TR control power is supplied for ENGINE FEED position through circuit breakers on the left load central circuit breaker panel marked "Qutbd 2" on the "Left Wing Tanks" portion; "Outbd 20 on the "Right Wing Tanks" portion; and "Fwd 24, " "Ctr Wing 25, " "Mid 29, " "Aft 30, " and "Aft 32" on the "Body Tanks" portion and circuit breakers on the right load central circuit breaker panel marked "Ext 1 and "Outbd 3" on the "Left Wing Tanks portion; "Outbd 21" and "Ext 22" on the "Right Wing Tanks" portion; and "Fwd 23, " "Ctr Wing 26, " "Mid 27," "Mid 28, " and "Aft 31" on the "Body Tanks" portion. The switches for the left external, left outboard, right outboard, and right ex- ternal tanks (switches 17, 18, 23, and 24 respectively) are equipped with fuel flow control switch locks (22, figure 1-16). Each lock is a pivoting bar with a de- tent that mates with an extension on the corresponding switch. The lock must be pivoted away from the switch before the switch can be moved from OFF position. Scavenge System Switch A scavenge system switch (17, figure 1-16) on the fuel system panel has CABINOFF- -MAIN positions. MAIN position directs right TR power to a float switch in the scavenge line between the main manifold and No. 3 main tank. If there is fuel in the manifold, the float switch makes a contact which causes the TR power to illuminate the fuel-in-manifold light, open a solenoid shutoff valve, and energize a relay which directs 118- volt single-phase a-c power to the. main manifold scav- enge pump. The fuel in the manifold is pumped into No. 3 main tank. As soon as the manifold is scavenged, the float switch breaks contact causing the scavenge pump to stop, the solenoid shutoff valve to close, and the fuel- in-manifold light to go out. NOTE 3H] 53I Less IQ I The main manifold scavenge system is inop- erative. CABIN position actuates the scavenge operation in the refuel manifold. See "Refuel System, " Section IV. OFF position completely deenergizes the scavenge circuits in the main and refuel manifolds. D-C power is sup- plied for MAIN position through a circuit breaker marked "Manifold-Fuel Scavenge Control-Main" on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. Pump Pressure Checkout Switch and Light A pump pressure checkout switch (13, figure 1-16) on the pilots' instrument panel is used for ground check- ing of fuel pressure. The switch has MAINS-OFF AUX positions. MAINS position supplies left TR power to the low pressure side of a pressure switch. When fuel pressure reaches 10 psi, the green pump pressure checkout light (6, figure 1-16) on the fuel system panel glows. In AUX position, left TR power is supplied to the high pressure side of the pressure switch. When fuel pressure reaches 24 psi, the same pump pressure checkout light glows. OFF position completely deener- gizes the pump pressure checkout circuits. D-C power is supplied to the pump pressure checkout switch and light through a circuit breaker marked "Grdehk Out Pump Press" on the "Fuel System" portion of the left load central circuit breaker panel. Pump Pressure Checkout Press-to-Relieve Button A pump pressure checkout press-to-relieve button (14, figure 1-16) on the fuel system panel is utilized to re- lieve the fuel pressure built up by use of the pump pres- sure checkout switch. Pushing this button causes left TR power to energize and open a solenoid-operated valve to allow fuel pressure to bleed off into No. 2 main tank. D-C power is supplied to the pump pressure checkout press-to-relieve button through a circuit breaker marked "Grdehk Out Refuel Valves" on the "Fuel System" portion of the left load central circuit breaker panel. Quantity Gages Press-to-Test Button A quantity gages press-to-test button (8, figure 1-16) on the fuel system panel is used to test circuit con- tinuity. Depressing the button will cause counterclock- wise rotation of all fuel quantity gage pointers. This Changed 15 February 1961 1-31 From RareAviation.com Section I 7.0. Ik-526-1 1. TOTAL FUEL QUANTITY GAGE 2. AUXILIARY TANK ENGINE FEED CONTROL VALVE SWITCHES (NO. 13 THRU 161 3. MAIN TANK LOW WARNING LIGHT 4. ENGINE CROSSFEED MANIFOLD VALVE SWITCHES (NO. 9 THRU 12) 5. MAIN TANK BOOST PUMP SWITCHES (NO. 1 THRU 4) 6. PUMP PRESSURE CHECKOUT LIGHT 7. FUEL QUANTITY GAGES 8. QUANTITY GAGES PRESS TO TEST BUTTON 9. REFUEL VALVE POSITION INDICATOR 10. REFUEL VALVE SWITCH 11. MASTER REFUEL SWITCH 12. REFUEL LEVEL CHECKOUT SWITCH - Figure 1-16. (Sheet 1 of 2). 1-32 Changed 15 February 1960 T.O. 1B-52G-1 Section I 13. PUMP PRESSURE CHECKOUT SWITCH 14. PUMP PRESSURE CHECKOUT PRESS- TO-RELIEVE BUTTON 15. DEFUEL VALVE SWITCH 16. FUEL-IN-MANIFOLD LIGHTS 17. SCAVENGE SYSTEM SWITCH 18. MAIN MANIFOLD INTERCONNECT VALVES SWITCH (NO. 29) 19. AUXILIARY TANK FUEL FLOW CONTROL SWITCHES (NO. 17, 18, 23 THRU 28) 20. MAIN TANK FUEL LEVEL CONTROL VALVE SWITCHES (NO. 19 THRU 22) 21. FUEL FLOW INDICATOR LIGHTS 22. FUEL FLOW CONTROL SWITCH LOCKS 23. WING TANK LEVEL WARNING LIGHTS _______in_______Fuel System Panel (Typical) Figure 1-16. (Sheet 2 of 2). Changed 15 May 1961 1-33 From RareAviation.com Section I 7.0. 1B-52G-1 rotation will continue as long as the test button is de- pressed. While all fuel quantity gage pointers are ro- tating, action of the total fuel quantity gage pointer will be erratic. When the switch is released, all fuel quan- tity gage pointers will return to their original position if the circuit is intact and the gage is functioning cor- rectly. GAM-77 Wing Valve (Fuel) Switches Plus 133 Two GAM-77 wing valve (fuel) switches (one for each GAM-77 missile) are located on the copilot's side panel and have OPENCLOSE positions. When positioned to OPEN, power is supplied to open the corresponding wing valve which supplies airplane fuel from the cross- feed manifold to the respective missile fuel tank. A quick-disconnect valve located downstream of the wing valve prevents fuel loss if the missile is not connected. When positioned to CLOSE*, power is supplied to close the corresponding wing valve, preventing the replenish- ing of the respective missile fuel tank. FUEL SUPPLY SYSTEM INDICATORS Fuel Quantity Gages The quantity of available fuel in each tank is indicated in pounds by 12 fuel quantity gages (7, figure 1-16) on the fuel system panel. Fuel probes in each tank sense quantity indications. The fuel probe signals are re- layed to amplifiers which operate the gages. Due to the type of fuel quantity probes used, changes in fuel density have little if any effect upon quantity indica- tions. A full (by weight) indication of the fuel quantity gage breaks circuits causing the corresponding fuel level control valve to close if the master refuel switch is ON. A 4000-pound or less reading of a main tank fuel quantity gage completes circuits which supply TR power to a "Main Tank Low" warning light. The main tanks, external tank, and outboard wing tank fuel quan- tity gages in each wing have internal safe-level switches. If the fuel quantity indication on either main tank in a wing is above the green band marking on the dial and if the fuel quantity indication of either the external or outboard wing tank for the same wing is below safe- level, circuits are completed to supply right TR power to a wing tank level warning light. (See figure 5-1 for gage markings.) The fuel quantity gages are supplied 118-volt single-phase a-c power through circuit break- ers marked "1," "2," "3," "4," "Left Ext," "Left Outbd," "Right Ext, " "Right Outbd," "Fwd Body," "Ctr Wing, " "Mid Body," and "Aft Body" on the "Fuel Quantity Indicators" portion of the copilot's circuit breaker panel. Total Fuel Quantity Gage A total fuel quantity gage (1, figure 1-16) is located adjacent to the fuel system panel. The total fuel quan- tity gage receives its indication by electronic addition of indications of the individual fuel gages. The total fuel quantity gage is supplied 118-volt single-phase a-c power through a circuit breaker marked "Total" on the "Fuel Quantity Indicators portion of the copilot's circuit breaker panel. A best flare speed indicator dial is installed outside of total fuel quantity gage to allow determination of gross weight and best flare speed directly from the quantity indication. See "Miscellane- ous Equipment," Section IV, for additional information on the best flare speed indicator. NOTE If a malfunction causes an individual fuel quan- tity gage pointer to rotate continuously, the total fuel quantity gage pointer will oscillate over a range equal to the full scale quantity of the mal- functioning individual gage. The pointer of the individual gage may be stopped at zero by pull- ing the circuit breaker for the gage just before the pointer reaches zero. If the fuel quantity gage for any tank is stopped at any point, this quantity will be the amount reflected for that tank in the reading of the total fuel quantity gage. The total fuel quantity gage will be in error by the amount that the individual quantity gage is in error. If an individual fuel quantity gage pointer falls below the zero mark, the total fuel quantity gage may rotate continuously clockwise. Depressing the fuel quantity gage test button will cause coun- terclockwise rotation of all the gage pointers. The individual gage pointer may be set at zero by pulling the applicable circuit breaker just be- fore the pointer reaches zero and rotation of the total fuel quantity gage pointer will stop. There is an allowable tolerance of 3400 pounds between the total fuel quantity gage and the sum of all individual gage fuel quantity gage read- ings. Fuel-in-Manifbld Lights Two amber fuel-in-manifold lights (16, figure 1-16) on the fuel system panel indicate when fuel is in either the main or refuel manifolds. The lights are located ad- jacent to MAIN and CABIN positions of the scavenge system switch in order to identify which manifold each light is for. When the scavenge system switch is placed in MAIN position, the "Main" fuel-in-manifold light will glow if fuel is in the main manifold. The light will go out as soon as the manifold is scavenged or the scavenge system switch is turned OFF. NOTE______________ I The main manifold scavenge system is inop- erative. The "Cabin" fuel-in-manifold light will glow if fuel is in the refuel manifold and the master refuel switch is OFF. On airplanes VWS F , the light will go out as soon as the manifold is scavenged or the master refuel switch is turned ON. After scavenging, the light I may blink on and off if residual fuel remains in the I manifold. On airplanes the light will go out I as soon as the manifold is scavenged; or with fuel in | 1-34 Changed 15 February 1961 7.0. 1B-52G-1 Section I the refuel manifold and the scavenge system switch OFF, the light will go out if the master refuel switch is returned to ON position. The fuel-in-manifold lights receive right TRpower through circuit breakers marked "Manifold Fuel Scavenge Control Cabin" and "Manifold Fuel Scavenge Control Main" on the "Fuel Miscellane- ous portion erf the right load central circuit breaker panel. Wins Tank Level Warning Lights Two red wing tank level warning lights (23, figure 1-16) on the fuel system panel are provided to warn the crew that fuel is being used from the external or outboard wing tanks out of sequence. The main tank fuel quan- tity gages and the external arid outboard wing tank fuel quantity gages for each wing have internal safe-level switches. If the fuel quantity indication of either main tank in a wing is above the green band marking the dial and the fuel quantity indication of either the external or outboard wing tank for the same wing is below safe- level, circuits are completed to supply right TR power to the light. The light will glow until the fuel quantity indications erf both main tanks have reached the green band marking area on the dials. The wing tank level warning lights- receive d-c power through a circuit, breaker marked "Outbd & Ext Tank Level Warn" on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. Fuel Flow Indicator Lights Twelve amber fuel flow indicator lights (21, figure 1 -16) are located on the fuel system panel adjacent to the fuel quantity gages. Those indicator lights adjacent to auxiliary tank gages perform a dual function: 1) in- dicating no fuel flow from the corresponding tank during fuel feed operations and 2) indicating no fuel flow into the tank during refuel operations. Those indicator lights adjacent to the main tank gages perform only a single function, that of indicating no fuel flow into the tank during refuel operations. See "Refuel System," Section IV, for description of refuel function of the lights. With an auxiliary tank fuel flow control switch in ENGINE FEED position, the boost pumps in the cor- responding auxiliary tank supply fuel to the main mani- fold. As soon as the auxiliary tank runs dry, a flow switch in the line completes contacts allowing right TR power to cause the respective fuel flow indicator light to flash,- indicating no fuel flow from the tank. The fuel flow indicator lights receive d-c power through a cir- cuit breaker marked "Fuel Manag Ind" on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. NOTE A fuel flow indicator light may flash intermit- tently when fuel in an auxiliary tank is at a low level and the airplane is being maneuvered. Main Tank Low Warning Light A red main tank low warning light (3, figure 1-16) is located adjacent to the fuel system panel. A 4000-pound or less indication of any main tank fuel quantity gage completes a contact allowing right TR power to cause the main tank low warning light to glow, indicating that the fuel quantity in one or more main fuel tanks is be- low the 4000-pound level. D-C power is supplied to the light through a circuit breaker marked "Main Tank Low Level Warn" on the "Fuel Miscellaneous" portion of the right load central circuit breaker panel. GAM-77 Wing Valve (Fuel) Closed Lights EUSk Plus 133 Two amber word-warning wing valve (fuel) closed lights (one for each GAM-77 missile) are located on the co- pilots side panel. When a light is illuminated, the corresponding wing valve is closed. ELECTRICAL POWER SUPPLY SYSTEMS Primary and secondary distribution buses supply power to the airplane. Primary power is supplied by four en- gine-driven generators. This 205/118-volt three-phase a-c power is used for most heavy loads such as boost pumps and wing flap motors. Single-phase 118-volt a-c power is used for small motors, actuators, heating, and some electronic equipment. Transformers reduce single-phase a-c power to 28 volts for most lighting. Secondary power is 28-volt nominal unregulated de sup- plied by transformer-rectifier (TR) units fed from 205- volt three-phase a-c power of the primary system.. This TR power is used for control circuits, instru- ments, small motors, and electronic equipment. Bat- teries provide an auxiliary source of 24-volt d-c power which is supplied to essential and emergency equipment in case the a-c system fails to function. The batteries also provide power directly to emergency equipment through the forward and aft battery buses. On air- planes a nickel-cadmium battery is installed to provide power for the special weapons emergency separation system (SWELL). On airplanes EQH&k Plus E3, an additional nickel-cadmium battery is in- stalled for the purpose of providing power for release and arming during emergency manual release of the GAM-77 missiles; however, on airplanes Less 13!, this circuit has been deactivated since circuit breakers were not provided for circuit protection. On airplanes LWi > Plus d, circuit breakers are provided and have been installed in the battery armament provi- sion circuit breaker panel (20a, figure 1-22). This re- activates the emergency manual jettisoning circuits from the nickel-cadmium battery for the GAM-77 mis- siles. For additional information regarding GAM-77 electrical system, refer to T. O. 1B-52E-1-3. Both a-c and d-c power is distributed throughout the airplane by buses located in junction boxes, shields, panels, circuit breakers, and fuses. A-C and d-c power may be obtained for ground operation through external power receptacles. A-C POWER SYSTEM The a-c power system (figures 1-17 and 1-18) consists of four engine-driven generators, a flight gyro emer- gency power inverter, power distribution boxes, a cen- tral bus tie, bus tie and generator circuit breakers, power load boxes, and circuit breaker panels. An a-c control panel (figure 1-19) at the copilot's station pro- Changed 15 May 1961 1-35 From RareAviation.com Section I 7.0. 1B-52G-1 A-C A 3 EMERGENCY INSTRUMENT INVERTER FORWARD ASM CB PANEL FORWARD BNS CB PANEL AUXILIARY BNS CB PANEL FCS CB PANEL AFT BNS CB PANEL PILOTS CB PANEL EMERGENCY POWER PANEL ENGINE NO. 3 GENERATOR COPILOTS CB PANEL BNS EXTERNAL POWER LEFT LOAD CENTRAL CB PANEL ECM CB PANEL RIGHT LOAD CENTRAL CB PANEL ( ENGINE NO. 5 ^GENERATORcL ( ENGINE A NO. 7 .GENERATORNO. 5 BUS TIE CB GEN BUS TIE LOOP . ENGINE NO. 1 GENERATOR ENGINE NO. A-C POWER BOX ENGINE A-C POWER BOX GEN CB BUS TIE CB NORMAL POWER ALTERNATE POWER Figure 1-17 ECM RIGHT WING A-C POWER BOX MAIN EXTERNAL POWER Routing (Typical) ENGINE NO. 1 A-C POWER BOX ENGINE NO. 7 A-C POWER BOX LEFT WING A-C POWER BOX FCS EXTERNAL POWER AFT A-C POWER BOX 1 FCS POWER BOX 1-36 Changed 15 May 1961 T.O. 1B-52G-1 Section 1 vides all the controls and indicators for operation of the system. The gyro power switch (figure 1-13) on the copilot's instrument panel controls the flight gyro emer- gency power inverter. Generators The primary a-c power supply is provided through four engine-driven generators located on the left engine of each nacelle, thus the generators are driven by engines 1, 3, 5, and 7. GENERATOR DRIVES. Since certain electronic equip- ment requires constant frequency a-c, a drive is needed to drive the generator at a constant speed throughout the range of various engine speeds. The drive used consists of a hydraulic transmission controlled by an electro-mechanical governor. The transmission re- ceives its input drive power directly from the engine. By use of a wobble plate pump, the drive adds to or subtracts from the variable input speed of the engine and provides a constant a-c output from the generator of 400 (1) cycles per second. The minimum generator cut-in speed is approximately 3100 engine rpm. Move- ment of the governor flyweights controls the action by directing oil pressure to vary the pitch of the wobble plate. The frequency is controlled automatically by ' the frequency and load controller through the magnetic trim head of the basic speed governor. GENERATOR DRIVE OIL SYSTEM. Each generator drive is provided a separate oil system which includes an oil tank having a usable capacity of 6 quarts and a \ total capacity of 10 quarts. Oil is routed through the generator gearbox, through an oil cooler, and returned to the tank. Cooling air is provided by ram air pres- sure in flight and, through actuation of the squat switch, permits high pressure compressor bleed air to enter ( an air ejector on the oil cooler ducting, thus increas- ing the flow of ambient cooling air. Oil temperature is controlled by a thermostatic valve which allows by- passing of the cooler. No manual controls are pro- vided for this system. For generator drive oil serv- icing, see figure 1-54. Protective Features Generator protective features are all automatically in- corporated in the generator and generator drive sys- tems. Each protective feature may accomplish one or more of the following actions: / 1. Isolate the generator by tripping the respective bus tie circuit breaker. 2. Take the generator off the line by tripping the re- spective generator circuit breaker. 3. Throw the drive in full under speed operation so it will turn at the slowest rate possible for the speed at (. which the engine is operating. NOTE A bus tie circuit breaker will close automati- / cally, if not already closed, when its generator shuts down. SPEED PROTECTION. An under-overspeed switch on a limit governor provides protection from excessively low or high generator speeds. If the speed of the gen- erator drops to a point where the a-c output frequency is below 295 cps (possibly due to a faulty governor or engine shutdown), the switch will energize the under- overspeed relay, tripping the generator control relay and generator circuit breaker. This will take the gen- erator off the line and thus protect electronic equip- ment which might be damaged by operation at a low frequency. When the drive overspeeds, the under- overspeed switch is drained of oil by the limit gover- nor and reacts in the same manner as an underspeed condition. The limit governor also causes the trans- mission to be hydraulically locked in full underdrive (slowest output speed) position. When this happens the generator cannot be put back on the line for the dura- tion of the flight. Flight Gyro Emergency Power Inverter An emergency flight instrument inverter is provided to supply 115-volt three-phase a-c power to primary flight instruments in the event of a complete failure of the a-c system. The inverter supplies power to the pilot's at- titude indicator and the copilot's directional indicator. The inverter also supplies single-phase power for instrument lighting of the pilot's MM-4 attitude in- dicator and, on airplanesEEH to the pilot's al- timeter. The inverter is automatically turned on when phase C of the normal flight gyro power source fails provided the gyro power switch on the copilot's instru- ment panel is in ON position. The inverter is deener- gized when the gyro power switch is in OFF position. The inverter utilizes emergency battery power through a circuit breaker marked "Emerg Invtr" on the "Flight Indicators" portion of the pilot's circuit breaker panel. A-C Power Distribution Boxes, Panels, Fuses and Circuit Breakers Primary 205-volt a-c power is fed to separate buses within the four generator power boxes, which in turn feed power to separate buses within the five power dis- tribution boxes and panels. These power distribution boxes and panels provide power to other shields and panels throughout the airplane (figure 1-22). See fig- ure 1-17 for a-c power routing. If any generator be- comes inoperative, the other generators act as an al- ternate source to provide power to the faulty generator power distribution box. This is accomplished through automatic features of the generator system. The boxes, shields, and panels are supplied power through multi- wire feeders of three or more wires for each phase. The buses in these boxes, shields, and panels supply all of the 205-volt three-phase loads, and, in addition, furnish 115-volt single-phase power to autotransform- ers for reduction to 28-volt ac. Distribution circuits for the circuit breaker panels in the crew compartment are protected by circuit breakers located on the "Power Feeder portion of the left and right load central circuit breaker panels. Fuses and additional circuit breakers on the circuit breaker panels within the crew compart- ment are used to protect wiring and individual pieces of equipment. Changed 15 May 1961 1-37 From RareAviation.com Section I T.O. 1B-52G-1 GENERATOR CONTROLS AND INDICATORS TYPICAL CONSTMT SPEED ' DRIVE ON NORMAL UN) VOLTAGE REGULATOR EXTERNAL POWER CIRCUIT BREAKER FREQUENCY AND LOAD CONTROLLER FIRE SHUTOFF SWITCH OFF GENERATOR SWITCH amperes ENG 1 GEN ENG GEN VOLTS AC ON TRIP OFF MAIN EXTERNAL POWER SWITCH FROM LEFT , ESSENTIAL D-C POWER BUS TO MASTER CAUTION LIGHTS ENG -7 GEN A C CIRCUIT BKR OPEN- RESET A C CIRCUIT BREAKER CAUTION LIGHT (CLOSES IN CORRECT PHASE, IF ALL GENERATOR CIRCUIT BREAKERS OPEN) A C GENERATOR CONTROL PANEL PHASE sequence RELAY GENERATOR CIRCUIT BREAKER POSITION INDICATOR VOLTS CYCLES SELECT MASTER ISOLATE SWITCH __ EXTERNAL POWER CIRCUIT BREAKER I POSITION INDICATOR N. GENERATOR NO. 1CYCLES > J ENG GEN ENG 5 GEN CENTRAL TIE BUS FROM RIGHT ESSENTIAL D-C POWER BUS FIRE SHUTOFF (PULLED) o o CLOSE MAIN EXTERNAL POWER RECEPTACLE o o o MWWV 205-VOLT A-C POWER D-C CONTROL POWER -.a Figure 1-18. (Sheet 1 of 2). 1-38 Changed 15 May 1961 From RareAviation.com A-C Power System Figure 1-18. (Sheet 2 of 2). 1-39 FROM AC ------1--- I TRIP GENERATOR 4 CONTROL PANEL -------------- MASTER ISOLATE RELAY Section I 7.0. 1B-52G-1 ' ONIROLS I 11. A-C CIRCUIT BREAKER LIGHT 1. AMMETER 2. GENERATOR SWITCH 3. GENERATOR CIRCUIT BREAKER POSITION INDICATOR 4. BUS TIE CIRCUIT BREAKER POSITION INDICATOR 5. EXTERNAL POWER CIRCUIT BREAKER POSITION INDICATOR 6. MASTER ISOLATE SWITCH 7. MAIN EXTERNAL POWER SWITCH 8. FREQUENCY METER 9. FREQUENCY AND VOLTMETER SELECTOR SWITCH 10. VOLTMETER KSSSUSKVKNKWKWViWNWNKKNWWWKWKKSB, CJOIltTOl Panel 120 1-40 Figure 1-19. T.O. 1B-52G-1 Section I CURRENT LIMITERS (FUSES). One basic type of fasV blow fuse is used throughout the airplane for fault pro- tection. Six ratings of 10, 20, 30, 40, 50, and 60 am- peres are used. Each limiter has an indicator element that protrudes out of the limiter body when the limiter has blown. INDICATING FUSES. Indicating fuses are used for pro- tection of some lightly loaded three-phase a-c trans- formers. These fuses protect the transformer windings as well as the airplane wiring. Such fuses are located on the pilot's, copilot's, right load central, and aft BNS circuit breaker panels. A neon light in the end of the fuse holder will glow when its respective fuse is blown. CIRCUIT BREAKERS. Standard circuit breakers, rang- ing in size from 2. 5 to 50 amperes, are used to provide protection for airplane wiring. Although applied specifi- cally for wire protection, they provide some protection for components. These circuit breakers are of the trip- free pushbutton type. Wiring to three-phase loads is protected by three individual circuit breakers, one for each phase. Special circuit breakers are used in con- junction with the bombing navigational system to pro- vide both wire and component protection. These cir- cuit breakers are toggle type and are used in fractional ampere ratings. Three-phase circuit breakers of this type are used for some BNS components requiring three- phase power. The three-phase breakers will open all three power circuits simultaneously in the event that a short occurs in any one circuit. A-C Power System Controls GENERATOR SWITCHES. Four three-position gen- erator switches (2, figure 1-19) on the copilot's a-c control panel are marked ON and OFF at the extreme positions respectively and are spring-loaded to the un- marked neutral position. When the switch is held mo- mentarily in ON position, 24-volt d-c essential battery power closes the generator control relay and generator circuit breakers and energizes the generator field. When the switch is held in OFF position, the same power trips both the generator control relay and the generator circuit breaker and closes the bus tie cir- cuit breaker. The switch receives d-c essential con- trol power through circuit breakers marked "Eng No. 1 Gen, " "Eng No. 3 Gen, " "Eng No. 5 Gen, " and "Eng No. 7 Gen" on the "A-C Generator Control" portion of the copilot's circuit breaker panel. MASTER ISOLATE SWITCH. An isolate switch (6, fig- ure 1-19) on the copilot's a-c control panel is marked "Push to Isolate Central Tie Bus. " Pressing the switch energizes the master isolate relay, which in turn trips the bus tie circuit breakers, isolating generators from the central bus tie. Holding the generator switches in ON position until the bus tie circuit breakers close will repower the central bus tie. FREQUENCY AND VOLTAGE SELECTOR SWITCH (GENERATOR SELECTOR SWITCH). A five-position frequency and voltage selector switch (9, figure 1-19) located on the a-c control panel has ENG 1 GEN--ENG 3 GENENG 5 GENCENTRAL TIE BUSENG 7 GEN positions. The switch provides a means of selecting and reading frequency and voltage of each generator and the central bus tie. Placing the switch in ENG 1 GEN position, the frequency and voltage of the No. 1 generator may be read on the frequency meter and volt- meter. The remaining positions will perform the above operation for their respective generators and central tie bus as marked. A-C Power System Indicators A-C AMMETERS. Four a-c ammeters (1, figure 1-19) located on the a-c control panel provide an indication of output in amperes supplied by each individual genera- tor. The ammeters indicate in the range from 0 to 250 amperes. See figure 5-1 for ammeter markings. CIRCUIT BREAKER POSITION INDICATORS. Eight three-position tab indicators, one for each generator circuit breaker (3, figure 1-19) and one for each bus tie circuit breaker (4, figure 1-19), are located on the a-c control panel and provide a means of indicating the position of the generator and bus tie circuit breakers. Two positions of the tab indicator are bars and the other is OFF. The bars are white and run vertically and horizontally through the center of the black indicator. OFF position is black and has OFF marked in white across the center of the indicator. When the bar is lined up with the reference line on the a-c control panel, the circuit breaker is closed and power is on the air- plane bus. When the bar is at a right angle to the ref- erence line, the circuit breaker is open and power is isolated from the bus. OFF position indicates the tab indicator is not receiving control power. The genera- tor circuit breaker position indicators receive d-c power through circuit breakers marked "Eng No. 1 Gen, " "Eng No. 3 Gen, " "Eng No. 5 Gen, " and "Eng No. 7 Gen. " The bus tie circuit breakers position in- dicators receive d-c power through circuit breakers marked "Bus Tie Ckt Bkr Position Ind Inbd and Outbd. " All these circuit breakers are located on the "AC Gen- erator Control" portion of the copilot's circuit breaker panel. A-C CIRCUIT BREAKER LIGHT. A rectangular amber indicator light (11, figure 1-19) with an integral push- to-reset switch is on the a-c control panel. The light, when illuminated, shows black letters "Circuit Bkr Open, Push To Reset" on an amber background. The a-c circuit breaker light serves to caution that one of the generator or bus tie circuit breakers has tripped open. The light will illuminate at the same time any of the generator or bus tie circuit breakers open and will remain on as long as the circuit breaker is open unless it is reset. The light may be reset by pressing the face of the light, at which time it will go out and be ready for additional indication of any circuit breaker which may open. The indication given on the a-c cir- cuit breaker light is also indicated on the master cau- tion light located on the right side of the pilots' instru- ment panel. See "Emergency Equipment, " this section. The a-c circuit breaker light receives d-c essential power through a circuit breaker marked "Master Trip Lt" on the copilot's circuit breaker panel. Changed 15 May 1961 1-41 From RareAviation.com 1-42 Changed 15 N ovember 1960 ECM CIRCUIT BREAKER PANEL AC POWER FROM GENERATOR BUS NO. 7 AFT BATTERY AC POWER FROM GENERATOR BUS NO. 1 LEFT ESSENTIAL DC TR RELAY AFT LOW D VOLTS LIGHT LEFT FORWARD DC POWER BOX LEFT LOAD CENTRAL FUSE INSTALLATION COPILOT'S CIRCUIT BREAKER PANEL LEFT LOAD CENTRAL CIRCUIT BREAKER PANEL PILOT'S CIRCUIT BREAKER PANEL FORWARD BNS CIRCUIT BREAKER PANEL AFT BNS CIRCUIT BREAKER PANEL LEFT ESSENTIAL DC BATTERY RELAY AUXILIARY BNS CIRCUIT BREAKER PANEL FCS CIRCUIT BREAKER PANEL AC POWER AC POWER AC POWER FROM GENERATOR FROM GENERATOR FROM GENERATOR BUS NO. 3 BUS NO. 5 BUS NO. 1 FORWARD BATTERY BATTERY SWITCH ON OFF AFT DC POWER BOX RIGHT FORWARD DC POWER BOX FORWARD LOW VOLTS LIGHT RIGHT LOAD CENTRAL FUSE INSTALLATION RIGHT LOAD CENTRAL CIRCUIT BREAKER PANEL PANEL PILOT'S CIRCUIT BREAKER PANEL CIRCUIT PANEL AFT BNS BREAKER RIGHT ESSENTIAL DC TR RELAY COPILOT'S CIRCUIT BREAKER COPILOTS CIRCUIT BREAKER PANEL RIGHT ESSENTIAL DC BATTERY RELAY ECM CIRCUIT BREAKER PANEL SECTION 47 DC POWER BOX ECM CIRCUIT BREAKER PANEL AFT TR BUS FCS CIRCUIT BREAKER PANEL 3 7J Changed 15 November 19T0 1-43cn fl) 3 PILOT'S CIRCUIT BREAKER PANEL PILOTS CIRCUIT BREAKER PANEL LEFT LOAD CENTRAL CIRCUIT BREAKER PANEL FORWARD ASM CIRCUIT BREAKER PANEL AFT ASM CIRCUIT BREAKER PANEL SWESS REVERSE CURRENT RECTIFIER RIGHT LOAD CENTRAL .CIRCUIT BREAKER PANEL RIGHT AFT AND LEFT FORWARD MAIN LANDING GEAR EMERGENCY CONTROL RIGHT FORWARD BNS CIRCUIT BREAKER PANEL RIGHT LOAD CENTRAL CIRCUIT BREAKER PANEL BATTERY CHARGING BATTERY HARGING ELAY RIGHT FORWARD BN$ CIRCUIT BREAKER PANEL FORWARD ASM CIRCUIT BREAKER PANEL AFT ASM CIRCUIT BREAKER PANEL MASTER CAUTION LIGHT AFT BATTERY NOT CHARGING LIGHT AFT AND FORWARD WEAPON IFC JETTISON POWER ENTRY LIGHT EMERGENCY FLIGHT INSTRUMENT LIGHTS AIR BRAKE CONTROL I ESENMME LEFT FORWARD AND RIGHT FORWARD ANTI-SKID VALVES FORWARD BATTERY BAILOUT WARNING LIGHTS {CREW COMPARTMENT) AFT BATTERY BAILOUT WARNING LIGHTS (AFT FUSELAGE) LEFT AFT AND RIGHT AFT ANTI-SKID VALVES MASTER CAUTION LIGHT J MASTER CAUTIONRIGHT FORWARD AND LEFT AFT MAIN LANDING GEAR EMERGENCY CONTROL GAM-72 GEAR JETTISON CARTRIDGES GAM-72 GEAR JETTISONFLIGHT GYRO EMERGENCY INVERTER LEFT PITOT TUBE HEATER PILOT'S TURN AND SLIP INDICATOR REVERSE CURRENT RECTIFIER T MASTER CAUTION FORWARD BATTERY NOT CHARGING LIGHTEMERGENCY DC POWER SWITCH BAILOUT WARNING CONTROL INTERPHONE POWER BODY FIRE WARNING (GAM-72) BATTERY LOW VOLTS LIGHTS205 VOLT 3 PHASE AC POWER TR POWER BATTERY POWER TR POWER OR BATTERY POWER CONTROL CIRCUIT EMERGENCY NORMAL See Figures 3-12 for essen- tial Bus Loads. Battery low volts lights will not be energized unless the battery switch is on. T.O. 1B-52G-1 Section I Section I T.O. 18-526-1 FREQUENCY METER. A frequency meter (8, figure 1-19) on the a-c control panel provides a means of read- ing individual frequencies of the generators and central bus tie. The frequency meter is calibrated from 350 to 450 cycles per second. For frequency meter mark- ings, see figure 5-1. VOLTMETER. A voltmeter (10, figure 1-19) on the a-c control panel provides a means of reading indi- vidual voltages of the generators and central bus tie. The voltmeter is calibrated from 100 to 250 volts. For voltmeter markings, see figure 5-1. DIRECT CURRENT SYSTEM Direct-current (d-c) power is normally provided through transformer-rectifier (TR) units which are supplied a-c power by the generators. Two 24-volt batteries are used as an auxiliary source of d-c power. D-C power is supplied to the various equipment from one of the following buses: Aft Battery Bus and Forward Battery Bus Emergency Battery Power Bus and Emergency In- strument Power Bus Right Essential Bus and Left Essential Bus Right TR Bus, Left TR Bus, and Aft TR Bus The equipment will receive power from one of the buses according to the importance of the equipment (figure 1-20). The two forward TR buses are interconnected and will supply d-c power as long as a-c power is avail- able. In the event of an a-c power failure, d-c power would not be supplied to the TR buses. The left essen- tial and right essential buses normally receive TR power but in the event of an a-c system failure, these buses automatically transfer to battery power provided the battery switch is ON. These buses supply battery power to essential d-c operated equipment which normally received TR d-c power. The aft battery bus and for- ward battery bus can supply direct battery power to emergency equipment. D-C power is distributed and protected through shields and panels located throughout the airplane (figure 1-22). Batteries An auxiliary source of d-c power is provided by two 24- volt 24 ampere-hour batteries (22 and 24, figure 1-2) designated as the forward and aft batteries located in the forward wheel well. The aft battery supplies power directly through fuses and circuit breakers to battery buses located in the aft battery power box, left load central fuse installation, left load central circuit breaker panel, pilot's circuit breaker panel, and right forward BNS overhead circuit breaker panel. The forward bat- tery supplies power directly through fuses and circuit breakers to battery buses located in the right forward d-c power box, right load central fuse installation, right load central circuit breaker panel, and pilot's EMERGENCY M (ON PILOTS gj INSTRUMENT PANEL)MW> 1. EMERGENCY DC POWER SWITCH 2. BATTERY LOW VOLTS WARNING LIGHTS 3. BATTERY SWITCH 4. BATTERY NOT CHARGING LIGHTS siEiiiEmsHiRiBiiiifiD-C System Controls (Typical) Figure 1-21. 1-44 Changed 15 May 1961 7.0. 1B-52G-1 Section I circuit breaker panel. Essential battery buses are supplied battery power through the left and right essen- tial d-c battery relays when the battery switch is ON and TR power is not available. When TR power is available, the right and left d-c TR relays are ener- gized. Should the a-c power system fail, essential battery bus loads are assured a source of power from the batteries for short periods. Loads such as emer- gency landing gear control, entry light, and bomb salvo are connected directly to the battery buses (figure 3 I -12). Loads such as bailout warning and airbrake con- I trol are connected so that they may receive power from I either the forward or aft battery, depending upon the I position of the emergency battery switch (figure 3-12). The batteries are charged from the TR buses through reverse current rectifiers. On Plus Q3, _ a nickel-cadmium battery is installed for the sole pur- Ipose of providing power for release and arming during emergency manual release of the GAM-77 missiles; however, on airplanes > 1 131. this circuit has been deactivated since circuit breakers were not provided for circuit protection. On airplanes > Plus KJ , circuit breakers are provided and have been installed in the battery armament provision circuit breaker panel (20A, figure 1-22). This reactivates the emergency manual jettisoning circuits from the nickel-cadmium battery for the GAM-77 missiles. The power is provided to the missile release mechanisms I arming circuits by actuation of the external missile manual release handle. On airplanes TOWilt. a nickel- cadmium battery is installed to provide power for the special weapons emergency separation system (SWESS). Transformer-Rectifier Units, Buses, and Circuit Breakers Direct-current power for normal operation is supplied from 28-volt output transformer-rectifier (TR) units (19, 20, and 23, figure 1-2) which operate directly from the a-c power boxes and are supplied three-phase 205- volt a-c power from the generators. On airplanes ixuJd Less Q3 > four TR units are located two each in the forward and aft portion of the forward wheel well area. On airplanes Plus 03 , five TR units are located two in the forward and three in the aft portion of the for- ward wheel well area. The three remaining TR units are located in the aft equipment compartment. The for- ward TR units are bused together as are the aft TR units so that partial TR unit failure will not result in a loss of power to any d-c operated equipment. The output of the forward units is distributed to the left and right for- r ward d-c power boxes and then to the left and right load I centrals, pilots', navigators', and ECM circuit breaker panels. The output of the aft units is distributed to the aft d-c power box and then to the gunner's circuit breaker panel. On airplanes E3S Plus Q3 , an auto- navigator TR unit is installed in the crew compartment. It supplies power through two autonavigator d-c power circuit breakers located on the forward ASM circuit | breaker panel to the tie-in converter. D-C Power System Controls BATTERY SWITCH. Ari ON--OFF battery switch (3, figure 1-21) on the copilot's side panel routes battery power to the essential battery buses and controls bat- tery charging. When the battery switch is placed in ON position, battery power is directed to the essen- tial buses through the essential d-c battery relays, and when TR power is available, relays are energized to direct charging power to the batteries and to transfer essential buses to TR power. When the battery switch is in OFF position, no battery power is available to the essential battery buses and no charging power is avail- able to the batteries. Battery power is supplied directly from each battery to individual (direct) battery buses at all times, regardless of the position of the battery switch. EMERGENCY D-C POWER SWITCH. An emergency d-c power switch (1, figure 1-21) marked NORMAL EMERGENCY (or EMER) located on the pilots' instru- ment panel or the copilot's side panel controls which source of power is connected to the emergency battery power bus and the emergency instrument power bus. When the switch is in NORMAL position, aft battery power is supplied to the emergency battery power bus, and left essential power is supplied to the emergency instrument power bus. When the switch is placed to EMERGENCY position, forward battery power is sup- plied to both buses (figure 1-20). In addition, on air- planes lighting power is supplied to the pilots altimeter. For detail loads on battery switch positions, see "Battery Loads, " figure 3-12. Emergency battery power and control is provided through circuit breakers marked "Right Emer Bat Pwr, " "Right Emer Instr Pwr, " "Emer Bat Pwr Contr," and "Right Emer Instr Contr" on the "D-C Power Feeder" portion of the right load central circuit breaker panel, and "Left Bat Pwr Emer" and "Left Emer Instr Pwr" on the "D-C Power Feeder" portion of the left load central circuit breaker panel. D-C Power System Indicators BATTER Y-NOT - CHARGING LIGHTS. Two amber bat- tery-not-charging lights (4, figure 1-21) on the copilot's side panel illuminate to indicate a battery-not-charging condition. The lights will illuminate when forward TR power is available with the battery switch in OFF posi- tion or when no TR power is available and the battery switch is in ON position. The lights will go out when TR power is available and the battery switch is ON or with the battery switch OFF and no TR power available. The forward battery-not-charging light receives d-c power through a circuit breaker marked "Fwd Bat Not Chg Light" on the right load central circuit breaker panel. The aft battery-not-charging light receives d-c power through a circuit breaker marked "Aft Bat Not Chg Light" on the left load central circuit breaker panel. LOW VOLTS WARNING LIGHTS. Two red low volts warning lights (2, figure 1-21), one for each battery, will illuminate when battery voltage decreases to 18.0 (0. 6) volts or below, provided the battery switch is in ON position. The lights receive d-c emergency power through circuit breakers marked "Aft Batt Low Volt Light" and "Fwd Batt Low Volt Light" on the pilot's circuit breaker panel. Changed 15 May 1961 1-45 From RareAviation.com Section I T.O. 18-520-1Figure 1-22. (Sheet 1 of 7). 1-46 Changed 15 November 1960 7.0. 1B-52G-1 Section I (T) PILOTS CIRCUIT BREAKER PANEL (T) COPILOT'S CIRCUIT BREAKER PANEL (z) RIGHT LOAD CENTRAL CIRCUIT BREAKER PANEL (7) LEFT LOAD CENTRAL CIRCUIT BREAKER PANEL (T) RIGHT FORWARD BNS CIRCUIT BREAKER PANEL (T) LEFT FORWARD BNS CIRCUIT BREAKER PANEL (m) FORWARD ASM CIRCUIT BREAKER PANEL @ AFT ASM CIRCUIT BREAKER PANEL (T) AFT BNS CIRCUIT BREAKER PANEL 8. LEFT LOAD CENTRAL FUSE INSTALLATION (V) AUXILIARY BNS CIRCUIT BREAKER PANEL (w) ECM CIRCUIT BREAKER PANEL 10. (71) FCS CIRCUIT BREAKER PANEL 12. ENG. NO. 5 GENERATOR POWER BOX 13. ENG. NO. 3 GENERATOR POWER BOX 14. ENG. NO. 7 GENERATOR POWER BOX 15. STATION 694 POWER PANEL 16. STATION 1028 POWER PANEL 17. AFT A-C POWER BOX 18. SECTION 47 D-C POWER PANEL OR AFT D-C POWER BOX - 19. FCS POWER BOX 19A. SWESS EQUIPMENT PANEL 20. ENG. NO. 1 GENERATOR POWER BOX 20A. BATTERY ARMAMENT PROVISIONS CIRCUIT BREAKER PANEL (GAM-77) 21. AFT BATTERY POWER BOX 22. LEFT FORWARD D-C POWER BOX 23. RIGHT FORWARD D-C POWER BOX ^DENOTES READILY ACCESSIBLE I DENOTES READILY ACCESSIBLE PANELS Circuit Breaker and Fuse Panel Locations (Typical) Figure 1-22. (Sheet 2 of 7). Changed 15 February 1961 1-47 From RareAviation.com Section I 7.0. Ik-526-1 CIRCUIT ' PANEL. | CIRCUIT PANEL AIRBRAKE SYSTEM Airbrake Control AIR REFUELING SYSTEM Cabin Manifold Fuel Scavenge Disconnect - Normal and Alternate Signal Amplifier Slipway Door Control ANTI-ICING SYSTEM Anti-Ice Shutoff Valves Pitot Tube Heaters Pod (Nacelle) Anti-Ice Control Windows HSBR Test Power Jettison Power & ControlESQkPlusEH Modulation Power Module Heaters Monitor Control Normal Bomb Release (^5 Parachute Static Line Control (1 Plate Power (Z) Power Supply (k) Power Supply Heat Exchange (T) RDPS/HSBR Exc or Salvo Power and Control MW (32 (D AUTOMATIC PILOT SYSTEM Automatic Pilot BOMB DOOR SYSTEM Bomb Door Check Valve Bomb Door Close Timer Bomb Door Control Bomb Door Hold Open Bomb Door Position Indicators Bomb Door Valves Special Weapon Rack Selector Swess Swess Battery Heater Synchro Bus Topocomp Topocomp Desiccator Tuning Drive Weapon Release Control Heaters Weapon Release Indicator Lights BOMBING SYSTEM Armament Provisions Azimuth Drive BNS Control Bomb-Nav Excitation Emergency Release (Fwd & Aft) Filaments HSBR Power ON BRAKE SYSTEM Antiskid Control Antiskid Valves17 S 21 CABIN AIR CONDITIONING SYSTEM Air Condition Cabin Control Air Condition Water Separator By-pass Valve Cabin Temperature Mod Valves Cabin Temperature Regulator aiSBIBIHEEBIIIIBIlIBHIIIIHIIIBBIlBIIIII& Figure 1-22. (Sheet 3 of 71. 1 -48 Changed 15 November 1960 T.O. Ik-526-1 Section I CIRCUIT PANEL CIRCUIT PANEL CABIN AIR CONDITIONING SYSTEM Emergency Ram Air (7) Shutoff Valve (7) Strut and Body Crossover Bleed (7) Valve COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT AN/ARC-34 UH F Command 18 Auxiliary UHF Command - (?) AN/ARC-34 Interphone Power (7), (7), (7) & (it) Liaison Radio-AN/ARC-58 (7) L 17 Liaison Radio AN/ARC-65 17 Liaison Radio Antenna Coupler 17 Liaison Radio Power 18 Transponder Set - AN/APX-25X (7) AN/APN-22 Radar Altimeter 17 & 18 ECM EQUIPMENT AN/APR-14 Receiver (io) AN/APR-9 Receiver No. 1 & 2 (ill) Antenna Switches Less IB (ill) Chaff Dispenser System ' (u) & 18 ECM Receiver Pressure Kit (7) Control ECM Transmitter Systems No. 1 (ill) thru 8 (DC) Less 03 ECM Transmitter Systems No. 1, 2, 3, 5, 7, and 8 (DC) IB Qo) ECM Transmitter Systems No. 4 and 6 (DC) 18 22 ECM Transmitter Systems No. 9, 10, 11,12,13, and 14 (DC) 18 ECM Transmitters No, 1 thru (ill) 8 Less 18 ECM Transmitters No. 1 thru 8 (AC)&&]> Plus IB ECM Transmitters No. 7 and 8 Plus <8 ECM Transmitter Systems No. 9, 111, 11, 12, 13, and 14 (AC) Flare Ejector Set Surveillance RadarAN/APS-81 Warning Receiver ELECTRICAL SYSTEM A-C Indicators Aft Battery Charge Fuse Emergency Inverter Generator Control Generator Distribution ENGINES Engine Fire Detection Ignition Oil Cooler Valves Oil Pressure Indicators Pressure and Ratio Indicators Starter Water injection System 12 13 17 (10) & 19 22 & 23 (D (7) (7), 22 & 23 (7), (7), 22 & 23 FIRE CONTROL SYSTEM Air Compressor 19 Ammunition Booster Auxiliary Control 19 Ammunition Booster Motor 19 Ammunition Platform Hoist 19 Control Central 19 Circuit Breaker and Fuse Panel Locations (Typical) (cont) Figure 1-22. (Sheet 4 of 7). Changed 15 May 1961 1-49 From RareAviation.com Section I 7.0. Ik-526-1 PANEL CIRCUIT Electronic Rack Hoist 19 FCS Control (?) & (n Power Central 19 Search Radar 19 Track Radar 19 Turret Power 19 TV Link 19 FLAP SYSTEM Flap Brakes Flap Control Flap Indicators Flap Motor FLIGHT CONTROL SYSTEM Lateral Trim Actuator Lateral Trim Indicator Stabilizer Control Stabilizer Trim Actuator 22 & 23 CIRCUIT Fuel Management Control Valves Fuel Quantity Indicators Main Manifold FM Scavenge PANEL Reto el and Defuel Valves & HYDRAULIC SYSTEM Firewall Shutoff Valves Low Pressure Warning Lights 0 Standby Pump Control , 13 & 17 13 & 17 Standby Pumps INSTRUMENTS Attitude Indicator Directional Indicator Flight Gyro Emergency Power In- verter Free Air Temperature Indicator Rate Gyro Roll arid'Pitch Gyro Turn arid Slip (Rafe of Turn) Indicators FUEL SYSTEM Center Shroud Drain Valves Fire Shutoff Valves Fuel Boost Pump Control Fuel Checkout Pump Pressure and Refuel Valve Fuel Flow Indicators Fuel Level Control LANDING GEAR AND STEERING SYSTEM Antiskid Conttd Antiskid Valves Crosswind Crab .Indicator : Emergency Landing Gear Control Emergency Tip Gear Control Landing Gear Centering a Figure 1-22. (Sheet 5 oSf 7). 1-50 Changed 15 November 1960 7.0 18-526-1 Section I CIRCUIT PANFI CIRCUIT PANEL Landing Gear Control Landing Gear Position and Warning Squat Switch Control Tip Gear Control LIGHTING-EXTERIOR Air Refueling External Lights Anti collision Landing Limits Power Navigation Lights Taxi and Crosswind Light Terrain Clearance (?) (D 14 & 20 (D (7), 12 & 14 & 13 Bailout Warning Control BNS Ground Cooling Ejection Seat Positioning Face Plate Defog Food Warming Cup and Oven Hatch Position Warning Liaison Radio Cooling Power Supply Master Caution Light Control Oxygen System Warning VGH Recorder Window Wiper LIGHTING-INTERIOR Aisle and Spot Dome Entry and Walkway Instrument Light Dimming Control Panel Press-To-Test Power Signal Light Standby Compass Table and Flood Thunderstorm Q& 19 (7), (7), (w). (u) & IS (7). (7). 15 , 16 '& 20 & G MISCELLANEOUS SYSTEMS Air Temperature Sensor Bulb Mani- fold MISSILE SYSTEM (GAM-77) AC Power Airplane Control Power Armament Control Autonavigator Autonavigator TR Unit DC Control Power Engine Emergency Shutoff Fire Detection Fuel Control Jettison Control Lock Control Separation Temperature Control Weapon Control Power & @ (7)& (GA) (6A) or 20A (7)& (6A) & @ (7)& (6A) O Circuit Breaker and Fuse Locations (Typical) (cont) Figure 1-22. (Sheet 6 of 7). Changed 15 February 1960 1-51 From RareAviation.com Section I 7.0. 1B-52G-1 CIRCUIT I PANEL I CIRCUIT I PANEL MISSILE SYSTEM (GAM-72) Bomb Door Control Relay GAM-72 A-C Power Fuses GAM-72 Body Fire Warning GAM-72 Control GAM-72 Gear Jettison GAM-72 Gear Jettison Cartridges Left No. 1 _ Left No. 2 Right No. 1 Right No. 2 GAM-72 Launch Control GAM-72 Program Control GAM-72 Training Jettison Control Jettison Power Missile Release Cartridge No. 1 Missile Release Actuator Missile Release Cartridge No. 2 Test and Control Body Fire Warning NAVIGATION EQUIPMENT AN/APN-69 Radar Beacon AN/ARN-31 Glide Slope AN/ARN-32 Marker Beacon AN/ARN-14 (Mr Test AN/ARN-21 Tacan 17 & 18 Automatic Astro Compass Auto-Nav Radar (Doppler-AN/APN-89) BNS Overheat Control BNS Radar Pressurization Compass Amplifier ME-1 Amplifier N-l Compass Periscopic Sextant Radio Nav Ind, A-C Radio Nav Ind, D-C Terrain Display True Air Speed Indicator True Heading Computer PHOTOGRAPHIC EQUIPMENT Auto Power Camera Control Power Camera Door Control Camera Door Power Camera Heater Power Camera Indicator Lights Camera Master Power 0-32 Exicitation Remote Initiation Vacuum Pump Circuit Breaker and Fuse iPanel Locations (Typical) (cont) Figure J-22. (Sheet 7 of 7). 1-52 Changed 15 May 1961 7.0. 1B-52G-1 Section I EXTERNAL POWER SYSTEMS ( Three external power receptacles are provided for ener- gizing airplane equipment from an external source: a main receptacle, a bombing navigational system recep- tacle, and a gunnery system receptacle. Main External Power The main external power (ac) is routed to the central bus I tie by means of a double external power receptacle (21, figure 1-2) located on the right side of the fuselage adja- cent to the forward wheel well. This receptacle has six pins. Three pins take 205-volt three-phase a-c power, I two pins are for ground, and one is for 24-volt d-c ex- I ternal power to energize the external power control re- lay through the phase sequence relay. The external power circuit breaker relay connects the a-c power to the airplane bus and is closed through actuation of the external power switch on the copilot's a-c control panel. The external power circuit breaker is closed through the open side of the generator circuit breakers. The main external power circuit breaker relay may be tripped by placing the external power switch to OFF position, shutting off the external power cart, pulling the plug, or energizing any generator. The external power circuit receives d-c control power from the ( right essential bus through a circuit breaker marked "Ext Pwr Contr CB" located on the copilot's circuit breaker panel. remaining pin is not used. The other receptacle is for d-c power and has three pins, two take 24-volt d-c for power and control and one is for ground. Power is supplied to the FCS circuit breaker panel through the actuation of the external power switch. If FCS external power is applied to the FCS receptacle, all FCS equip- ment will automatically be isolated from airplane power. In addition to the gunnery equipment, the domelight, ammunition rack lights, and interphone are supplied external power. External Power System Controls MAIN EXTERNAL POWER SWITCH. A three-position main external power switch (7, figure 1-19) on the a-c control panel is marked ON and OFF at extreme posi- tions respectively and is spring-loaded to the unmarked neutral position. The switch is provided for controlling the main external power system. When placed in ON position momentarily, the external power circuit breaker relay is closed and latched, feeding external power to the airplane distribution system provided phase sequence is correct and generator circuit breakers are open. When placed in OFF position momentarily, the external power circuit breaker relay is tripped open and external power is removed from the bus. The switch receives d-c control power from the right essential bus through a circuit breaker marked "Ext Pwr & Bus Tie Isolate" located on the copilot's circuit breaker panel. Bombing-Navigational System External Power External power for the bombing navigational system (BNS) is routed to the BNS circuit breaker panel by means of two receptacles (21, figure 1-2) located on the right side of the fuselage adjacent to the forward wheel well just aft of the main external power recep- tacle. One receptacle is for a-c power and has six pins. Three pins take 205-volt three-phase a-c power, one for ground, one for 24-volt d-c control power to energize the connecting relays through the phase se- quence relay, and the remaining pin is not used. A-C power is connected to the BNS circuit breaker panels through the actuation of the externa?power switch. The other receptacle has three pins, one pin for ground and two to take 24-volt d-c external power for control and power to the BNS circuit breaker panel. If external power is applied to the BNS receptacle while power is applied to the main external receptacle, the BNS ex- ternal electrical power will automatically isolate the BNS from the airplane power system. Fire Control System External Power External power for the fire control system (FCS) is routed to the aft a-c power shield by means of two receptacles located aft and adjacent to the right rear wheel well. One receptacle is for a-c power and has six pins. Three pins take 205-volt three-pha'se a-c power, one is for ground, one is for 24-volt d-c ex- ternal power to energize the connecting relay, and the y************Mfr, CAUTION In order to disconnect external power, the "Ext Pwr & Bus Tie Isolate" circuit breaker on the copilot's circuit breaker panel must be in. BOMBING NAVIGATIONAL EXTERNAL POWER SWITCH. A two-position ONOFF switch located on the BNS ground cooling control panel is provided for controlling the bombing navigational external power system. In ON position, the BNS control relay and BNS external power relays are energized feeding power to the BNS equipment provided phase sequence is cor- rect. In OFF position, the system is deenergized and external power is removed from the bus. The switch receives control power from the BNS external power receptacle. FCS EXTERNAL POWER SWITCH. A two-position ONOFF switch located on the forward side of the FCS circuit breaker panel is provided for controlling the FCS external power system. In ON position, the connecting relays are energized feeding power to the FCS equip- ment, gunnery compartment domelights, ammunition rack lights, and interphone, provided the phase sequence is correct. In OFF position, the system is deenergized and external power is removed from the bus. The switch receives control power from the FCS external power re- ceptacle. Changed 15 May 1961 1-53 From RareAviation.com Section I T.O. 18-520-1 (?) PILOTS CIRCUIT BREAKER PANELS (TYPICAL) 12-1-57 IBl! Figure 1-23. ISheet 1 of 12). 1-54 Changed 15 February 1961 T.O. Ik-526-1 Section I (?) COPILOTS CIRCUIT BREAKER PANEL (TYPICAL) r o Tie comtwl MJ sew EN8HUT!SkL> HYORAUL SHUTOFr___VALVES CKTWW MAsna TtlP mo LT mo box WINJMJW HEM POWE* Awl H* wmoows mwr mem MISCELLANEOUS AUX C0-FILOT MaT?* co-Riisre Xf" - w IHPH HTR . USHT com rosdiow pm12-1-58 Circuit Breaker Panels Figure 1-23. (Sheet 2 of 12). Changed 15 May 1961 1-55 From RareAviation.com Section I T.O. 18-526-1 ' Figure 1-23. (Sheet 3 of 12). 1-56 Changed 15 August 1960 7.0. 1B-52G-1 Section I (7) LEFT LOAD CENTRAL CIRCUIT BREAKER PANEL (TYPICAL) Circuit Breaker Panels (cont) Figure 1-23. (Sheet 4 of 12). Changed 15 February 1961 1-57 From RareAviation.com Section I T.O. 18-526-1 (7) RIGHT LOAD CENTRAL CIRCUIT BREAKER PANEL (TYPICAL) B B B B B B S HIIflBflBllliaiORIRIBHIIIiaNIIIIIIIIIIIIIIIIII Figure 1-23. (Sheet 5 of 12). 1-58 Changed 15 May 1961 T.O. 1B-52G-1 Section I G'L Circuit Breaker Panels (cont) Figure 1-23. (Sheet 6 of 12). Changed 15 May 1961 1-59 From RareAviation.com Section I 7.0. 18-526-1 ON OFF W 1' i BNS SYSTEM k) LEFT FORWARD BNS CIRCUIT BREAKER PANEL (TYPICAL) OFF IMO. 24-300V/+150 V N0.1+300V/-H50V +600 V --------- ' 1 " RDM POWER SUPPLY 300VZ-150V I MUM* vrBM-AY BNS SYSTEM ch TOPOGRAPHICAL COMPARATOR HEAT EXCHANGE i PUMP R/N POWER SUmY t 'H tXClUUOM- (T) AFT BNS CIRCUIT BREAKER PANEL (TYPICAL) a Figure 1-23. (Sheet 7 of 12). 1-60 Changed 15 May 1961 7.0. Ik-526-1 Section I (D RIGHT FORWARD BNS CIRCUIT BREAKER PANEL (TYPICAL) BOMB SYSTEM WEAPON COHTR MLTASl NTH ELIAJl| MTfl k COMT PQ5 H> CAfrtstpces cam-71 WO-IAUHCH (SRAM MT ALT V tz T*>< PARA- SWSSS 6AT1 nm* ATAYte c ?5_. ' (7. 5; v A?5 HEatSR AttSttYS COWTI tz. tz rw ait VYCAPON <* I r L4* PAtA 1 mm lune ttc 1 4 4- / 'Vs/ **mn Atm corniCircuit Breaker Panels (cont) Figure 1-23. (Sheet 8 of 12). Changed 15 May 1961 1-61 From RareAviation.com Section I 7.0. 1B-52G-1 AUXILIARY BNS CIRCUIT- BREAKER PANEL (TYPICAL) IIBIBIRHHIillHIBBHHIESBHBHBSIBHIBHHBIIIIIIIIHIIIIIII Figure 1-23. (Sheet 9 of 12). 1-62 Changed 15 May 1961 7.0. Ik-526-1 Section I 12-1-63 Circuit Breaker Panels (cont) Figure 1-23. (Sheet 10 of 12). Changed 15 May 1961 1-63 From RareAviation.com Section I T.O. Ik-526-1 (w)ECM CIRCUIT BREAKER PANEL (TYPICAL) num Figure 1-23. (Sheet 11 of 121. 1-64 Changed 15 February 1961 T.O. 1B-52G-1 Section I Main External Power System Indicator A three-position tab indicator (5, figure 1-19) located on the a-c control panel provides a means of indication that the main external power circuit breaker relay is closed and main external power is on the bus. Two positions of the tab indicator are bars and the other is OFF. The bars are white and run vertically and hori- zontally through the center of a black indicator. The OFF indicator is black and has OFF marked in white across the center of the indicator. When the bar is lined up with the reference line on the a-c control panel, the external power circuit breaker is closed and power is on the airplane bus. When the bar is at a right angle to the reference line on the a-c control panel, the ex- ternal power circuit breaker relay is open and external power is isolated from the airplane bus. OFF position indicates the tab indicator is not receiving control power. The indicator receives d-c control power from the right essential bus through a circuit breaker marked "Ext Pwr Contr located on the copilot's circuit breaker panel. No provisions are made for BNS or FCS ex- ternal power indications. HYDRAULIC POWER SUPPLY SYSTEMS The hydraulic systems of this airplane differ from a conventional system in decentralization. Instead of the usual single main hydraulic system serving an en- tire airplane, there are six independent systems (fig- ure 1-24) consisting of inboard and outboard right and left wing hydraulic systems and right and left body hy- draulic systems. Engine-driven pumps, which supply normal pressure to the systems, are mounted on the right side of engines 1, 3, 4, 5, 6, and 7. Electric motor-driven standby pumps, available for use in all systems except the inboard wing systems, are installed at left and right wing trailing edge locations and left and right body locations. Engine-driven pumps 1 and 7 sup- ply normal pressure to the outboard spoilers and tip protection gear. The outboard left and right wing lo- cation electric motor-driven pumps supply standby pressure to the outboard spoilers and tip protection gear. The engine-driven pumps on engines 3 and 6 supply normal pressure to the inboard spoilers and provide emergency pressure for extension of the tip protection gear. The engine-driven pumps installed (6B) AFT ASM CIRCUIT BREAKER PANEL Plus B3 Circuit Breaker Panels (cont) 124 Figure 1-23. (Sheet 12 of 12). Changed 15 May 1961 1-65 From RareAviation.com Section I 7.0. 1B-52G-1 W////7//4 AIR REFUELING RECEPTACLE 5? RIGHT BODY SYSTEM RIGHT INBOARD WING SYSTEM LEFT BODY SYSTEM LANDING GEAR ACTUATOR LANDING GEAR ACTUATOR RIGHT OUTBOARD WING SYSTEM LEFT INBOARD WING SYSTEM LEFT OUTBOARD WING SYSTEM I rzzzz.: Z7ZW///Z1 M wzzzzz/zr. LANDING GEAR ACTUATOR I-------1---STEERING & CROSSWIND TRIM STEERING & CROSSWIND . TRIM 1 1 1 1 BRAKES BRAKES FWD. BOMB DOOR ACTUATOR AFT BOMB DOOR ACTUATORLANDING GEAR ACTUATOR1 CROSSWIND TRIM 1 CROSSWIND TRIM 1 1 1 1 BRAKES BRAKES NORMAL PRESSURE EMERGENCY ALTERNATE PRESSURE ELECTRIC STANDBY HYDRAULIC PUMP ELECTRIC GROUND SERVICE (TEST) HYDRAULIC PUMP ENGINE DRIVEN HYDRAULIC PUMP {Hydraulic System Locations Figure 1-24. 1-66 7.0. 1B-52G-1 Section I on engines 4 and 5 supply normal pressure to the body systems. The left and right body location electric mo- tor-driven pumps provide standby pressure for the es- sential systems normally serviced by engines 4 and 5 respectively. The left body system supplies normal pressure to the air refueling system, left forward land- ing gear, brakes, steering and crosswind trim, left aft landing gear, brakes, crosswind trim, and the stabi- lizer nut. It also supplies emergency pressure to the right forward landing gear, forward bomb door, and right aft landing gear. The right body system supplies normal pressure to the right forward landing gear, brakes, steering and crosswind trim, forward and aft bomb doors, right aft landing gear, brakes, crosswind trim, and the stabilizer screw. It also supplies emer- gency pressure to the air refueling system, left for- ward, and left aft landing gear. Due to a one-way check valve in each body system, the left body standby pump is able to supply standby pressure only to the air re- fueling system, left forward landing gear, brakes, steering and crosswind trim, and right forward land- ing gear. The right body standby pump, in a similar manner, is able to supply standby pressure only to the right aft landing gear, brakes, crosswind trim, stabi- lizer screw, and left aft landing gear. See "Hydraulic System Operation, " Section VH. Pressure can be fur- nished from either of two engine-driven pumps or a standby pump for operation of the stabilizer, brakes, landing gear, air refueling toggle actuator, and air re- fueling doors. No standby pump pressure is available to the bomb doors. Reliability of the airplane hydrau- lic systems is assured by alternate sources of pres- sure, providing increased life to vital equipment dur- ing either combat or routine missions. HYDRAULIC SUBSYSTEMS A variable delivery engine-driven pump supplies nor- mal pressure to each hydraulic system (figure 1-25). Each pump has a rated flow of 12 gallons per minute at an output pressure of 2800 psi, with cutout pressure at 3000-^-250), and provides both variable flow and pressure. At cutout pressure, the pumps continue to operate but discontinue delivery; the fluid is bypassed to return. With exception of the inboard spoilers and the aft bomb door actuator, each separate hydraulic power supply system (brakes, steering, landing gear, etc) has either or both emergency and standby alter- nate sources of pressure. Each electric motor-driven standby pump has a rated flow of 3 gallons per minute at 1300 psi output pressure. The variable delivery standby pumps, which discontinue delivery at a cutout pressure of 3000 (+50/-0) psi, are controlled by indi- vidual switches on the pilot's side panel. According to system demand, a standby pump may run continu- ously for several hours under emergency conditions. A pressure switch is incorporated in each system to control the respective pressure low warning light for that system. The lights, which indicate main pump pressure only, are located on the pilot's side panel. A pressure transmitter in each system located down- stream of the system one-way check valve registers system pressure at the hydraulic pressure gage on the pilot's side panel. Oil-air type accumulators, winch have attached air gages, are incorporated to provide air preload pressure for accelerating the operation of outboard wing system components and certain body system components. In the brake pressure lines, re- strictor valves are located downstream from the ac- cumulators to prevent a momentary drop in pressure. Direct application of pressure is provided to the sta- bilizer hydraulic motors and the bomb door, landing gear, and air refueling toggle actuators. Where the restrictor valves are located downstream from the ac- cumulator in the brake pressure lines, a thermal relief valve with an opening pressure of 3750 (100) psi is lo- cated at each accumulator to relieve excess pressure caused from continuous use of the brakes. Hydraulic fuses of two types, which are installed as a safety fea- ture in certain systems, will automatically close when a break in a downstream line allows more flow than the calibrated rate of a fuse, thus preventing the loss of an excessive quantity of hydraulic fluid. The fuse types consist of Type I and Type H which are similar in per- formance and differ only in the manner in which they are reset after closing. Type I fuses require that pres- sures on each side of the fuse be equalized and Type II fuses require reverse flow for resetting. The wheel brake system incorporates two 60 cubic inch Type I fuses in the slave control lines and eight 120 cubic inch Type II fuses in the wheel brake pressure lines. Two 120 cubic inch Type I fuses are installed upstream of the emergency extension control valves of the tip pro- tection gear. Two 60 cubic inch Type 1 fuses are used in the air refueling pressure actuating lines on air- planes On airplanesEgEa> two 120 cubic inch Type 1 fuses are used in the air refueling pres- sure actuating lines. A motor-operated hydraulic shutoff valve is installed in the supply line of each system for control of fluid from the reservoir to the engine-driven pump. The shutoff valves are open and provide a continuous flow of hydraulic fluid when the engine fire shutoff switches on the pilots instrument panel are pushed in to the normal position. Hydraulic Pump (Engine-Driven) Each engine-driven hydraulic pump is a complete pack- aged unit with engine mounting provisions. The pumps are of variable delivery design and are driven by the engines at a ratio speed of 0. 355 of engine rpm. The pumps operate continuously with engine operation, are self-regulating, and react to either continuous or in- termittent demands of power, supplying variable flow and pressure accordingly. Each pump has a rated flow of 12 gallons per minute with an output pressure of 2800 psi with pump rpm at 3100. Pump cutout pres- sure is 3000 (250) psi. Due to being controlled by operation of the engines, there are no manual-type controls for energizing the engine-driven hydraulic pumps. Cavitation of the pump is prevented by keep- ing a head of fluid available to the pump by air pres- surization of the supply portion of the system. The pumps utilize hydraulic fluid from the supply for cool- ing and lubrication. Shutoff of the supply will result in damage to the pump while the engine is windmilling. Changed 15 May 1961 1-67 From RareAviation.com Section I T.O. 18-526-1 ENGINE DRIVEN ENGINE DRIVEN QUICK DISCONNECTS PUMP STBY CHECK VALVE STANDBY PUMP SWITCH FILTER AND FLOW CONTROL ORIFICE FIRE SHUTOFF SWITCH U.H OFF ACCUMULATOR 3.5 GALLON RESERVOIR FROM AIR BLEED SYSTEM TO OUTBOARD AIRBRAKE CONTROL ACTUATOR (Figure 1-33) TO TIP GEAR SYSTEM (Figure 1-38) TO OUTBOARD SPOILERS (Figure 1-33) PRESSURE REGULATING RELIEF VENT RELIEF MASTER CAUTION LIGHT PRESSURE SWITCH LOW PRESSURE WARNING LIGHT MOTOR DRIVEN STANDBY PUMP HYDRAULIC PRESSURE GAGE PRESSURE TRANSMITTER VALVE I OUTBOARD WING SYSTEM (TYPICAL) PUMP MASTER CAUTION MASTER CAUTION LIGHT GROUND SERVICE (TESTI PUMP PRESSURE SWITCH SPRING GROUND (TEST) PUMP LOADED SERVICE SWITCH 3.5 GALLON RESERVOIR PRESSURE TRANSMITTER HYDRAULIC PRESSURE GAGE EMERGENCY PRESSURE FOR TIP GEAR SYSTEM (Figure 1-38) INBOARD SPOILERS lure 1-33) k TO INBOARD AIRBRAKE control actuator r (Figure 1-33)INBOARD WING SYSTEM (TYPICAL) Figure 1 -25. (Sheet 1 of 2). 1-68 Changed 15 Moy 1961 7.0. 1B-52G-1 Section I MAIN PRESSURE EMERGENCY PRESSURE STANDBY PRESSURE SUPPLY RETURN OFF (IN) NORMAL AIR PRESSURE ELECTRICAL CIRCUITS (OUT) FIRE SHUTOFF FIRE SHUTOFF SWITCH FIRE SHUTOFF SWITCH STANDBY PUMP SWITCH ENGINE DRIVEN PUMP ENGINE DRIVEN PUMP TO LEFT REAR LANDING TO LEFT REAR GEAR STEERING (Figure 1-40) TO GEAR QUICK DISCON- NECTS EMERG. PRESSURE TO RIGHT REAR LANDING GEAR ACTUATOR (Figure 1-37) TO RIGHT REAR GEAR STEERING (Figure 1-40) TO STABILIZER TRIM SYSTEM (Figure 1-32) SYSTEM STANDBY PUMPGROUND SERVICE (TEST) PRESSURE PRESSURE SWITCH MASTER CAUTION ST BYQUICK DISCON- NECTS LOW PRESSURE WARNING LIGHT MASTER CAUTION LIGHT EMERGENCY PRESSURE ACTUATOR (Figure 4-52) MANUALLY OPERATED SERVICE VALVE 6. 7 GALLON K RESERVOIR TO LEFT FWD GEAR STEERING (Figure 1-40) 1.0 GALLON STANDBY PUMP RESERVOIR TO AIR REFUELING DOORS AND TOGGLE ACTUATOR (Figure 4-57) LANDING GEAR ACTUATOR (Figure 1-37) X TO LEFT FWD GEAR BRAKES (Figure 1-42) EMERGENCY PRESSURE A RIGHT FWD LANDING ' ACTUATOR (Figure 1-37) LEFT BODY SYSTEM TO LEFT REAR GEAR BRAKES (Figure 1-42) TO STABILIZER TRIM SYSTEM (Figure 1-32) Changed 15 May 1961 FROM RT. INBOARD SPOILER RESERVOIR AIR PRESSURIZATION SYSTEM LOW PRESSURE WARNING LIGHT PRESSURE SWITCH 6.7 GALLON RESERVOIR MASTER CAUTION LIGHT MASTER CAUTION STBY OFF STANDBY PUMP SWITCH TO FWD BOMB DOOR ACTUATOR (Figure 4-52) TO RIGHT FWD GEAR STEERING (Figure 1-40) EMERGENCY PRESS TO AIR REFUELING DOORS AND TOGGLE ACTUATOR (Figure 4-57) TO RIGHT FWD STANDBY PUMP TO RIGHT FWD 4 LANDING GEAR t START '7) GROUND START CONNECTION SHUTOFF VALVE NO. 4 STRUT BLEED VALVE TO ANTI-ICE AIR CONDITIONING PACK HEAT EXCHANGER RAM AIR SCOOP TO AIR CONDITIONING SYSTEM (Figure 4-2} STARTER SW TCH TYPICAL AUTOMAT C GROUND COOLING EJECTOR CONTROL NO. 3 STRUT BLEED VALVE GROUND OFF START MANIFOLD TEMPERATURE NDICATOR BODY CROSSOVER MANIFOLD VALVE * TO HYDRAULIC RESERVO R PRESSURIZATION (Figure 1-25) STARTER SELECTOR SW TCH FLGHT START TO HYDRAULIC RESERVOIR PRESSURIZATION Woure 1-25) MANIFOLD VALVE SWITCH * Controlled by Master Switch and Bleed Selector Switch of Air Condi- tioning System to allow one valve (not both) to be open while Mani- fold Valve Switch is CLOSED. All valves open when Manifold Valve Switch is OPEN. CHECK VALVE ENGINE STARTER TEMPERATURE SENSOR BLEED AIR RAM AIR ELECTRICAL CIRCUITS Air Bleed System Figure 1-27. 1-72 7.0. 18-526-1 Section ! Hydraulic reservoir pressurization, nacelle anti-icing, and air conditioning pack heat exchanger ram airscoop anti-icing also are supplied high pressure hot air from the air bleed system. The system is designed so that normal airflow is from No. 2 nacelle through an auto- matically controlled precooler in the No. 2 strut into the distribution ducting in the wing and fuselage. This results in normal duct temperatures not exceeding 232 I (+14/-42) C by automatic regulation of the amount of ram coolant air passing through the heat exchanger in the precooler. During ground operation, this coolant airflow is induced by a ground cooling ejector using bleed air turned on automatically when ram airflow is insufficient for cooling. In event of failure of the sup- ply from No. 2 nacelle, emergency airflow may be ob- tained from No. 3 nacelle, bypassing the precooler. This results in bleed air which is not precooled sub- jecting distribution ducting and the air conditioning sys- tem directly to engine bleed air temperatures of 232 to 399 C (490 to 750 F), depending upon engine power settings and OAT. The distribution ducting and the routing it follows, particularly along the wing leading edge, are not designed for safe operation at tempera- tures above 246 C (475 F). The air bleed system control power supply is described under "Air Condi- tioning System - Control Power Supply, " Section IV. MANIFOLD VALVE SWITCH The OPEN--CLOSE manifold valve switch (4, figure 1-10), guarded to the CLOSE position, is located on the copilots side panel. OPEN position, used pri- marily for engine starting, provides for airflow from any engine to any other engine by supplying 118-volt single-phase ac to open the motor-driven body cross- over manifold and No. 3 strut bleed valves, and TR power to open the normally closed solenoid-operated No. 1 and 4 strut bleed valves. In OPEN position, air conditioning system control of the body crossover mani- fold and No. 3 strut bleed valves is discontinued. This results in hot bleed air being interconnected between all engines through the body crossover manifold. The guarded CLOSE position restores 118-volt single-phase ac to the air conditioning system controls for manage- ment of bleed air source selection, and removes TR power from the solenoid-operated No. 1 and 4 strut bleed valves which resume their normally closed posi- tions. MANIFOLD TEMPERATURE GAGE The manifold temperature gage (2, figure 1-10) on the copilot's side panel indicates the temperature from 0 to 300 C in the air bleed manifold. The gage is elec- trically operated by TR power through the "Manifold Air Temp" circuit breaker on the right load central circuit breaker panel through a temperature sensor bulb in the manifold near the air conditioning duct lead- off. See figure 5-1 for gage markings. FLIGHT CONTROL SYSTEMS Primary flight control of-the airplane is accomplished by three basic systems; the elevator, rudder, and lat- eral control systems. The control surfaces of the ele- vator and rudder are moved to desired control positions by air forces acting upon control tabs. These tabs, in turn, are moved by cables which are connected to dual control wheels, control columns, and rudder pedals located at the pilots' stations. Lateral control is ac- complished by spoilers which are part of a spoiler and airbrake control system. Ailerons are not installed on the airplane. GUST DAMPERS No internal or external surface locks are provided for the flight controls. To prevent damage due to gusts, hydraulic dampers are provided for the elevator and rudder surfaces. One gust damper is installed near the bottom of the vertical fin and connected to the rud- der by a pushrod; the rod acts through a piston which is opposed by hydraulic fluid to provide damping. A separate gust damper is required for each half of the elevator; these dampers are located in the stabilizer on each side of the fuselage and are identical and in- terchangeable with that used on the rudder. The damp- ers are completely self-contained and are automatic in operation. They will prevent damage to the flight con- trols from gusts up to 65 knots. The damping action will not be felt during normal flight control movement. I CAUTION | When gusts above 65 knots (75 mph) are expe- rienced, it is advisable to park the airplane headed into the wind. Landing gear downlocks should be installed and wheels chocked. If the airplane is subjected to ground gusts of 65 knots or more, the elevator and rudder structures will be overloaded. All of the gust damping mecha- nism and its supporting structure, together with the rudder and elevator hinge No. 1 supporting structure, should be thoroughly inspected for damage. RUDDER SYSTEM Directional control and trim are achieved with the rud- der system. The rudder is a floating surface, operated by control and stability tabs. Control and Stability Tabs Two tabs are provided on the trailing edge of the rud- der. The lower tab is the control tab and is operated by direct linkage from the rudder pedals. The upper tab is the stability tab which is connected by mechanical linkage to the magnetic yaw damper and acts to dampen lateral oscillations (Dutch roll). The stability tab can also be operated by rudder pedal linkage through a me- chanical pickup which occurs at approximately the mid- point in rudder control system movement in either di- rection from neutral. The damper assembly incorpo- rates an overtravel spring cartridge which permits the pilot to "pick up" and move the stability tab without also having to move the damper. For additional information on the stability tab, see "Rudder Stability Tab, " Section VI. Changed 15 May 1961 1-73 From RareAviation.com Section I 7.0. 18-520-1 Rudder Pedals The rudder pedals are conventional and are adjustable fore and aft by levers on the inboard side cf each panel. A vertical hinge incorporated into each pedal allows the pedals to be individually folded aft to provide additional leg room. The rudder control tab and (through the pick- up) the stability tab can be moved to their limits of travel by movement of the rudder pedals; the tabs then serve to move the control surface to the desired position. Rudder Q-Spring Rudder feel and centering is provided by a rudder Q- spring in the cable system. This device consists of two bellows chambers attached to fuselage structure. Ram air from the leading edge of the fin enters the two chambers and exerts a pressure directly proportional to indicated airspeed; this pressure exerts a force on a cable which is attached to a Q-spring arm on the rud- der torque tube. Tension in the cable tends to keep the Q-spring arm centered, thereby also centering the rud- der control system. It also adds a resistance to pilot control force, thus simulating airloads on a conventional rudder system. Rudder Trim A ball bearing screw actuator, which is extended or retracted by a cable system attached to the rudder trim knob, moves the rudder torque tube to a new po- sition relative to the Q-spring lever and provides rud- der trim. The Q-spring tends to maintain the torque tube in the neutral position as set by adjustment of the trim knob. Similarly, rudder trim is maintained by movement of the torque tube when the autopilot is en- gaged. Movement of the rudder pedals in flight rotates the torque tube causing displacement of the Q-spring lever; however, when use of rudder is discontinued, Q-spring force returns the torque tube to the neutral position. Use of rudder trim will displace the entire rudder control system including the rudder control tab and the rudder pedals. RUDDER TRIM KNOB AND INDICATOR. The rudder trim knob and indicator (20, figure 1-12) on the aisle stand are the only controls provided for rudder trim. Rotation of the knob actuates the trim screw and re- positions the rudder torque tube to a new neutral trim which is maintained by the Q-spring. The indicator is a mechanical indicator calibrated in units of trim up to a maximum of 12 units nose left and 12 nose right. ELEVATOR SYSTEM The elevators are floating surfaces, operated by con- trol tabs located on the trailing edge of each elevator at the inboard end. The left and right elevator halves are independently hinged and may move independently of each other on the ground. (Since the control tabs are interconnected, the elevator halves will always act together in flight.) The control tabs are cable-opera- ted from the pilots' control columns. The control columns transmit control movements through sepa- rate control column disconnect mechanisms to the re- spective right and left forward control cable quadrant, where a pair of cables joins them into a single system. Either or both control columns may be manually dis- connected from the cable system and stowed forward against the instrument panel. A connection is provided between the disconnect linkage and the seat ejection system so that the column will be automatically dis- connected and stowed during the seat ejection cycle. Elevator Q-Spring Elevator feel and centering is provided by an elevator Q-spring in the cable system. The Q-spring consists of a single bellows chamber attached to the empennage structure operating in conjunction with a steel coil spring preloaded in tension to provide control center- ing force in the low speed range. Operation of the ele- vator control system in either direction from neutral immediately places a cable in tension against the re- sistance of the Q-spring and the coil spring. Conven- tional elevator trim is not provided; pitch trim is ac- complished by hydraulically moving the entire stabilizer. Control Columns and Disconnect Levers Conventional pilot's and copilot's control columns (4, figure 1-30) are provided which can be manually dis- connected from the elevator system by pushing forward and downward on control column disconnect levers (7, figure 1-30). These levers are located near each pi- lot's outboard armrest and below their respective side panels. When disconnecting a control column, grasp the control wheel, push down on the disconnect lever, and assist the control column into its stowed position. This procedure will prevent the control column from banging against its structural stop. The columns can be reconnected after manual disconnect by pulling them back into the normal position where they will automati- cally engage. STABILIZER TRIM SYSTEM Pitch trim of the airplane is provided by the stabilizer trim system (figure 1-31). The leading edge of the stabilizer is raised and lowered by a jackscrew driven by two hydraulic motors. One of the motors drives the screw and the other drives the nut. The motor driving the screw is supplied with pressure from the right body hydraulic system while the left body hydraulic system supplies the motor driving the nut. The hydraulic pres- sure to the motors is metered by valves which are con- trolled by the cable system or a parallel electric trim control system through a followup system. The me- chanical followup system automatically returns the metering valves to the closed position when the stabi- lizer reaches the position called for by the cable sys- tem, the electric trim control system, or the auto- pilot. When engaged, the autopilot provides stabilizer trim through the followup system. An alternate source Figures 1-28 and 1-29 Deleted. 1-74 Changed 15 May 1961 7.0. 1B-52G-1 Section I of hydraulic pressure for the upper hydraulic motor (which drives the screw) is furnished by the right body standby pump. No standby pump is provided for the lower hydraulic motor (which drives the nut). Stabi- Ilizer speed is approximately four units every 10 sec- onds with both left and right body hydraulic systems operating and engines at idle. When operated only on standby pressure, this speed is reduced to approxi- | mately one unit every 10 seconds. Trim position creep- ing, due to airloads on the stabilizer when the hydraulic system is unpressurized, is prevented by a hydrauli- cally released brake on each hydraulic motor drive. This brake is completely released when hydraulic pres- sure is above 1000 psi. The electrical input into the I followup system is equivalent to approximately seven units of stabilizer travel every 10 seconds. Pitch trim is not automatically adjusted when the wing flaps are raised and lowered. An automatically operated heat- ing element is installed in each followup screw to pre- vent icing of the screw threads. For operating limita- tions of the stabilizer trim system, see "System Limi- tations, " Section V. NOTE If heater elements are not installed or are in- operative, the stabilizer trim system may be- come inoperative under certain conditions of temperature and humidity. This inoperative condition could be caused by frost or ice build- up on the followup screws which may jam the screws and prevent stabilizer operation either manually or electrically until the frost or ice is melted. Operation without heaters after cold soak at altitude may result in a reduced opera- tion rate electrically and sponginess in the op- eration of the manual trim wheel. Stabilizer Trim Wheels and Indicators Manual control of the stabilizer trim metering valve is provided by rotation of the stabilizer trim wheels (10, figure 1-12) on the aisle stand. The pilot's trim wheel is attached to the throttle shaft and operates through a chain sprocket linkage to move a trim indi- cator located forward and inboard of the wheel. The copilot's trim wheel and trim indicator are located op- posite to the pilot's trim indicator. The indicators are calibrated in units of stabilizer leading edge movement from nine units "Airplane Nose Dn" to four units "Air- plane Nose Up" with one unit equaling 1 degree of sta- bilizer travel. Any trim accomplished using the elec- tric trim control system will feed back through the ca- ble system rotating the manual trim wheels and indi- cators. The manual trim wheels can be used to over- ride the electric trim control system or autopilot trim system. The trim wheel face and periphery is painted in alternate black and white segments as a visual aid and reminder when the electric trim control system is being used. NOTE COPILOTS CONTROL COLUMN AND DISCONNECT LEVER SHOWN PILOTS OPPOSITE 1. STABILIZER AND LATERAL TRIM BUTTON 2. AUTOPILOT AND AIR REFUELING (IFR) BOOM RELEASE BUTTON 3. CONTROL WHEEL 4. CONTROL COLUMN 5. FLIGHT DATA CARD HOLDER 6. INTERPHONE-MIKE TRIGGER SWITCH 7. DISCONNECT LEVER Control Column and Disconnect Lever Figure 1-30. Changed 15 May 1961 1-75 From RareAviation.com Section I 7.0. 1B-52G-1 JACKSCREW OUT NORMAL CUTOUT SERVOS ENGAGE EL. IN STABILIZER AND LATERAL TRIM BUTTON DISEN- GAGE PILOT'S CIRCUIT BREAKER PANEL HYDRAULICALLY RELEASED BRAKE STABILIZER TRIM CUTOUT SWITCH AUTO PILOT STABILIZER TRIM SERVO FROM RIGHT BODY HYDRAULIC SYSTEM (FIGURE 1-25) JACKSCREW NUT STABILIZER CLUTCH PRESSURE RETURN ELECTRICAL CIRCUITS MECHANICAL ACTUATION METERING VALVE STABILIZER TRIM WHEELS FROM LEFT BODY HYDRAULIC SYSTEM (FIGURE 1-25) WETERING VALVE LEFT TR POWeT"! SERVOS ENGAGE SWITCH ELEVATOR SERVO CUTOUT SWITCH NOSE DOWN NOSE UP UPPER HYDRAULIC MOTOR LOWER HYDRAULIC MOTOR I FOLLOW-UP 1 LINKAGE HYDRAULICALLY RELEASED BRAKE TRIM INDICATORS A-C POWER RELAYS TRIM CONTROL MOTORStabilizer Trim System 133 Figure 1-31 1-76 TO. 1B-52G-1 Section I Stabilizer and Lateral Trim Buttons Stabilizer and lateral trim buttons (1, figure 1-30) are located on the outboard grips of the pilots' control wheels. Guards are provided on the wheels at the stabilizer trim switch housings to prevent inadvert- ent actuation of the trim switches. To initiate electri- cal control of the stabilizer trim, either the NOSE UP or NOSE DN position is used. The buttons are spring- loaded to an unmarked center OFF position. :: caution :> ' ^**vvv******vv*>vvv The spring-loaded feature of the stabilizer trim switch should not be relied on to return the switch to neutral. The pilot should manually return the switch to neutral with a positive thumb movement each time it is used. To aid in recognizing a malfunctioning electrical trim system before reaching an extreme out-of-trim condition, the trim switch will be actuated in short intermittent bursts when used during flight. Due to the pos- sibility of the switch sticking, care should also be taken to avoid inadvertent actuation of the switch when flying on autopilot. A runaway trim condition would result if a trim switch was stuck and the autopilot was disengaged. Moving a button to either trim position closes a circuit to supply left TR power to one of two power relays. These relays will switch 205-volt three-phase a-c power to operate the trim control motor. The trim control cir- cuit breaker is marked "Trim Contr" and is located on the "Miscellaneous" portion of the pilot's circuit breaker panel. Positioning a button to a trim position will also supply TR power to the respective nose up or nose down clutch solenoid in the trim actuator. The stabilizer trim function of the stabilizer and lateral trim buttons is inoperative when the autopilot elevator servo cutout switch is positioned to IN and the autopilot servos en- gage switch is positioned to ENGAGE. This is accom- plished by electrically disconnecting the control cir- cuits between the trim buttons and the actuator clutches and power relays. For operating limitations of the sta- bilizer trim system, see "Systems Limitations, " Sec- tion V. Stabilizer Trim Cutout Switch A guarded CUTOUT--NORMAL stabilizer trim cutout switch (9, figure 1-12) on the aisle stand is provided to disconnect the d-c control circuits between the trim buttons and the clutch solenoids in the trim actuator and between the trim buttons and the a-c power relays. When this switch is in CUTOUT (guard up) position, the circuits are broken and the stabilizer trim cannot be operated electrically. For normal electrical con- trol of stabilizer trim, this switch must be in NORMAL (guard down) position. Manual control of stabilizer trim is not affected by the cutout switch in either CUT- OUT or NORMAL position. LATERAL CONTROL SYSTEM Lateral control of the airplane is provided by the spoil- er, spoiler trim, and airbrake control system. Rota- tion of the control wheels actuates hydraulically op- erated spoilers located on the upper surface of each wing just aft of the rear spar. Raising the spoilers interrupts the flow of air over the wing, causing a re- duction in lift and an increase in drag. Information on the operation of the lateral control system is presented under "Spoiler and Airbrake System, " this section. Control Wheels Dual control wheels (3, figure 1-30) are provided for the pilots. Each wheel has, on its outboard handgrip, a stabilizer and lateral trim button, an autopilot and air refueling (IFR) boom release button, and an inter- phone - mike trigger switch. A flight data card can be placed in a slot (3, figure 1-30) in front of the medallion on the pilot's and copilot's control wheels. NOTE The control wheels are not disconnected from the lateral controls when the control columns are disconnected. LATERAL TRIM SYSTEM An electrically controlled lateral trim system (figure 1-32) provides a means of obtaining lateral trim (lat- eral control neutral position). Lateral trim buttons on the control wheels control a single centrally located electrical trim actuator which is cable-connected to an actuator drum on the spoiler centering mechanism in each wing. Rotation of the actuator drum relocates the neutral position for each centering mechanism which in turn tends to hold the entire lateral control system in a new position. Maximum displacement of the neutral po- sition is equivalent to approximately 20 of rotation to left and right of the zero control wheel position. Limit switches which are incorporated within the electrical trim actuator prevent the actuator from exceeding its maximum allowable travel. The effect of lateral trim from RareAviation.com Section I T.O. 1B-52G-1 will be modified as airbrakes are applied, making re- adjustment of lateral trim necessary. Stabilizer and Lateral Trim Buttons Lateral trim control is provided by a stabilizer and lateral trim button (1, figure 1-30) on the outboard hand- grip of each control wheel. These buttons have L WING DNR WING DNNOSE DOWNNOSE UPOFF posi- tions and are spring-loaded to OFF position. Only the first two positions and the unmarked center OFF posi- tion affect the lateral trim. The other two trim posi- tions control stabilizer trim. When moved sideways to the L WING DN or R WING DN positions, the buttons close contacts to supply TR power to one of two lateral trim relays. This relay, when energized, will close contacts to supply 118-volt single-phase a-c power to the lateral trim actuator. The lateral trim circuit breaker is marked "Lateral Trim Actuator" and is lo- cated on the "Miscellaneous" portion of the pilots circuit breaker panel. The d-c control circuit to each trim relay is closed only when the other relay is de- energized; thus, when one pilot is trimming the lateral control system, the other pilot's trim circuit is dis- connected. The trim buttons energize either the stabi- lizer or the lateral trim circuits but not both at the same time. The stabilizer trim function of the buttons is de- scribed under "Stabilizer Trim System," this section. NOTE Use of a trim button does not position the con- trol wheels. Lateral trim is accomplished by coordination of trim button actuation with con- trol wheel movement. As lateral trim is ac- complished, centering spring loads are relieved when a neutral position is established for the lateral control centering mechanism of each wing. The neutral trim position, as provided by rotation of the lateral trim actuator drum, will allow the airplane lateral attitude to re- main as positioned by the control wheels after a stable trimmed condition has been established. PILOTS CIRCUIT BREAKER PANEL TO OTHER WINGa Lateral Trim System Figure 1-32. 1-78 Changed 15 February 1960 T.O. 1B-52G-1 Section 1 Lateral Control Trim Cutout Switch The 118-volt single-phase a-c circuit for the lateral trim actuator can be disconnected by actuating a CUT- OUT--NORMAL guarded switch (8, figure 1-12) on the left side of the aisle stand. When the switch is in CUT- OUT (guard up) position, the circuit is broken and lateral trim is inoperative. This switch must be in NORMAL (guard down) position before lateral trim can be accom- plished. Lateral Trim Indicator A single lateral trim indicator (43, figure 1-13 and 16, figure 1-13A) is located on the forward instrument panel in front of the pilot. The indicator provides an indica- tion of input trim which is comparative with spoiler po- sition. Spoiler position does not necessarily correspond to indicated trim which is electrically positioned by the lateral trim actuator shaft. As much as 3 of trim in- dication may be necessary to compensate for tolerances in the lateral control system. The indicator is calibrated in degrees of spoiler position from 0 to 15 spoiler up with a separate scale for left and right spoilers. The indicator pointer is a single needle pointed at both ends and will indicate on either scale. The pointer is elec- trically connected to a position transmitter on the lat- eral trim actuator shaft. The indicator utilizes TR power through a circuit breaker marked "Lateral Trim" on the "Flight Indicators" portion of the pilot's circuit breaker panel. SPOILER AND AIRBRAKE SYSTEM Lateral control and airbrake action are provided by a spoiler and airbrake system (figure 1-33). Each wing is provided with seven spoilers which perform a dual function. When the control wheel is rotated, the spoil- ers are actuated to provide lateral control. In addi- tion, when an airbrake lever is actuated, the spoilers are raised symmetrically to act as airbrakes. The spoilers are numbered from left to right, No. 1 through 7 being on the left wing and 8 through 14 on the right wing. Each of the 14 spoilers has a separate hydrau- lic actuator. On each wing, the four outboard spoilers are mechanically linked to operate as a unit and are called group A. The three inboard spoilers are also mechanically linked to operate as a unit and are called group B. Group A spoilers are powered by the outboard wing hydraulic system (hydraulic pumps on engines 1 and 7); group B spoilers are powered by the inboard wing hydraulic system (hydraulic pumps on engines 3 and 6). Hydraulic pressure is metered by four meter- ing valves, one for each group of spoilers. The four metering valves are controlled through four differential mechanisms, one for each valve, which allow the me- tering valves to be operated by either airbrake control, lateral control (including lateral trim), or both simul- taneously. When lateral control and airbrake control mechanisms are used simultaneously, the differential mechanisms in one wing will be moved the total amount called for by both control systems and the spoilers will respond to the total control signal. At the same time, the differential mechanisms in the opposite wing will receive control movements in the opposite direction. The net result is that the output movement of the dif- ferentials is the difference between opposing input sig- nals; the spoilers respond to the difference in the two. This will result in cancellation of airbrake action in cases where the spoiler signal equals or is greater than the airbrake signal, permitting the lateral con- trol system to override the airbrake system. SMOTE At airspeeds above 250 knots, the spoiler ac- tuators do not have sufficient force to raise the spoilers full up. Adequate roll control is still available under these conditions. Because Of this force limitation however, whenever air- brakes are extended above 250 knots, more than normal wheel deflection is required to obtain lateral control. LATERAL. CONTROL ACTUATION Spoiler action for lateral control is initiated by control wheel rotation which mechanically opens hydraulic me- tering valves to supply pressure to the spoiler actua- tors. A mechanical followup system automatically re- turns the metering valves to the closed position when the spoilers reach the position called for by the control wheels or by the autopilot, if engaged. The spoilers are full up (60) at approximately 80 of wheel rotation. Rotation of the control wheels will cause both metering valves in both wings to be displaced. All spoilers will rise on the wing toward which the control wheel is turned and, at the same time, the metering valves in the opposite wing will be displaced in the opposite di - rection to lower spoilers. This will have no effect on the spoilers on this wing if they are already in the down position. The metering valves permit tills control move- ment without bottoming. Two overtravel spring car- tridges located in each wing allow continued operation of the remainder of the system should a metering valve, followup system, differential mechanism or trim mecha- nism be jammed. AIRBRAKE ACTUATION Use of the spoilers as airbrakes is controlled by an airbrake lever which electrically controls solenoid valves in airbrake control actuators at each spoiler differential unit. The airbrake control actuators re- set the spoiler differential units to open the spoiler metering valves. The metering valves are opened in pairs so that the outboard spoilers move as a unit and the inboard spoilers move as a unit, providing sym- metrical airbrake action. Control for the airbrakes is available on emergency battery power. Changed 15 February 1961 1-79 From RareAviation.com Section I T.O. 18-526-1 NOTE AISLE STAND RETURN LEFT WING SYSTEM SHOWN RIGHT WING SYSTEM SIMILAR NO. 5 SPOILER AIRBRAKE LEVER AIRBRAKE CONTROL ACTUATOR (For group "B spoilers.! FROM INBOARD WING A , HYDRAULIC SYSTEM f ' f (Figure 1-25) METERING VALVE METERING VALVE AUTO PILOT LATERAL CONTROL SE TO SPOILER AIRBRAKE CONTROL ACTUATOR (For group "A" spoilers.) SPOILER NO. 5 ACTUATOR ELECTRICAL CIRCUITS MECHANICAL ACTUATION FROM OUTBOARD WING TO SPOILER ACTUATOR NO. 6 & 7 AIRBRAKE SWITCH BOX DIFFERENTIAL UNIT (For group "B" spoilers. ___>- TO RIGHT WING SYSTEM DIFFERENTIAL UNIT (For group "A" spoilers.) NO. 1 SPOILER ACTUATOR NO. 2, 3 & 4 CONTROL WHEEL TO RIGHT WING SYSTEM FROM LATERAL TRIM SYSTEM (Figure 1-32) SPOILER NO. 1 ACTUATOR 4-2-220 (Spoiler and Airbrake System 1-80 Figure 1-33. 7.0. 1B-52G-1 Section I AIRBRAKE LEVER An airbrake lever (2, figure 1-12) on the pilots side of the aisle stand operates six contacts in the airbrake switch box supplying emergency battery power to the solenoid valves at the hydraulic control units. These units mechanically open the metering valves which di- rect hydraulic pressure to actuate the spoilers. The lever has an OFF position and six operating positions marked 123456. Detents are provided at OFF and at positions 2, 4, and 6. Airplanes Plus QB I have a revised position 1 marked "AR" which is used primarily for air refueling and gives increased roll rate authority. A light attached to the airbrake lever arm illuminates the scale to show lever position when the center console lights are turned on. OFF position of the airbrake lever deenergizes the airbrake control circuits and permits the spoilers to provide lateral control only. When the airbrake lever is progressively moved through its full range (with the control wheel in neutral), the outboard spoiler and the inboard spoilers will be operated alternately as follows: LEVER POSITION OUTBOARD SPOILERS INBOARD SPOILERS Less QB Plus SB LessIM PlusM OFF 0 0 0 1 0 10 20 0 2 20 10 20 20 3 20 40 40 20 4 40 40 40 40 5 40 50 60 40 6 60 50 60 60 Two controlling circuit breakers marked "Air Brake Contr" "Inbd" and "Outbd" are located on the "Miscel- laneous" portion of the pilots circuit breaker panel. WING FLAP SYSTEM The wing flap system includes four separate wing flap sections. The flaps are of the Fowler type with high lift-drag ratio resulting in shortened takeoffs and re- duced landing speeds. All four flap sections are simul- taneously driven by a single power unit located in the fuselage aft of the center section rear spar (figure 1 -34). The power unit consists of two 205-volt three- phase a-c motors joined by differential gearing. Each motor is provided with an electrically released brake which will be released only when the motor is energized and putting out torque. A flap torque tube driven by the power unit extends out each wing on the aft side of the rear spar. This torque tube drives two jackscrews in each flap section to extend or retract flaps. During the first 37 1/2% of extension the flaps rotate downward 35 with little rearward movement. For the remainder of the extension, the flaps move rearward only. Most of the drag increase occurs during the first 20% of the flap motion. This initial 20% rotates the flaps down 29 in approximately 12 seconds, leaving only 6 of rotation in the remaining 80% of flap extension. The flaps are electrically controlled by a single flap lever. No emer- gency control system is provided for the flaps; how- ever, should one of the two motors in the power unit be rendered inoperative, the remaining motor will extend or retract the flaps in approximately 120 sec- onds. An overspeed brake mechanism located at the outboard end of each flap torque tube functions auto- matically to modulate rate of flap movement in case of excessive rpm of the flap drive. Such excessive rpm would be induced by the slipstream acting to "drive" a flap section or sections which had been rendered "free" because of a broken torque tube. The over- speed brake limits the movement to a rate that will not cause damage to the free section or sections. For information on the aerodynamic characteristics of the wing flaps, see Section VI. WING FLAP SYSTEM CONTROLS Wing Flap Lever Control of the wing flaps is accomplished by moving a lever with an airfoil-type knob on a detent quadrant lo- cated on the right side of the aisle stand. This lever provides UP--OFF--DN positions with detents at the UP and DN positions. This lever must be pulled up out of the detent before it can be moved from either the UP or DN position. An OFF position is located on either side of a spring-loaded latch-type stop which is in the middle of the detent quadrant. Depressing the latch toward the flap lever allows the flap lever to be moved from OFF position on either side of the latch to the opposite detent. When the lever is placed in the UP or DN position, a circuit is closed to supply TR power to left and right flap extend or retract relays. These relays introduce 205-volt three-phase a-c power to operate both flap motors simultaneously, causing the flaps to extend or retract fully in approximately 60 seconds. Two flap control circuit breakers marked "Wing Flaps Control," "Left, " and "Right" are located on the "Miscellaneous portion of the pilot's circuit breaker panel. Limit switches provide protection for both extension and retraction operations. When the lever is in OFF position, the circuits are deenergized and the wing flaps are held in their last position. WING FLAP SYSTEM INDICATORS Wing Flap Position Indicator A dual wing, flap position indicator (2, figure 1-35) is provided on the pilots' instrument panel. This indi- cator reads from 0% to 100% of wing flap travel. The indicator transmitters, which are controlled by TR power, are located in the overspeed brakes on the out- board ends of each torque tube. A position circuit breaker for the transmitter circuit marked "Flap Pos" is located on the "Flight Indicators" portion of the pi- lot's circuit breaker panel. The dual indicating system is provided to show any difference in position of the left Changed 15 May 1961 1-81 From RareAviation.com Section I 7.0. 18-526-1 FLAP EXTEND AND RETRACT RELAYS FLAP POSITION INDICATOR FRICTION CLUTCH FLAP TORQUE TUBE FLAP DRIVE GEAR LIMIT SWITCH ASSEMBLY DIFFERENTIAL GEAR BOX FROM RIGHT WING FLAP POSITION TRANSMITTER FLAP MOTOR AND BRAKE OVERSPEED BRAKE JACKSCREW FLAP TORQUE TUBE JACKSCREW TRAVELING NUT AND DRIVE LINK FLAP POSITION TRANSMITTER DRIVE LINK ATTACHMENT POST FLAP DRIVE GEAR ASSEMBLY FLAP TRACK TRAVELING NUT CARRIAGE TRACK FLAP MOTOR AND BRAKE FLAP TORQUE TUBE RIGHT WING TRAVELING NUT CARRIAGE Wing Flap System 135 Figure 1-34. 1-82 T.O. 1B-52G-1 Section I and right wing flap sections such as would result from a broken flap torque tube. The top needle in the indicator has a hole in it, is marked "R, " and indicates the po- sition of the right wing flaps. The bottom needle is marked "L" and indicates the position of the left flaps. Wing Flaps Up Warning Signal The wing flaps up warning signal is sounded by the land- ing gear warning horn. The signal will sound only when the airplane is on the ground, throttles for engines 3 and 5 or 4 and 6 are at or beyond approximately 88% rpm, and flaps are not fully extended. The horn is actuated by a series circuit energized by TR power through the horn, throttles for engines 3 and 5 or 4 and 6, a land- ing gear squat switch, and through the flap warning horn switch. Engines 1, 2, 7, and 8 are not included in this circuit. A landing gear and flaps warning horn circuit breaker marked "Ros & Flaps Warn Horn" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. When the flaps warning horn is energized, a signal is also sent to the master cau- tion light to cause it to illuminate. See "Master Cau- tion Light" under "Emergency Equipment," this sec- tion, for additional information. 1. WING FLAP LEVER 2. WING FLAP POSITION INDICATOR r 190 KNOTS -W MAXIMUM FLAPS DOWN" o'225 KNOTS MAXIMUM l 1/2 FLAPS J (ON PILOT'S INSTRUMENT PANEL)Wing Flap System Controls Figure I -35. LANDING GEAR SYSTEM The landing gear system is a composite of the main landing gear system and the tip gear system. The dual wheel main landing gear are in a quadricycle ar- rangement with two side by side forward and two side by side rear. The left forward and left rear gear re- tract forward into fuselage wheel wells while the right forward and right rear gear retract aft into fuselage wheel wells. The tip gear are located between the out- board engine strut and the external tank strut and re- tract inboard and slightly forward into each wing. The function of the tip gear is to prevent damage to the wing tips during abnormal ground maneuvers and/or high gross weight conditions. Normally the tip gear tires contact the ground only under maximum weight condi- tions. All landing gear are hydraulically actuated through electrically operated valves. Retraction and extension of each landing gear is accomplished by its hydraulic actuator with pressure supplied from the right and left body hydraulic systems. A single me- chanical lock on the main landing gear drag strut locks the main landing gear in either the extended or the re- tracted position. Oleo safety switches prevent inad- vertent gear retraction on the ground. There are no provisions for overriding these switches in an emer- gency. The landing gear is fully retracted in 16 to 20 seconds or extended in 11 to 14 seconds. For cold weather retraction time, see "Cold Weather Opera- tion, " Section IX. The main landing gear doors are mechanically linked to the main landing gear and fol- low the cycle of operation selected by the normal land- ing gear lever or the landing gear emergency switches. The tip gear doors, however, are in two sections. The strut section is connected to the tip gear and follows the cycle of operation for the gear. The wheel well section is hydraulically actuated and is controlled for proper sequence operation by mechanical linkage in the tip gear system. For information on landing gear brakes, see "Wheel Brake System, " this section. For information on landing gear steering and crosswind crab operation, see "Steering and Crosswind Crab Sys- tem, " this section. LANDING GEAR GROUND LOCKS Three pairs of landing gear ground locks (figure 1-36) prevent retraction of the landing gear on the ground. Changed 15 May 1961 1-83 From RareAviation.com Section I 7.0. 1B-52G-1 Landing Gear Ground Locks (Typical) 137 Figure 1 -36. 1-84 T.O. 1B-52G-1 Section I LANDING GEAR LEVER AND WARNING LIGHT GEAR UP GEAR DOWN EMERGENCY CONTROL RELAYS TO OTHER SET OF GEAR (No! shown) 1 GEAR UP-LOCK SWITCH V (Opens when gear is locked up) TO CROSSWIND CRAB CENTERING MOTOR \ OLEO SAFETY SWITCH 9 (Open on ground) RETRACT RETRACT CENTERING SWITCHES EXTEND EXTEND DOWN EMERGENCY CONTROL RELAYS POSITION SWITCH RELAY (De-energized when gear is locked down) POSITION SWITCH RELAY (De-energized when gear is locked down) FROM LEFT BODY HYDRAULIC SYSTEM (Figure 1-25) FROM RIGHT BODY HYDRAULIC SYSTEM (Figure 1-25) LANDING GEAR OFF EMERGENCY SWITCH (Typical Right) LANDING GEAR EMERGENCY SWITCH OFF (Typical Loft) DOWN 'W/fffffA NORMAL PRESSURE RIGHT EMERGENCY PRESSURE RETURN ELECTRICAL CIRCUITS WARNING HORN TYPICAL LANDING GEAR SYSTEM SHOWN OTHER LANDING GEAR SYSTEM IS IDENTICAL TO RETRACTION LOCKOUT VALVE TO RETRACTION LOCKOUT VALVE MAIN LANDING GEAR EMERGENCY OLEO SAFETY SWITCHES (Open on ground) DOWN DOWN RIGHT GEAR EMERGENCY CONTROL VALVE LEFT GEAR EMERGENCY CONTROL VALVE MM MM UP LEFT GEAR NORMAL CONTROL VALVE UP RIGHT GEAR NORMAL CONTROL VALVE SHUTTLE VALVE VALVE LANDING ACTUATORS GEAR LEFT RIGHT LANDING GEAR POSITION INDICATORS THROTTLES 7/////////ZMain Landing Gear System Figure 1-37. 1-85 From RareAviation.com Section 1 TO. 18-526-1 Each ground lock is a pin-type lock with a red warning streamer attached. Each pair of locks differs from the other two pairs for identification purposes. The tip gear locks are the smallest of the three types. The rear main gear locks are of a larger type and have the pin on only one end of the streamer. The front main gear locks have the ground lockpin on one end of the streamer and a two-pin arrangement on the other. The two-pin arrangement is the steering valve bypass key. On airplanes the rear gear streamers also have the bypass key attached. The ground lockpins are in- serted in each main landing gear drag strut and each tip gear side brace. The locks are stowed in "Landing Gear Lock" containers which are located beneath the BNS power supply modules rack in the aft end of the crew compartment on the left side of the airplane (fig- ure 4-45). MAIN LANDING GEAR SYSTEM The main landing gear system (figure 1-37) utilizes power for operation from the left and right body hy- draulic systems which receive main pump pressure from the engine-driven pumps installed on engines 4 and 5 respectively. Pressure for actuation of front and aft landing gear which are located on one side of the airplane is normally supplied from the body sys- tem on that same side of the airplane. Normal ex- tension or retraction of the main landing gear is ac- complished by positioning of the landing gear control lever. An emergency source of pressure is provided which allows separate control of the landing gear by individual switches. Emergency pressure is provided by connecting the pressure sources of the body systems to solenoid-operated control valves which are installed on the opposite side of the airplane. Each main landing gear may be actuated by either of two solenoid-operated control valves, one of which is supplied with normal system pressure and the other with emergency system pressure. Although separate switches are used for emergency actuation, the emergency system pressure sources of the left front and aft landing gear are the same as the normal system pressure sources of the right front and aft landing gear. Similarly, the emer- gency system pressure sources of the right front and aft landing gear are the same as the normal system pressure sources of the left front and aft landing gear. Each of the body systems is equipped with an electric standby pump which is energized by a separate standby pump switch. Standby pump pressure may be supplied as an alternate source of normal system pressure when the engine-driven pumps are not operating or not pro- viding sufficient normal pressure. Standby pump pres- sure may be used for actuating the front or aft pair of landing gears separately from the other pair when the engine-driven pumps are not operating. Due to the lo- cation of a check valve, pressure from the left body system standby pump is not supplied to the aft land- ing gear. Similarly, pressure is not supplied to the forward gear from the right body system standby pump. When the landing gear control lever is positioned, pres- sure from the left body system standby pump will ac- tuate the forward landing gear through the left normal pressure control valve and the right emergency pres- sure control valve; pressure from the right body sys- tem standby pump will actuate the rear landing gear through the right normal pressure control valve and the left emergency pressure control valve. The nor- mal gear up circuit supplies power to the crosswind crab centering motor through centering switches to insure centering of the main landing gear prior to re- traction. This circuit also includes oleo safety switches which prevent inadvertent retraction when either the left front or right rear main landing gear is on the ground and the oleo strut is compressed more than 0. 75 inch. A gear up lock switch deenergizes the circuits when the gear is up and locked. After being unlocked by hydrau- lic pressure, the landing gear will free fall almost to the down and locked position; therefore, a position switch is included in the circuit. This switch keeps the circuit energized until the landing gear reaches the full down and locked position. The emergency gear up circuits include oleo safety switches to prevent retraction when either the right front or left rear main landing gear are on the ground. Centering of the main landing gear be- fore retraction is insured by the emergency gear up circuits. Each landing gear emergency retract or ex- tend circuit remains energized until the individual emer- gency switches are placed in OFF position. TIP GEAR SYSTEM The tip gear system (figure 1-38) for each gear re- ceives normal hydraulic pressure from the outboard wing hydraulic system. Normal system pressure to the left and right outboard wing hydraulic systems is supplied by engine-driven pumps installed on engines 1 and 7 respectively. Each outboard wing hydraulic system includes an electric standby pump which pro- vides an alternate source of normal system pressure when energized by an individual switch. Emergency pressure for tip gear extension is provided by the in- board wing hydraulic systems which receive pressure from engine-driven pumps installed on engines 3 and 6. Emergency tip gear extension is accomplished by actuating individual switches which are grouped with the emergency switches for the main landing gear. There are no provisions for emergency retraction. The tip gear system operates in an indirect manner. In gear down operation, the normal landing gear lever actuates switches which energize the down circuit. When the solenoid in the normal control valve is en- ergized, hydraulic pressure is directed to the wheel well door actuator and to the normal sequence valve. When the wheel well door opens, mechanical linkage opens the normal sequence valve permitting hydraulic pressure to enter the tip gear actuator thus extending the tip gear. A reverse sequence insures proper door and gear timing during the retraction cycle. The tip gear circuits pass through the main landing gear oleo safety switches to prevent inadvertent retraction on the ground. 1-86 7.0. 1B-52G-1 Section I DOWN CHECK VALVE LANDING GEAR WARNING LIGHT FROM OUTBOARD WING HYDRAULIC SYSTEM (Figure 1-25) LANDING GEAR LEVER GEAR UP LOCK (Opens when gear is locked up) SHUTTLE VALVE TIP GEAR TIP GEAR EXTENDED RETURN WHEEL DOOR WHEEL WELL DOOR (Gear retracts be- fore door closes) SEQUENCE VALVE NORMAL CONTROL VALVE n FROM INBOARD WING HYDRAULIC SYSTEM (Figure 1-25) GEAR DOWN LOCK (Opens when gear is locked down)(Open GEAR GEAR DOWNNORMAL SEQUENCE VALVE (Lock Control) EMERGENCY EXTEND CONTROL VALVEHYDRAULIC FUSE TPG NOT IN TRAIL TIP GEAR ACTUATOR TIP GEAR WARNING LIGHTWELL ACTUATOR OFF EXTEND TIP GEAR EMERGENCY SWITCH MAIN PRESSURE EMERGENCY PRESSURE ------- ELECTRICAL CIRCUITS MECHANICAL ACTUATIONTip Gear System (Typical) Figure 1-38. Changed 15 February 1960 1-87 From RareAviation.com Section I T.O. 18-526-1 LANDING GEAR SYSTEM CONTROLS Landing Gear Lever A landing gear lever (4, figure 1-39) is located on the pilots' instrument panel ahead of the aisle stand. The lever handle is in the shape of a miniature landing gear wheel to facilitate recognition. Positions of the lever are GEAR IIP--GEAR DOWN. The landing gear lever is held by a spring-loaded pawl and a detent on the in- side end of the lever making it necessary to pull out on the handle approximately 1/4 of an inch to move the lever from one position to the other. In changing po- sitions of the landing gear lever, the pawl travels the lever quadrant surface which has detents at each end for engaging the pawl in the GEAR UP or GEAR DOWN position. The quadrant has a safety stop at a midpoint aLanding Gear Controls Figure J-39. 1-88 Changed 15 May 1961 7.0. 1B-52G-1 Section I position between the detents. The safety stop provides a positive GEAR DOWN latched position if the pawl on the landing gear control lever fails to remain in the GEAR DOWN position detent. The detents are not visi- ble on airplanes MU BUBS Less IS since the lever quadrant is behind the instrument panel. On airplanes B3EEJ B2E2J plus S3 the lever quadrant with visible de- tents at each end is located on the face of the instru- ment panel and in addition, the landing gear control lever, which must be pulled out approximately 1/2 inch in changing positions, is held in GEAR UP and GEAR DOWN positions by an ovbrcenter spring. Move- ment of the lever actuates a group of switches which control the solenoids of the control valves and the first motion of the landing gear hydraulic actuator will unlock the locks for gear actuation in either the up or down position. The landing gear lever is mechani- cally linked to a steering ratio selector unit which pre- vents movement to GEAR UP until the steering ratio selector lever is in TAKEOFF LAND position. This mechanical linkage also adjusts the steering ratio se- lector unit to zero ratio, when the landing gear lever is moved to GEAR UP. The GEAR DOWN position of the landing gear lever energizes the landing light and crosswind landing light circuits. The landing gear lever controls TR power for all landing gear including the tip gears. Landing gear circuit breakers marked "Left Fwd, " "Right Aft, " and "Left Tip" are located on the "Landing Gear Normal Control" portion of the left load central circuit breaker panel. Landing gear circuit breakers marked "Right Fwd, " "Left Aft, " and "Right Tip" are located on the "Landing Gear Normal Control" portion of the right load central circuit breaker panel. NOTE The effort required to operate the landing gear lever is increased if the rudder pedals are not in neutral. This increase in operating effort is caused by the requirement to displace the steering system. switch operates an emergency control valve to direct pressure from an alternate hydraulic system for gear actuation. Each separate landing gear may be actuated independently of the others by use of the individual emergency switches. Operation of the main landing gear control lever does not affect the position of the landing gear when the emergency switches are placed in either RETRACT or EXTEND position. The electri- cal emergency extend (all gear) and retract (main gear only) circuits are independent of the normal circuits. However, the normal main gear circuits are interrupted by the emergency main gear circuits. When the emer- gency circuit is energized, the normal control valve is deenergized allowing the normal control valve to posi- tion itself so that trapped hydraulic fluid is returned to the reservoir. With normal pressure relieved, the emergency pressure will reposition the shuttle valve allowing emergency pressure to actuate the main gears. The tip gear emergency extend system will override the normal system hydraulically, provided a normal system retract signal is not present. Actuation of the emergency landing gear switches does not automati- cally center the landing gear. The normal landing gear retract and extend circuits are deenergized by a lock switch when the landing gears are actuated to either ex- treme position. Emergency retract and extend circuits are energized until the emergency switches are returned to OFF position. Due to actuation of the main landing gear oleo squat switches by the weight of the airplane, either the normal or the emergency retract circuits cannot be energized for retraction when the airplane is on the ground. Landing gear actuation is provided by individual emergency switches when certain gear have failed to actuate after placing the main landing gear control lever in the desired position. Emergency control circuit breakers marked "Left - Tip, Fwd and Aft, " and "Right - Fwd, Aft and Tip" are located on the "Landing Gear" portion of the pilot's circuit breaker panel. LANDING GEAR SYSTEM INDICATORS Landing Gear Emergency Switches There are six guarded switches (1, figure 1-39) on the left side of the pilots' instrument panel which are used for emergency actuation of the landing gear. Four switches, one for each main landing gear, have EX- TEND OFF RETRACT positions. The other two switches, one for each tip gear, have only EXTEND OFF positions since there are no emergency retraction provisions for the tip gear. The switch guards are spring-loaded and are designed to return the switches from other positions to the OFF position when the guards are closed. The emergency switches control forward direct battery power for the left forward and right aft main landing gear and aft direct battery power for the right forward and left aft main landing gear. Each Landing Gear Position Indicators Six tab-window type landing gear position indicators (2, figure 1-39) in the lower center of the pilots' in- strument panel indicate landing gear position. Each tab indicator has three visual indicators to register landing gear position. When the landing gear is up and locked, the word UP appears in the tab window. A gear in an intermediate position or when there is no d-c power on the airplane is indicated by slanting al- ternate black and ivory stripes. The appearance of a wheel symbol indicates a gear down and locked. The indicators operate on TR power. A circuit breaker for the position indicators marked "Pos Ind" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. Changed 15 May 1961 1-89 From RareAviation.com Section J 7.0. 1B-52G-1 Landing Gear (and Lever Position) Warning Light A light red landing gear warning light (3, figure 1-39) in the end of the landing gear lever warns of incorrect landing gear position. When gear actuation is taking place and the landing gear position does not agree with the landing gear lever position or the landing gear warn- ing horn is blowing, the red light in the landing gear lever illuminates. As soon as the landing gear is locked in the selected position, the red light goes out provided the warning horn is not blowing. On airplanes MW , Pius M, the red warning light shows, in ad- dition to the above functions, landing gear lever not in detent; the warning light circuit is deenergized to allow the warning light to go out when the landing gear lever pawl, which is retracted by a control lever spring, is fully seated in the lever quadrant detents. A landing gear warning light test button (5, figure 1-39) is located near the landing gear lever on the instrument panel. The landing gear warning light will be illuminated when this button is depressed. A circuit breaker which con- trols TR power for the landing gear warning light marked '.'SW & Pos Warn" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. Tip Protection Gear Warning Light Pius ES An amber word warning light (37A, figure 1-13 and 33, figure 1-13A) marked "TPG Not in Trail" located on the copilot's side of the instrument panel adjacent to the landing gear lever detects reversal of the tip pro- tection gear. This light and the master caution light will illuminate if either tip gear casters more than 60 either side of the trail aft position. Landing Gear Warning Horn and Shutoff Buttons The landing gear warning horn is flush-mounted on the upper aisle domelight mounting plate. The horn sounds a warning when any throttle is retarded below a posi- tion 2. 25 tp 7. 5 above IDLE position while any one landing gear is not down and locked. A warning horn shutoff button (16, figure 1-12), which is used to silence the horn, is located on the copilot's side of the aisle stand. Provided a gear lias not locked, the horn, which operates on TR power, will sound again when another throttle is retarded. A circuit breaker for the landing gear warning horn marked "Pos & Flaps Warn Horn" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. STEERING AND CROSSWIND CRAB SYSTEMS A means of steering the airplane on the ground and of presetting the crab angle of the landing gear during crosswind landings and takeoffs is furnished by two separate yet integrated systems known as the steering and the crosswind crab system (figure 1-40). The steering system and crosswind crab system are inte- grated through mechanical and cable linkage to a dif- ferential coordmating unit. Cable and mechanical link- age from this unit operate steering metering valves on both forward and rear main gear. The steering metering valves meter hydraulic pressure to the ac- tuating cylinders which position each forward gear for steering or all four gear for crosswind crab. NOTE Actuation of the crosswind crab system sets up a new neutral position for steering which does not affect the turning angle available with the takeoff and landing steering ratio but limits the turning angle available with the taxi steering ratio. With crosswind crab set and the steering ratio selector in the taxi range, the available turning angle is 55 in the direction opposite the crab setting and 55 minus the crab setting in the direction of crab. STEERING SYSTEM The forward main landing gear are steered by hydraulic pressure controlled by movement of the rudder pedals. The left forward gear uses pressure from the left body hydraulic system and the right forward gear uses pres- sure from the right body hydraulic system. Emergency source of hydraulic pressure is not available for steer- ing, however, under certain conditions, standby pres- sure can be used. See "Landing With One Forward Gear Steering Failure, " Section III, In the event of steering failure on one front gear, it will trail the other front gear which has steering available. Steering is ac- complished when the rudder pedals move mechanical and cable linkage through a ratio selector unit and a differential coordinating unit to the metering valves which hydraulically position the forward main gear. The steering ratio selector unit mechanically limits steering angles for two conditions. A taxi ratio allows the forward gear to be turned to a maximum angle of 55 right or left of a center position with full rudder pedal travel. The second ratio is used for takeoff and landing and restricts the turning angle to approximately 12 right or left of center. The differential coordina- ting unit has three main components, a forward drum, a jackscrew, and a rear drum. All three are inter- connected. Rudder pedal movement for steering me- chanically moves the forward drum in an amount de- termined by the ratio selector. Movement of the for- ward drum moves the rear drum through linkage to mechanically operate the steering metering valves on each of the forward main gear. These valves meter hydraulic pressure to the actuating cylinders to posi- tion the gear as desired. During towing operations, a valve between the steering actuating cylinders on each forward gear must be opened by a steering bypass key (figure 1-36) to bleed pressure. This is to prevent damage caused by hydraulic locking of the pistons in 1-90 Changed 15 May 1961 7.0. 18-526-1 Section I the actuating cylinders. On airplanes Eillit , this valve was incorporated on the rear gear so that towing from the rear could be accomplished. Each bypass key has a two-pin arrangement. The bypass keys for the forward gear are attached to the ground lock streamers. On airplanes the bypass keys for the rear gear are also attached to the ground lock streamers. When the key is inserted into the steering metering valve re- ceptacle, one pin secures the key in place and the other moves the bypass valve to bleed pressure. Centering springs are provided near each steering valve which only assist in returning the gear and rudder pedals to neutral whenever pressure on the rudder pedals is re- moved. NOTE For maximum steering and rudder control, no rudder trim should be used. The maximum steering angle is reduced when rudder trim in the opposite direction is used. For example, steering to the left is reduced when nose right trim is introduced. The steering angle is re- duced proportionally to the amount of trim used to displace the rudder pedals. Steering Ratio Selector Lever A steering ratio selector lever (4, figure 1-41) on the left forward end of the aisle stand is used to select one of two steering ratios. The two ratios are TAXI-- TAKEOFF LAND which allow steering of up to 55 and I approximately 12 respectively. To move the lever from either one of these positions, a knob on the lever must be pulled up to free the lever from a detent posi- tion. When the lever is moved from one position to the other, it mechanically adjusts the steering ratio selec- tor unit to limit the angles of turn available. The ratio selector lever is mechanically linked to the landing gear lever. This is done to prevent moving the landing gear lever up unless the ratio selector lever is in TAKEOFF LAND and to prevent moving the ratio selector lever while the landing gear are retracted. When the land- ing gear lever is moved to GEAR UP, the linkage will adjust the steering ratio selector unit to a zero steer- ing ratio. This prevents any actuation of the steering metering valves by rudder pedal movement and returns the steering control system to center. Since normally the landing gear lever will be positioned before using the emergency landing gear switches, the ratio selector will usually be adjusted accordingly. Centering cams in each gear maintain the gear at centered position as soon as oleos are fully extended. A trunnion swivel shutoff valve is on each main gear and shuts off hydrau- lic pressure to the steering valves when the landing gear have retracted 38 to 60. This prevents steer- ing action before the gear has cleared the wheel well during landing extension. NOTE With the steering ratio selector lever in either the TAXI or TAKEOFF LAND position, the landing gear will follow the rudder pedal dis- placement by a predetermined amount. Moving the selector lever from one to the other position will be met by increasing resistance as the rud- der displacement is increased from the neutral position. This is the result of attempting to steer the landing gear to the new position as required by the steering ratio selector unit through use of the selector lever. This condi- tion can be avoided by placing the rudder pedals in the neutral position before moving the steer- ing ratio selector lever. CROSSWIND CRAB SYSTEM A crosswind crab system is provided on this airplane to facilitate making crosswind landings and takeoffs and to reduce the hazards of crosswind conditions. The crosswind crab system provides a means of turning all four main gear to align with the runway while the air- plane is flown in a wings-level attitude compensating for drift. This system utilizes the steering actuators on the front main gear and a similar set on the rear main gear. The landing gear can be preset and turned up to 20 left or right of center during the approach. The maximum of 20 crab will accommodate landings in crosswinds up to and including 43 knots blowing 90 to the runway at a landing weight of 270, 000 pounds. The direction of the landing gear is preset by a cross- wind crab control knob which mechanically operates the steering metering valves on each main gear. These valves meter hydraulic pressure to the actuating cyl- inders to position the gear as desired. The crosswind crab system is automatically centered when the landing gear lever is moved to the GEAR UP position. On the ground after landing, the gear is quickly centered by a pilot-operated centering button or by turning the cross- wind crab control knob to center. Crosswind Crab System Controls CROSSWIND CRAB CONTROL KNOB. The crosswind crab control knob (2, figure 1-41) is recessed in the rudder trim control knob on the aft end of the aisle stand. The control has an indicator ih the form of a miniature airplane which points to a degree scale to indicate the amount of nose left or right trim selected. To move the control it is necessary to lift up before Changed 15 May 1961 1-91 From RareAviation.com Figure 1-40. (Sheet 1 of 2) RUDDER PEDALS GEAR DOWN TRUNNION SWIVEL SHUTOFF VALVE STEERING METERING VALVE LANDING GEAR LEVER GEAR UP FROM RIGHT BODY HYDRAULIC SYSTEM (Figure 1-25) HYDRAULIC SYSTEM (Figure 1-25) JACKSCREW STEERING ACTUATORS LEFT FORWARD LANDING GEAR CROSSWIND CRAB CONTROL KNOB RIGHT FORWARD LANDING GEAR STEERING METERING VALVE PUSH TO CENTER GEAR CROSSWIND CRAB CENTERING MOTOR OVERTRAVEL UNIT METERING VALVE ACTUATOR AND CENTERING SPRINGS RATIO SELECTOR LEVER STEERING COMPENSATOR VALVE TRUNNION SWIVEL SHUTOFF VALVE STEERING RATIO SELECTOR UNIT STEERING COMPENSATOR VALVE OVERTRAVEL UNIT MANUAL STEERING BYPASS VALVE REAR DRUM FORWARD DRUM =o MANUAL STEERING BYPASS VALVE Section I 7.0. 18-526-1 CROSSWIND CRAB POSITION TRANSMITTER DIFFERENTIAL COORDINATING UNIT STEERING ACTUATORS CROSSWIND CRAB CENTERING BUTTON 3 73 Steering and Crosswind Crab System Figure 1-40. (Sheet 2 of 2) STEERING ACTUATORS NORMAL PRESSURE RETURN STATIC LEFT REAR LANDING GEAR CROSSWIND CENTERING SWITCHES TO LANDING GEAR LEVER CROSSWIND CRAB POSITION TRANSMITTER CROSSWIND CRAB POSITION INDICATOR (Left Main Landing Gear Only) - ELECTRICAL CIRCUITS . MECHANICAL ACTUATION RIGHT REAR LANDING GEAR T.O. 1B-52G-1 Section I Section I T.O. 18-526-1 turning. When the crosswind crab control knob is turned for trim, cable linkage moves the jackscrew at the dif- ferential coordinating unit. The jackscrew positions the rear drum of the coordinating unit to move cable and mechanical linkage to operate the forward gear steering metering valves. The jackscrew also moves cable and mechanical linkage to operate the rear gear steering metering valves. It is to be noted that the rear main gear can be steered only through movement of the jackscrew of the coordinating unit while the for- ward main gear are steered by movement of the rear drum of the coordinating unit. The rear drum can be moved both by the jackscrew for crosswind crab and by the forward drum of the coordinating unit for steering by the rudder pedals. This action allows steering of the forward gear even when the forward gear are pre- set for crosswind crab. NOTE When the main landing gear are extended and crabbed in flight to an angle equal to or exceed- ing 14, the landing gear safety switch will be actuated causing the following to occur: 1. Compressor bleed air will be routed through an air ejector into the aft portion of the oil cool- ing ducting. 2. The antiskid valves will be deenergized and application of brakes prior to landing may re- sult in locked brakes. 3. The anti-ice airscoop heater for the rudder Q-spring inlet and the air conditioning scoop lip anti-ice shutoff valve will not be energized caus- ing ice to form on the scoops under icing condi- tions. 4. Cabin pressure is dumped. 5. On airplanes EMU , the AN/ARC-58 ra- dio cooling system is energized. CROSSWIND CRAB CENTERING BUTTON. A crosswind crab centering button (3, figure 1-41) located to the right of the crosswind crab control knob on the aisle stand is used to center all four main landing gear from a turned position to neutral. The crosswind crab cen- tering button controls an electric motor which turns the jackscrew in the coordinating unit in the desired direction to center all four gear. The centering but- ton, a push-type switch that is spring-loaded to OFF position, is supplied TR power. The centering switch circuit breaker marked "Centering Contr" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. The direction of the motor is gov- erned by two cam-actuated centering switches on the left rear main landing gear. When either of these nniiniRiiifluSteering and Crosswind Crab Controls Figure 1-41. 1-94 Changed 15 May 1961 T.O. 1B-52G-1 SecHon i switches a.re actuated by the cam and the centering button is pushed, the circuit is energized to operate the centering motor. Crosswind Crab System Indicators CROSSWIND CRAB POSITION INDICATOR. The indi- cator (1, figure 1-41) is centrally located on the lower part of the pilots' instrument panel and shows in a rela- tive plan view presentation the amount in degrees that the landing gear is turned to compensate for airplane crab during crosswind conditions. The indicator is an electrically operated instrument and receives power from the TR bus which is carried through two position transmitters, one on the left forward gear and one on the left rear gear. The circuit breaker for the position indicator marked "Crosswind Crab, Ind" is located on the "Landing Gear" portion of the pilot's circuit breaker panel. The indicator has a diagram marked with a miniature runway and a scale calibrated from 0 to 20 both right and left. Two movable pointers, mounted one above the other, indicate the degree of turn. The lower pointer, a simple needle, indicates the forward gear, and the upper pointer, in the form of a miniature airplane, indicates the rear gear. Since the gear posi- tion is in the opposite direction from that indicated by the pointers, it is always considered that the airplane is being turned into the wind at an angle to the runway. When the airplane is steered, the lower pointer will move in a direction opposite that of the turn and the upper pointer will remain in the position of the crab angle. NOTE When the forward and aft gears are parallel, the pointers should be within 1 of each other. WHEEL BRAKE SYSTEM Each wheel of the main landing gear has hydraulic brakes. The brakes are of the segmented rotor, multi- ple disc type, utilizing cerametallic brake linings. Braking is accomplished by toe pressure on any or all of the rudder pedals. No differential braking is pro- vided. An antiskid system to automatically detect and correct a skid condition is on each wheel of the main landing gear. Parking brakes are also provided and a hand-operated pump is available in the forward wheel well to allow charging of the left forward gear brake accumulator during ground towing. WHEEL BRAKE HYDRAULIC PRESSURE Each main landing gear has an individual brake system as shown in figure 1-42. Brake pressure for the front and rear gear on the right side is supplied by the right body system and pressure for the front and rear gear on the left side is supplied by the left body system. There is an accumulator for each main gear brake sys- tem, one located in each wheel well. There is a pres- sure gage on each accumulator which gives brake system pressure or air preload if the brake system is bled down. The two forward main gear brakes are actuated simul- taneously and the two rear main gear brakes are slaved to the forward brake systems. This provides equal brak- ing on all four main gear. Brake application pressure is supplied to each aft main landing gear by individual slave pressure operated metering valves. Both aft brake slave metering valves are normally supplied with slave pressure from the left body hydraulic sys- tem; however, an alternate source of slave pressure is supplied to both valves fronuthe right body hydrau- lic system. Slave pressure from either body system will open the slave metering valves of both aft gear to permit brake application from pressure supplied by the body system which corresponds with the side on which the gear is located. Toe pressure on the rudder pedals is transmitted to two main metering valves through mechanical linkages and a spring system of feel and return springs. The feel springs absorb linkage travel and hold spring tension on the metering valves. The return springs return and hold the metering valves in the off position. A retraction lockout cylinder is connected to each spring cartridge assembly, which contains a retraction lockout spring and a return spring, to limit the amount of brake pressure that can be applied to stop wheel rotation during gear retraction. This re- duced braking pressure, which amounts to approximately one-fourth normal braking pressure, is for the purpose of preventing undue stresses on the retraction mecha- nism by a sudden braking of the wheels. Hydraulic pressure from the main metering valves is used for two purposes; one is brake actuation on each wheel of the forward main gear and the other is hydraulic ac- tuation of the two slave metering valves, one for each rear main gear. Pressure is supplied to the two slave metering valves through the normal slave line or the alternate slave line. Differential pressure in the nor- mal slave line holds a control valve in the alternate slave line closed. The alternate slave line control valve will open if the pressure in the normal slave line becomes appreciably less than the pressure in the al- ternate slave line. Either slave line pressure can en- ter the two slave metering valves through a shuttle valve on each metering valve. The shuttle valve positions according to pressure differential. Hydraulic pres- sure to the brakes is further controlled by an antiskid system. ANTISKID SYSTEM The antiskid system consists of a skid detector on each main gear wheel, a dual antiskid valve for each gear, a relay unit for each main gear, and an antiskid switch. The antiskid system is supplied with essential d-c power from each main gear antiskid shield. Antiskid control circuit breakers marked "Left Fwd, " "Left Aft, " "Right Fwd, " and "Right Aft" are located on the "Landing Gear" portion of the pilot's circuit breaker panel. The dual antiskid valve is electrically actuated through relays Changed 15 May 1961 1-95 From RareAviation.com -96 Changed 15 May 1961 NORMAL PRESSURE NORMAL SLAVE PRESSURE FROM LEFT BODY HYDRAULIC SYSTEM (Figure 1-25) Ma I I ALTERNATE SLAVE PRESSURE RETURN AIR PRESSURE ELECTRICAL CIRCUITS MECHANICAL ACTUATION CHECK VALVE SUPPLY "Kt LINE Use Only) PARKING PRESSURE BRAKE GAGE ACCUMULATOR FROM RIGHT BODY HYDRAULIC SYSTEM (Figure 1*25) Section I T.O, 18-526-1 Changed 15 February 1960 FROM LEFT BODY HYDRAULIC SYSTEM (Figure 1-25) (Q PlusB3- Stowed, No. 1 "Remove Before Flight" safety pin installed (2) Arming Levers (Two-Control Seats) iIsthfJ Less E3- Stowed, arming lever cable se- cured Swaged fitting on cable ends securely engaged in arming levers. (3) Manual Catapult Initiator Safety Pin-Pull Handle - Secure (4) Escape Hatch - Secure Check that the paint stripe on the lockpin is visible beyond the shield or that the lockpin overlaps the shoulder on the lockarm by 1/4 inch (figure 1-50). (5) Table Stowage Thruster & Tubing - Checked (6) Ankle Restraints - Stowed (7) Arming Initiator - Checked, safety pin (No. 3) removed Changed 15 November 1960 2-9 Section II 7.0. Ik-526-1 | INTERIOR INSPECTION CHECKLIST (PILOT) (Cont) (8) Catapult Initiator Safety Pin-Pull Cylinder - Pin in place, cylinder secured Catapult initiator safety pin must extend all the way through the catapult initiator. If pin is pulled out, initiator may have been fired. (9) Integrated Harness Release Initiator - Checked, safety pin (No. 2) removed (10) Catapult Pin-Pull Initiator - Checked, safety pin (No. 1 or 4) removed Check link to hatch secured. (11) Table Stowage Initiator - Checked (12) Tube Runs - Checked Check tubing for proper and secure connections, continuity, kinks, and damaged braid. Check fittings and disconnects for tightness, security of mounting, and proper installation. (13) Parachute - Checked (14) Survival Kit, Parachute & Safety Belt - Installed 2. Left Load Central Circuit Breakers - Set 3. Pilot's Ejection Seat: WARNING ~| G If maintenance has been performed on any ejection seat during or after a preflight inspection, the flight crew will ascertain th^t all maintenance safety pins have been removed before flight. D Take care that no streamer was torn free of a safety pin during removal, thus inadvertently leaving the pin installed. Also make certain that no safety pin is overlooked because the streamer has been detached previ- ously. See figure 1-51 for location of safety pins. a. Arming Levers - Stowed, safety pins No. 1 installed and locked WARNING~] If the arming lever has been rotated, call maintenance immediately and stay clear of the seat. b. Catapult Initiator Safety Pin-Pull Cylinder - Pin in place Catapult initiator safety pin should extend through the catapult initiator. If pin is pulled out, ini- tiator may have been fired; call maintenance immediately. WARNING Shipping pin or safety pin with streamer must not be installed in catapult initiator. 2-10 Changed 15 May 1960 From RareAviation.com TO. 1B-52G-1 Section II INTERIOR INSPECTION CHECKLIST (PILOT) (Cont) c. Manual Catapult Pin-Pull Lever - Checked Lever latched, pin-pull cylinder secured. d. Catapult to Initiator Tube Run - Checked connected Check tube for proper and secure connection. e. Ejection Seat Chaff Pin - Removed 4. Parachute Preflight Check - Performed Perform preflight check on parachute if not previously performed by checking parachute inspection record for current 10-day inspection. Determine from this record the setting of automatic ripcord release mechanism. Check bailout bottle for minimum pressure. a. Zero Delay Lanyard - Attached b. Survival Kit - Fastened warning") Care must be taken to assure survival kit attachment straps are properly laced through the safety belt. 5. Circuit Breakers - Set Check pilot's circuit breaker panel. 5A, GAM-72 Gear Jettison Circuit Breaker ?-> Plus GS or OS - Pulled Pull GAM-72 gear jettison circuit breaker on pilot's circuit breaker panel. 6. Readiness Switch Assembly: a. Readiness Switches (4) - SAFE Check that both ASM switches and both bomb switches on the readiness switch assembly are in SAFE. b. Readiness Switch Cover - Closed, safetied, and sealed Check that access cover is closed, safety pinned, and sealed. 7. SWESS Control - SAFE and sealed 8. Water Injection Switches - OFF and CLOSE (OPEN if the airplane is not serviced with water) Water injection system switch OFF; water injection drain valve switch CLOSE. 9. IFF Master Switch - STDBY, SIF set 10. Flare Ejector Power Switch - OFF 11. Hydraulic Standby Pump Switches - OFF 12. Mach Indicator Switch - OFF 13. Anti-Ice Panel Switches - OFF 14. Emergency Landing Gear Switches - Guards closed Changed 15 May 1961 2-11 Section II 7.0. 1B-52G-1 INTERIOR INSPECTION CHECKLIST (PILOT) (Cont) 15. Antiskid Switch - ON 16. Steering Ratio Selector Lever - TAKEOFF LAND 17. Airbrake Lever - OFF 18. Stabilizer Trim Cutout Switch - Guard closed 19. Lateral Trim Cutout Switch - Guard closed 20. Thermal Curtains - Stowed INTERIOR INSPECTION CHECKLIST (COPILOT) 1. EW Officer's & Gunners Stations - Checked (EW officer and gunner not flying) I a. DI Oxygen System - OFF & 100% OXYGEN b. Ejection Seat: WARNING O If maintenance has been performed on any ejection seat during or after a preflight inspection, the flight crew will ascertain that all maintenance safety pins have been removed before flight. O Take care that no streamer was torn free of a safety pin during removal, thus inadvertently leaving the pin installed. Also make certain that no safety pin is overlooked because the streamer has been detached previ- ously. See figure 1-51 for location of safety pins. (1) Arming Levers - Stowed, safety pins No. 1 installed and locked WARNING "| If the arming lever has been rotated, call maintenance immediately and stay clear of the seat. (2) Catapult Initiator Safety Pin-Pull Cylinder - Pin in place Catapult initiator safety pin should extend through the catapult initiator. If pin is pulled out, initiator may have been fired; call maintenance immediately. 2-12 Changed 15 February 1961 From RareAviation.com 7.0. Ik-520-1 Section II INTERIOR INSPECTION CHECKLIST (COPILOT) (Cont) WARNING Shipping pin or safety pin with streamer must not be installed in catapult initiator. (3) Manual Catapult Pin-Pull Lever - Checked Lever latched, pin-pull cylinder secured. (4) Catapult to Initiator Tube Run - Checked connected Check tube for proper and secure connection. c. Parachute Preflight - Performed d. All Gunnery Power Switches - Checked (1) Camera Emergency Switch - OFF (2) FCS Control Switch - OFF/SAFE and pinned (3) Radar Control Panel Switches - OFF (4) TV Control Panel Switch - OFF e. Oxygen System - OFF and 100% OXYGEN f. APR-9B & APN-69 Pressurization Switch - COMPRESSOR g. ECM Power Switches - Checked OFF h. Refuel Valve Emergency Control Lever - Center i. Oxygen System - OFF and 100% OXYGEN j. Emergency Escape Hatch - Checked (1) Manual Release Handle - Stowed (2) Lockpin - Checked Check that the paint stripe on the lockpin is visible beyond the shield or that the lockpin overlaps the shoulder on the lockarm by 1/4 inch (figure 1-50). k. Endergency Equipment - Checked (1) Axe - Stowed (2) Emergency Knife - Stowed (3) First Aid Kits - Checked and stowed Changed 15 February 1961 2-13 Section II 7.0. 1B-52G-1 INTERIOR INSPECTION CHECKLIST (COPILOT) (Cont) 2. Right Load Central Circuit Breakers - Set 3. Copilot's Ejection Seat: WARNING~j ll maintenance has been performed on any ejection seat during or after a preflight inspection, the flight crew will ascertain that all maintenance safety pins have been removed before flight. Take care that no streamer was torn free of a safety pin during removal, thus inadvertently leaving the pin installed. Also make certain that no safety pin is overlooked because the streamer has been detached previ- ously. See figure 1-51 for location of safety pins. a. Arming Levers - Stowed, safety pins No. 1 installed and locked WARNING If the arming lever has been rotated, call maintenance immediately and stay clear of the seat. b" Catapult Initiator Safety Pin-Pull Cylinder - Pin in place Catapult initiator safety pin should extend through the catapult initiator. If pin is pulled out, ini- tiator may have been fired; call maintenance immediately. warning"! Shipping pin or safety pin with streamer must not be installed in catapult initiator. c. Manual Catapult Pin-Pull Lever - Checked Lever latched, pin-pull cylinder secured. d. Catapult to Initiator Tube Run - Checked connected Check tube for proper and secure connection. e. Ejection Seat Chaff Pin - Removed 2-14 Changed 15 November 1960 From RareAviation.com 7.0. Ik-526-1 Section II INTERIOR INSPECTION CHECKLIST (COPILOT) (Cont) 4. Parachute Preflight Check - Performed Perform preflight check on parachute if not previously performed by checking parachute inspection record for current 10-day inspection. Determine from this record the setting of automatic ripcord release mechanism. Check bailout bottle for minimum pressure. a. Zero Delay Lanyard - Attached b. Survival Kit - Fastened WARNING^ Care must be taken to assure survival kit attachment straps are properly laced through the safety belt. 5. Circuit Breakers - Set 6. Manifold Valve - OPEN 7. Engine Starter Switches - OFF and GROUND START 8. Generator Selector Switch - CENTRAL BUS TIE 9. GAM-77 Emergency Control Panel: a. Fire Test Switch - OFF b. Fire Reset Switch - OFF c. Emergency Shutoff Switches - NORMAL (guard closed) 10. GAM-77 ASM Engine Control Panel: a. Ready for Launch Switches - OFF b. Wing Valve Switches - CLOSE c. Engine Control Knobs - OFF 11. Battery Switch - OFF 12. All Fuel System Panel Switches - OFF and CLOSED 13. Landing Gear Lever - GEAR DOWN, bottomed in detent 14. Throttles - CLOSED 15. Drag Chute Lever - Checked and LOCKED Move drag chute lever toward JETTISON. If resistance is encountered, the drag chute door is closed and locked. If no resistance is encountered and the drag chute lever moves to JETTISON, the drag chute has been inadvertently jettisoned. The drag chute mechanism will have to be reset prior to flight. Changed 15 November 1960 2-15 Section II 7.0. Ik-526-1 INTERIOR INSPECTION CHECKLIST (COPILOT) (Cont) 16. Wing Flap Lever - OFF I 17. Terrain Mode Selector Switch Hfl - OFF 18. Thermal Curtains - Stowed BEFORE STARTING ENGINES BEFORE STARTING ENGINES CHECKLIST (Copilot reads) 1. Interphone - Checked (P-CP) Pilot and copilot check for operation of the interphone system by noting sidetone in headset. 2. Gyro Power Switch - ON (CP MSI EES Less IQ) (PEEED Plus 03) 3. Emergency D-C Power Switch - EMERGENCY (EMER), checked, NORMAL (P-CP) Copilot positions the emergency d-c power switch to EMERGENCY (EMER). Pilot should check the operation of turn and slip indicator, gyro flight instruments, and illumination of emergency flight instrument lights on battery power. Pilot will actuate emergency alarm switch to ALERT to check the alarm system on emergency battery power. While in ALERT, return emergency d-c power switch to NORMAL and check continuous operation of the alarm system. Pilot will then turn the emergency alarm switch to OFF. 4. Battery Switch - ON, lights checked (CP) Battery not charging lights should come on and low voltage lights should go out. 5. Generator Switches - OFF (CP) Momentarily position generator switches to OFF. 6. External Power Switch - ON, battery not charging light out (CP) External power circuit breaker position indicator will not close if phase sequence is not correct or if generator circuit breaker is closed. 7. Flight Gyro Indicating Fuses - Not illuminated (P-CP) Observe that flight gyro indicating fuses on the pilots' circuit breaker panels are not illuminated. 8. Warning L Indicator Lights - Press to test (P-CP) 9. Engine Fire Shutoff Switches - IN and checked (P-CP) With the engine fire shutoff switches in NORMAL (in), check the fire detector system and lights by moving the fire detector switch to TEST. 10. Air Conditioning Panel - Set (P) 2-16 Changed 15 May 1961 From RareAviation.com 7.0. Ik-526-1 Section II BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) a. Pressure Release Switch - Guard closed b. Bleed Selector Switch - NORMAL, guard closed I c. Air Conditioning Master Switch - RAM To avoid pressurizing, leave switch in RAM. 11. Navigation & Anticollision Lights - Checked and set (P) During taxiing, navigation lights will be on BRIGHT and FLASH and anticollision lights should be OFF. 12. Ground, Connect and Clear Bomb Doors - Roger (GC) 13. Radios - ON (CP) 14. Oxygen System - Checked (P-CP) a. Oxygen Supply Shutoff Lever - ON Pressure gage reads approximately 300 psi. b. Oxygen Regulator - Check Check regulator and hose for resistance to blowing on 100% OXYGEN. c. Regulator Diluter Lever - 100% OXYGEN d. Emergency Toggle Lever - EMERGENCY Flow indicator should indicate continuous flow. Now block regulator hose with hand; indicator should indicate no flow. e. Emergency Toggle Lever - NORMAL f. Oxygen Mask to Hose - Connected Check for 10- to 20-pound pull for disconnection. Reconnect hose and check for breathing on both NORMAL OXYGEN and 100% OXYGEN. g. Emergency Toggle Lever - TEST MASK Hold breath; flow indicator should indicate no flow. h. Emergency Toggle Lever - NORMAL i. Regulator Diluter Lever - NORMAL OXYGEN j. Oxygen Quantity - Checked Press to test and check for warning light (if installed) at approximately 7. 5 liters. Liquid oxy- gen indicator should indicate required quantity. System is now ready for use. Changed 15 May 1961 2-17 Section If 7.0. 1B-52G-1 BEFORE STARTING ENGINES CHECKLIST (Copilot roods) (Cont) 115. Body Fire Warning Panel EE Plus IS or IS (coordinate with RN): a. Fire Warning System Push-to-Test Button EXEQ Plus IS - Pushed (CP) All eight fire warning indicator lights should illuminate; however, only the GAM-72 light is con- nected to the fire warning system. b. Fire Warning System Circuit Test Switch - ON (CP) c. Fire Warning Circuits - Tested (CP) I Rotate selector switch momentarily to positions A through D um Plus IS (1 through 4 00 ). In each position, the appropriate GAM-72 fire warning indicator and master caution lights will illu- minate and RN lights will illuminate. d. Fire Warning System Circuit Test Switch - OFF (CP) 16. Fuel Quantity Check - Completed (P-CP) a. Fuel Quantity Gage Press-to-Test Button - Depressed (CP) Copilot depresses button to assure proper operation of fuel gages and observes wing tank level warning lights come on. Hold button in until main tank quantities drop to 4000 pounds and main tank low warning light comes on. The copilot will have recorded in the No. 1 block of the fuel log the fuel load used in computing the Form F. The copilot will call off the fuel gage readings to the pilot who will record them in the No. 2 block of the fuel log. The pilot will cross-check the fuel load, total the individual readings, and compare the total with the totalizer reading and dipstick readings. 17. Radios - Checked (P-CP) a. Copilot checks UHF radio and No. 2 UHF radio to determine if channelizing properly and if cor- rect frequencies are set in. Calls may be made on various channels as desired to check proper functioning. Contact control tower and obtain taxi and takeoff instructions. b. Pilot sets in appropriate omni frequency, turns on the ODR marker mixer switch on ^EB MM Less Q3 or T AC AN-ODR marker mixer switch on Plus 03, and listens for correct audio sig- nals. A visual check is made of the radio magnetic indicator and omni-range radio course indi- cator to determine if correct magnetic and course signals are being received by the set. c. On IMWF Plus 03, pilot places navigation system select switch to TACAN and the TACAN-ODR marker mixer switch ON. If airplane is so located (within line of sight with an AN/URN-3 bea- con), the pilot may tune the set to the channel of the beacon and determine if the radio course in- dicator is receiving bearing information, the distance indicator is receiving range information, and that the beacon signal can be heard in the headset. d. Copilot checks liaison radio for reception. 18. Altimeters - Set (P-CP-RN/N) NOTE When setting altimeters, special attention should be given to the altimeter to insure that the 10, OOO-foot pointer is reading correctly. 19. Elevator & Rudder - Checked (P-CP) a. Elevator Check: (1) Control Column - Full forward Ground observer reports position of elevator and control tabs. 2-18 Changed 15 May 1961 From RareAviation.com 7.0. 1B-52G-1 Section II BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) (2) Control Column - Full back Ground observer reports position of elevator and control tabs. b. Rudder & Rudder Trim Check: 20. (1) (2) (3) (4) (5) (6) (7) Ground, Rudder Pedal - Full left Ground observer reports the position of the rudder control tab. Rudder Trim Knob - Full NOSE RIGHT Ground observer reports the position of the rudder control tab. on rudder pedals and observes right rudder pedal moves in. Rudder Trim Knob - Centered Rudder Pedal - Full right Ground observer reports the position of the rudder control tab. Rudder Trim Knob - Full NOSE LEFT Pilot holds slight pressure Ground observer reports the position of the rudder control tab. on the rudder pedals and observes the left rudder pedal moves in. Pilot holds slight pressure Abruptly apply full opposite rudder and observe rudder trim knob for possible movement. If movement is noted in excess of one unit, a malfunction of trim actuator brake is indicated. Rudder Trim Knob - Centered Ground observer reports the position of the rudder control tab. Remove Ground Locks & Bypass Keys - Removed (GC) 21. Standby Hydraulic Pump Pressure - Checked (P) Pilot places all hydraulic standby pump switches to STBY and observes buildup of standby pump pres- sure to 3000 (+50/-0) psi. I 22. Autopilot - Checked and OFF (P) a. Check turn knob and roll trim knob in detent position. b. Place autopilot master switch ON. c. Note trim indicators centered and place servos engage switch to ENGAGE. d. Rotate turn knob to the left; pilots' control wheels should rotate to the left. Return knob to detent. NOTE G Rotating the turn knob rapidly may result in disengagement of the autopilot. This occurs because the servo will drive the control surface to the limit (opening the limit switch) before the roll followup amplifier can make the circuit that bypasses the limit switch. D Rotating turn knob in excess of 10 can cause rudder movement and tire scrubbing may result. e. Rotate turn knob to the right; pilots' control wheels should rotate to the right. Return turn knob to detent. Changed 15 May 1961 2-19 Section II 7.0. 1B-52G-1 BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) f. Rotate pitch knobs in the dive direction until movement is observed as follows: the control col- umns should move forward and the manual trim wheel should rotate for nose down trim. Rotate pitch knobs in the climb direction; the control columns should move aft and the manual trim wheel should rotate for nose up trim. NOTE Movement of stabilizer trim indicator will be limited to 1/2 unit when using the standby pump. g. Depress pilots autopilot release button; autopilot should disengage and the disengage warning light should flash. h. Reengage the autopilot and depress copilot's release button; autopilot should disengage and the disengage warning light should flash. i. Reengage autopilot and turn autopilot master switch OFF. 23. Airbrake, Spoiler & Lateral Trim Check - Completed (P-CP) NOTE O This check is made in coordination with ground crew observer. Ground crew must hold ground test switches ON during this check. Ground crew observer will report position of spoilers after each movement. O Spoiler rigging tolerances are such that the spoiler groups on each wing may not exactly line up during partial or full extension of the spoilers. Also, when airbrakes are in position 6, a slight additional raising of the spoilers on a wing when the control wheel is moved out of neutral is nor- mal. On airplanes PlusBQ, the outboard segments will raise from 50 to 60 as more control wheel rotation is applied. Operation of ground test pumps must be limited to less than 5 minutes to avoid overheat. a. Airbrake & Spoiler Check: (1) Move airbrake lever: Ground reports: Position Lessen All Airbrakes Inboard Outboard 1 2 4 6 Not checked 20 40 60 0 20 40 60 10 10 40 50 NOTE 1881 Wing droop associated with high gross weight fuel loads may make it im- possible to see the outboard airbrake segments from the cockpit. These segments will be at 50 instead of 60. (2) Move Control Wheel: Ground reports: Position Left Spoilers Right Spoilers Full left Full right Neutral Up Down Up Down Up Up 2-20 Changed 15 May 1961 From RareAviation.com T.O. 1B-52G-1 Section II BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) NOTE | EH ' Full control wheel travel will still result in both inboard and outboard spoiler segments assuming the full 60 extension (i. e., with airbrakes in position 6, control wheel displacement to full left will cause the left spoil- . I ers to move from inboards 60, outboards 50 to both segments 60, and right spoilers from inboards 60, outboards 50 to both segments zero. Returning control wheel to neutral with airbrakes in position 6 will cause spoilers to assume the position of inboards 60, outboards 50). , I (3) Airbrake Lever - OFF. Ground reports, "All airbrakes down. " b. Lateral Trim Check: (1) Lateral Trim Button - LDN (left wing down) Copilot actuates trim control button to LDN and moves control wheel to new center po- sition. Pilot actuates lateral trim cutout when trim indicator reaches approximately 5. Copilot releases trim button, pilot places trim cutout switch in NORMAL, guard closed. Ground observer reports, "Left spoilers up. right spoilers down. " Pilot notes the move- ment of trim indicator. (2) Lateral Trim Button - RDN (right wing down) Pilot returns lateral trim to neutral and moves control wheel to neutral. Ground ob- server reports, "All spoilers down." Pilot observes trim indicator for correct indication. 24. Wing System Standby Pump Switches - OFF (P) 25. Wing Flaps - Checked and up (CP-GC) Flaps should be full down at the time the crew enters the airplane. Ground personnel will be on in- terphone and advise the pilot of flap position and movement. Flaps should be checked that they re- tract in approximately 60 seconds. To prevent inadvertent movement of the wing flaps after the desired flap position is obtained, the wing flap lever will be left in DN position at all times when full flap extension is desired. To prevent flap motor damage which may be caused by limit switch actuation after flap retraction, the lever will be moved to OFF when the flaps up indication is received. 26. Fuel Panel - Set (CP) Set switches No. 1, 2, 3, and 4 to ON, 13 and 16 to OPEN, 26 and 28 to ENGINE FEED, and all other switches OFF or CLOSED. NOTE Main tank boost pump switches should be checked to ascertain that the tog- gles are in the full ON position. This should be done by manual actuation of the switch to ascertain proper contact. / 27. Gyro Instruments - Checked (P-CP) Check gyro indicators for indication of power application by noting gyros properly erected and warn- ing flags not showing. 28. Ground Locks & Bypass Keys - Counted (N) 6 Locks. 2 (oi\4) keys. Changed 15 May 1961 2-21 Section II TO. Ik-526-1 BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) 29. Crew Report - Completed (P) a. Pilot actuates the emergency alarm switch to ABANDON, switches interphone to CALL position, and announces, "Crew report. " b. The sequence for crew reporting is as follows: G, N, EW, RN, CP, P, IN, DI, IP. c. All crew members will report on interphone as follows: Switch to CALL and report "(Crew mem- ber's) station check complete. " The pilots station check consists of seat, oxygen, and interphone check and zero delay lanyard hooked. d. Ground crew checks the alarm system in the bomb bay and reports condition to pilot. 30. GAM-77 B-52 Power Switch(es) - Request ON (CP) 31. GAM-77 Emergency Control Panel: a. Fire Test Switch - Actuate (CP) 32. GAM-77 ASM Engine Control Panel: a. Low Fuel Light(s) - ON (CP) b. Oil Pressure Light(s) - ON (CP) c. Wing Valve Switches - CLOSE, lights on (CP) 33. Circuit Breakers - Set (P-CP) 34. SWESS Control Panel: a. Arm-Safe Switch - SAFE, sealed (P) b. Armed Light - Off (P) c. Warning Light - Off, tested (P) 35. Steering Ratio Selector Lever - TAXI (P) 36. Pitot Heat - ON (P) 37. Anti-Icing Panel - Climatic (P) To eliminate or reduce the possibility of engine flameout during takeoff, the following procedure is recommended for use of engine and nacelle anti-icing: a. If icing conditions are not anticipated until after initial climbout, delay the use of anti-icing until after the water has been expended or, in the case of a dry takeoff, until after initial climbout is completed. b. If icing conditions exist or are anticipated during taxiing, takeoff, or after takeoff, turn the en- gine and nacelle anti-icing switch ON. c. Place windshield anti-ice and defog switch to NORMAL. NOTE Due to engine performance loss, the use of engine and nacelle anti-icing dur- ing takeoff will reduce EPR settings, increase both takeoff ground roll and minimum runway required by 5%, and reduce the initial climb rate. See Parts 2 and 3 of the Appendix for specific effects on performance. Changed 15 February 1961 2-22 From RareAviation.com 7.0. 1B-52G-1 Section II BEFORE STARTING ENGINES CHECKLIST (Copilot reads) (Cont) G Engine icing can occur during ground operation and at speeds below 250 knots IAS if the OAT is 5 C (41 F) or below and the dew point is within 4 C (7 F) of the OAT. Engine icing can also occur within this speed and temperature range at any time visible moisture is present. For normal training missions, disregard the remaining items in this check- list and proceed to "Starting Engines and Before Taxiing" checklist. O If the aircrew leaves their stations for any reason except when preparing the airplane for alert posture, they must accomplish the "Before Leaving Airplane" checklist. Upon returning to the airplane for flight, the "Inte- rior Inspection" and "Before Starting Engines" checklists must be accom- plished for switch positioning prior to starting engines. 38. Ground, Close All Hatches - Roger (GC) 39. Hatch Warning Light - Out (P) 40. Ground, Open Hatch - Roger (GC) 41. Oxygen - OFF and 100% OXYGEN (ALL) 42. Interior Lights - On (P-CP) 43. External Power Switch - OFF (CP) 44. Battery Switch - OFF (CP) 45. Interphone Power Switch - OFF (P) STARTING ENGINES AND BEFORE TAXIING STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) NOTE Only the Boldface items will be accomplished for Scramble. 1. Crew Equipment - On and adjusted (P-CP) Parachute, bailout bottle, and safety belt fastened and adjusted. Survival kit attachment straps should pass through the loops in the safety belt as shown in figure 1-53. WARNING G Be certain the parachute arming lanyard anchor is securely fastened in the attachment fitting on the seat as shown in figure 1-51. Failure to attach the lanyard anchor to the seat will necessitate manual operation of the parachute after ejection. G Tighten the parachute-survival kit attachment straps as tightly as possible to prevent the safety belt from inflicting facial injuries during a manual bailout or delaying escape during crash landing or ditching. Changed 15 November 1960 2-23 ection II 7.0. Ik-526-1 STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) NOTE If it becomes necessary to leave the seat during flight, the crew member should open the seat belt and unbuckle the parachute harness, leaving the parachute and survival kit in the seat. If the integrated harness release handle is pulled so that the parachute and survival kit may be worn when leaving seat, it will be necessary upon returning to the seat to take off the parachute in order to attach the parachute shoulder straps to the inertia reel fitting. 2. PARKING BRAKES - SET (P) 3. BATTERY SWITCH - ON (CP) 4. INTERPHONE POWER SWITCH - ON (P) 5. EXTERNAL POWER SWITCH - ON (CP) 6. Ground, Close Hatches - Hatches closed (GC); main entry door locked (N) The main entry door must be locked to prevent loss of the door during pres- surized flight. The door can be locked from the inside only. 7. Ground, Start External Air 30 psi Minimum - Roger (GC) NOTE Satisfactory starts may be made at less than 30 psi although starting time will be increased. See "Strange Field Procedures, " this section. 8. Stand by to Start Engines - Fire guard posted and clear (GC) Ascertain that personnel and equipment are clear of intake and exhaust ducts. warning") If the airplane is directly behind another operating jet airplane or will be run up with its tail into the wind, the following procedure will be used: 1. All crew members will go on oxygen and place di lute r lever at 100% OXYGEN position. 2. Whenever contamination is suspected, 100% oxygen will be used dur- ing ground operation and takeoff. 3. After contamination is no longer suspected, place diluter lever of oxy- gen regulator in NORMAL OXYGEN position. 2-24 Changed 15 November 1960 From RareAviation.com 7.0. Ik-526-1 Section II STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) CAUTION When practicable, start and run up engines with airplane on a clean paved surface to reduce possibility of dirt or other objects being drawn into en- gine compressors and damaging engines. 9. START ENGINES - STARTED (CP) a. Pilot announces "Starting No. 4. " Copilot positions starter switch to START. At a minimum of 12% rpm, pilot advances throttle to IDLE. As soon as No. 4 engine reaches 45% rpm, copilot places No. 3 starter switch to START and No. 4 starter switch OFF. When No. 4 engine reaches idle, pilot advances No. 4 throttle to 70%. When No. 3 engine reaches a minimum of 12% rpm, pilot advances No. 3 throttle to IDLE. When No. 3 engine reaches 45% rpm, copilot then places all remaining starter switches to START and No. 3 starter switch OFF; pilot advances both No. 3 and 4 to 70% to 90% (as required). As remaining engines reach a minimum of 12% rpm, the pilot will advance remaining throttles to IDLE; as each engine reaches 45% rpm, copilot will move respective starter switch to OFF. NOTE In order to prevent starter internal failure in case starters fail to drop out, starter switches No. 3 and 4 are moved to OFF prior to advancing throttles 3 and 4 to higher rpm settings required for starting remaining engines. G Oil pressure must be 35 psi minimum within 30 seconds. Pilot monitors starting sequence to prevent engines from exceeding limi- tations. G Combustion, indicated by a rise in exhaust temperature, must occur within 20 seconds after throttle is advanced. During a normal start, the fuel flow prior to combustion should be between 650 and 1250 pph (850 and 1250 pph on airplanes on which W has not been accomplished). As the engine accelerates, the fuel flow will increase to as high as 2000 pph. At a stabilized idle rpm, the fuel flow should drop to 650 to 1250 pph (850 to 1250 pph on airplanes on which W has not been accomplished). Fuel flow rates in excess of the above figures can warn of a hot start condition. If fuel flow is below 850 pph, re- tard throttle to CLOSED, place starter switch to OFF, allow at least 30 sec- onds for fuel drainage, and check for malfunction before attempting a restart. An air bleed manifold pressure of 40 to 45 psi is required for automatic starter dropout. Starter dropout should occur at approximately 35% to 45% rpm. Hung starts which are due to the starter not dropping out (on air- planes not having M incorporated) are usually characterized by failure of the engines to accelerate beyond 40% rpm and are more likely to occur at temperatures of 45 F (7 C) and below. EGT may rise slowly but should not be allowed to exceed the starting limit. If engine cannot be ac- celerated to idle rpm by small manipulations of the throttle within 90 sec- onds, proceed with engine shutdown and applicable maintenance instruc- tions for obtaining a satisfactory start. If the ambient temperature is -30 C or below, idle the engine for a 2-min- ute warmup period. See Section IX, "Cold Weather, " for engine starting in cold weather. Changed 15 November 1960 2-25 Section II T.O. 18-526-1 STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) O Advancing the throttle before 12% rpm is reached increases the possibility of a hot start. If external electrical power is lost during an engine start and engine rpm is below approximately 35%, immediately retard the throttle for the engine being started to CLOSED and discontinue the start until electrical power is restored. Loss of a-c power (and TR power) will cause the starter air valve to close, depriving the engine of starter assistance. This will re- sult in a hot start if the throttle is not closed. G All cases of overspeed and overtemperature operation will be recorded in Form 781. See figure 5-2 for engine operating limitations. O Avoid reengaging the engine starter while the engine is still rotating unless it becomes necessary to do so. Such practice may reduce starter service life. To prevent damage to wing flap structure, operation at engine rpm greater than 92% with wing flaps extended should be kept to a minimum. b. If GAM-77's are to be used for takeoff, as soon as copilot has placed remaining starter switches to START he will request ground crew to make air available for ASM 1. ASM 1 will be started as outlined below. After ASM 1 has been started, copilot requests ground crew to provide air for ASM 2, which will be started in same manner. MISSILE ENGINE GROUND START - COPILOT 1. External Air - Connected 2. Engine Control Knob(s) - GRD START 3. Engine Control Knob(s) - IGN (at 12%) 4. EGT & Rpm - Check 5. Engine Control Knob(s) - IDLE (at 58%) 6. Oil Pressure & Low Fuel Lights - Off c. Ground will disconnect external air after engines are started and throttles are retarded to idle. 2-26 Changed 15 November 1960 From RareAviation.com 7.0. Ik-520-1 Section II STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) 10. Starter Warning Light - Out (CP) As soon as engines are started, check light out. 11. MANIFOLD VALVE SWITCH - CLOSE (CP) r ******************* , CAUTION ******************** Place air bleed manifold valve switch in CLOSE position after engines are started to prevent excessive manifold temperature which will be attained if the switch is left OPEN. 12. GENERATORS - ON; BATTERY NOT CHARGING LIGHTS - OUT (CP) a. Momentarily hold each generator switch ON to energize the generator field (the generators will parallel). b. Check that generator and bus tie circuit breaker position indicators show closed and generator ammeter readings are approximately the same. NOTE If any generator circuit breaker is open with voltage and frequency normal, advance the respective engine throttle, then retard to the desired position. Generator circuit breaker should close. c. Using the voltage and frequency selector, check voltage at 205 (=5) volts and frequency at 400 (=5) cps on central tie bus. Leave voltage and frequency switch on CENTRAL TIE BUS position. 13. Ground, Clear Airplane for Taxi - Roger (GC) Ground will disconnect and remove all ground support equipment and stand by on interphone. 14. Body System Standby Pump Switches - OFF (P) 15. Hatch Warning Light - Out (P) 16. Cabin Pressure Master Switch - 7. 45 PSI; notify RN (CP) Notify radar navigator that generators are on the line and cooling air is available. 17. Hydraulic System Pressures - Checked (P) Pilot checks each system for pressure (3000 (250) psi); low pressure warning lights out. Changed 15 May 1961 2-27 Section II 7.0. 18-526-1 STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) 18. Stabilizer Trim - Checked, correct trim wheel movement noted, set takeoff trim (P-CP) NOTE \ During ground operation of stabilizer trim mechanism, advance engines 4 and 5 to 82% rpm. I \ CAUTION During ground operation of the stabilizer trim mechanism, observe sys- < tern limitations as given in Section V. a. Pilot requests ground observer to report direction of leading edge movement and position of sta- bilizer. b. Copilot operates stabilizer trim electrically from 0 to within approximately 1/2 of full airplane nose down position, checking that stabilizer trim wheel and indicator move in correct direction and noting that wheel stops abruptly when trim switch is released. At approximately 4 nose down airplane position, pilot momentarily actuates the trim cutout switch to check interruption of electrical trim power and abrupt stoppage of manual trim wheel. After stabilizer reaches ap- proximately 1/2 from limit, pilot rotates the manual trim wheel until the full airplane nose down position is reached. Copilot then returns trim to zero with the pilot operating the trim cutout switch after approximately, 4 of movement. NOTE After initiating a trim change, the stabilizer trim switch will always be re- turned to neutral using a positive movement of the pilot's thumb. c. Ground observer reports direction in which leading edge is moving for both directions operated. 2-28 Changed 15 November 1960 From RareAviation.com TO. 18-526-1 Section II STARTING ENGINES AND BEFORE TAXIING CHECKLIST (Pilot reads) (Cont) d. Pilot operates stabilizer trim from 0 to within 1/2 of full airplane nose up position, checking that stabilizer trim wheel and indicator move in the correct direction and noting that manual trim wheel stops abruptly when trim switch is released. Pilot rotates the manual trim wheel, then re- turns stabilizer trim to zero using electrical system. e. Ground observer reports direction in which leading edge is moving for both directions operated. f. Ground observer reports leading edge position after pilot returns stabilizer to zero. g. Pilot sets stabilizer trim for takeoff. 19. Ground, Disconnect Interphone - Roger (GC) 20. TAXI ON CREW CHIEFS SIGNAL (P) <; CAUTION The airplane may be taxied over the ground power unit. It is imperative that carts be properly positioned to avoid contact with airplane when taxi- ing out. Wing flaps must be up. Pilot taxles airplane straight ahead until ground crew signals that he is clear of the power units. As soon as the airplane starts rolling, throttles will be retarded to minimum power re- quired for taxiing to avoid upsetting the power carts by jet blast. Airplane must be positioned so that no airplane will have to taxi over the power carts of another airplane. Changed 15 November 1960 2-29 Section II T.O. 1B-52G-1 ESTIMATED SOUND PRESSURE LEVELS AT TAKEOFF POWER (WET) FOR TWO ENGINE OPERATION WITH SONIC SUPPRESSORS INSTALLED. NOTE ONE ENGINE OPERATION WILL REDUCE THE NOISE LEVEL APPROX 3 DB WARNING USE EAR PLUGS OR MUFFS WITHIN 90 TO 140 DB AREA. ADDITIONAL PROTECTION, SUCH AS FLIGHT LINE CREW HELMETS, IS REQUIRED IN AREAS GREATER THAN 140 DBS. AREAS IN WHICH THE NOISE LEVEL EXCEEDS 170 DBS MUST BE AVOIDED. BLAST EFFECT (SINGLE ENGINE WITH SONIC SUPPRESSORS) JET DISTANCE IN FEET TAXI POWER (IDLE) MILITARY PWR (DRY) MAXIMUM PWR (WET) EGT F VEL KNOTS EGT F VEL KNOTS EGT F VEL KNOTS 25 50 75 100 125 150 100 75 30 250 150 120 100 350 155 90 40 270 170 130 110 390 165 100 65 NOTE TURBINE DISINTEGRATION DANGER AREAS EXIST TO THE AFT OF ENGINES IN THE BLAST AREA. POSSIBILITY OF DISINTEGRATION TO- WARD THE SIDE IS REMOTE. NOTE FOR GAM-77 ENGINE DANGER AREAS REFER TO T.O. 1-B-52E-30-1. TO PREVENT DAMAGE TO ASPHALT TAXI- WAYS OR PARKING AREAS, PERFORM EN- GINE RUN-UP ON CONCRETE RAMP WHEN SONIC SUPPRESSORS ARE INSTALLED. NOISE DECIBEL LEVEL, MAXIMUM POWER (WET), WITH SONIC SUPPRESSORS INSTALLED EXHAUST BLAST AREA MEH 165 70 170 DB POSSIBLE (////A\ 140 DB DANGER AREA I---1 130 DB AREA HHBHHinRHHMiaiBIH Figure 2-4. (Sheet 1 of 2). 2-30 Changed 15 February 1961 From RareAviation.com 7.0. 18-526-1 Section II ESTIMATED SOUND PRESSURE LEVELS AT TAKEOFF POWER (WET), FOR TWO ENGINE OPERATION NOTE ONE ENGINE OPERATION WILL REDUCE THE NOISE LEVEL APPROX. 3 DB. WARNING | USE EAR PLUGS OR MUFFS WITHIN 90 TO 140 DB AREA. ADDITIONAL PROTECTION, SUCH AS FLIGHT LINE CREW HELMETS, IS REQUIRED IN AREAS GREATER THAN 140 DBS. AREAS IN WHICH THE NOISE LEVEL EXCEEDS 170 DBS MUST BE AVOIDED /fl V7T7/A 165 140 130 tBLAST NOISE DECIBEL LEVEL WITH MAXIMUM POWER (WET) EXHAUST BLAST AREA TO DB 175 DB POSSIBLE DANGER AREA DEFLECTOR IF NOT AVAILABLE CLEAR AREA BEHIND AIRPLANE FOR A DISTANCE OF 200 FEET. TO 140 DB AREA BLAST EFFECT (SINGLE ENGINE) Q. JET DISTANCE IN FEET TAXI POWER (IDLE) MILITARY PM (DRY) MAXIMUM PM (WET) EGT F VEL KNOTS EGT F VEL KNOTS EGT F VEL KNOTS 25 50 75 100 125 185 125 100 40 335 215 160 105 435 220 120 60 385 225 170 140 125 515 225 125 90 60 NOTE TURBINE DISINTEGRATION DANGER AREAS EXIST TO THE AFT OF ENGINES IN THE BLAST AREA. POSSIBILITY OF DISINTEGRATION TOWARD THE SIDE IS REMOTE. Engine Danger Areas Figure 2-4. (Sheet 2 of 2). Changed 15 May 1960 205 2-31 Section II 7.0. 1B-52G-1 ENGINE GROUND OPERATION Except for ambient temperatures of -30 C (-22 F) and below, no warmup period is required for the en- gines. Normally as soon as the engines stabilize at idle rpni the throttles can be advanced to full open. After starting however, the engines should be allowed to run at idling speed until readings have stabilized and ground check has been completed. Rapid movement of the throttles should be avoided at all times to prevent exceeding allowable exhaust gas temperatures. A mini- mum of 2 seconds should be used for transition from IDLE to OPEN. TAXIING PILOT The pilot will release his brakes upon receiving "Clear to Taxi" signal from the crew chief. When the airplane starts to roll, a check of brakes and steering should be made. To steer the airplane, use rudder pedals. Dif- ferential braking is not possible and thrust from the outboard engines is ineffective for turning unless used in conjunction with normal steering. Use the largest radius of turn possible and never attempt to steer when the airplane is not rolling. For minimum turning ra- dius and ground clearance, see figure 2-5. To avoid severe landing gear oscillations during low speed brak- ing and to obtain acceptable brake and tire life and ade- quate brake performance especially with regard to po- tential refused takeoffs, observe the limitations out- lined under "Ground Limitations," Section V. CAUTION G To prevent structural damage when making a turn with full rudder travel, maximum ground turning speeds should be 5 knots with ratio se- lector lever in TAXI or 27 knots with ratio se- lector lever in TAKEOFF LAND. G To prevent structural damage during high speed taxi runs, place the steering ratio selector lever in TAKEOFF LAND. Steering in TAXI during high speed taxi runs produces excessive steer- ing when small amounts of rudder pedal dis- placement are induced which can produce criti- cal side loads on airplane structure. G When taxiing at gross weights above 450, 000 pounds, taxi speed must be reduced to limit the loads imposed on the airplane structure. Taxi speeds over rough taxiways should be reduced depending on the degree of roughness and should be limited to a maximum of 5 knots for the worst condition. Ground turn speeds with the steering ratio selector in TAXI position shall be limited to 15 knots for turns not exceeding 20 of for- ward gear steering and shall not exceed 5 knots for turns requiring more than 20 of forward gear steering as indicated by the crosswind crab position indicator. Sharp turns and abrupt or hard braking are to be avoided whenever possi- ble. During taxiing, both tip gears should be on or over maintained surfaces. Structural damage to the tip gear could be sustained while taxiing if the tip gear were permitted to run on rough terrain. One or both tip protection gear wheels may be in the trail-forward position (strut inboard) after having been reversed during a sharp turn or rearward towing. This is particularly true when wing and external tanks are full. On air- planes Plus W , an amber word warn- ing light (37A, figure 1-13 and 33, figure 1-13A) marked "TPG Not In Trail" has been installed to indicate this trail-forward condition. For a reversed right tip gear, introduce 20 nose left crosswind crab at a rate of approximately 2. 5 per foot while moving forward at 2 or 3 knots until the gear casters. A minimum distance of 20 feet forward and 5 feet to the side is required for this procedure. If the gear does not caster, apply right steering, with the steering ratio se- lector in TAXI position, until the gear casters. Realign the airplane with the runway by reverse steering. If necessary, use reverse crosswind crab to recenter the airplane on the runway. For a reversed left tip gear, the above proce- dure should be followed using the opposite di- rections to those stated. If space does not per- mit use of this procedure, stop the airplane and have the gear turned manually with the use of a turning bar. O If loss of braking is experienced at low taxi speeds, immediately turn the antiskid switch OFF. The switch will be ON at all times dur- ing taxiing unless braking is lost. Loss of brak- ing can result under the following conditions: 1. If the airplane is at light weight and is sharply heeled to one side. 2. If the airplane is rolling on a slippery sur- face. Changed 15 May 1961 2-32 From reAviation.com TO. Ik-520-1 Section II NOTE The taxiing checklist should not be performed while taxiing through a congested area. The high fuel consumption during taxiing makes it necessary to hold engine speed and taxi time to a minimum. COPILOT The copilot will monitor the tower and assist in main- taining a clearance of all obstacles during taxiing. 228 153.4 264.6 93.35 MINIMUM GROUND CLEARANCE EXTERNAL FUEL TANK 3 Feet 8.5 Inches 1 OUTBOARD NACELLE INBOARD NACELLE FUSELAGE - BOTTOM 4 Feet 1.5 Inches 6 Feet 1.2 Inches 4 Feet 3.4 Inches LANDING GEAR PATHS GAM 77 MISSILE 2 Feet 2.0 Inches WING TIP PATHS Turning Radius and Ground Clearance 206 Figure 2-5. Changed 15 August 1960 2-33 Section II T.O. 1B-52G-1 TAXIING CHECKLIST (Copilot/EW reads) NOTE Only the Boldface items will be accomplished for Scramble. 1. Brakes - Checked (P) Check wheel brakes for proper operation as soon as possible after airplane starts to move. Copilot monitors master caution light while taxiing. Hydraulic pressure fluctuations due to loss of fluid or other malfunctions may be observed on the pressure gages. ~~ ;! CAUTION ' tM****************V ' Do not attempt to use either steering or crosswind crab when airplane is not rolling as severe loads would be applied to tires and landing gear. 2. FLAP LEVER - DOWN (CP) Copilot lowers flaps after taxiing to insure clearance from ground equipment. 3. RADAR, CLOSE BOMB DOORS - CLOSED (RN) a. Pilot and radar navigator check that the bomb doors not latched lights are on before closing the doors. CAUTION To prevent damage to the bomb doors and latch mechanism, do not close the bomb doors if the bomb doors not latched lights are out and the bomb doors open lights are on. It is possible for the bomb door latches to be inadvertently pushed to the locked position with the bomb doors open. If the bomb doors not latched lights are out, place the bomb doors switch to OPEN momentarily until the lights go on, then place the switch to CLOSE. b. Pilot and radar navigator check that the bomb doors not latched lights are out and the radar navi- gator checks the bomb door control valve lights are out after the doors are closed. 4. Flight Instruments - Checked (P-CP) Check needle for turn indication and ball for freedom of movement, attitude indicator erected and flag out of sight, N-l compass for movement in turns, and all pitot-static pressure instruments for correct indications. 5. Generator Panel - Checked (CP) Copilot monitors ammeters, frequency meter, and voltmeter while taxiing. NOTE A notable ammeter deflection indicates an emergency condition. 6. Crosswind Crab Control Knob & Position Indicator - Checked (P) If time permits, check operation of the crosswind crab to insure positive response in both directions. Manually turn the crosswind crab knob in each direction, recentering the crosswind crab control with the centering button in each instance. Check both indicator needles for correct indication. Changed 15 May 1961 2-34 \ \ From RareAviation.com T.O. 18-526-1 Section II BEFORE TAKEOFF BEFORE LINE-UP CHECKLIST (Copilot/EW reads) NOTE Only the Boldface items will be accomplished for Scramble. 1. Parking Brakes - Set (P) 2. STABILIZER TRIM - CHECKED FOR TAKEOFF SETTING (CP-P) WARNING To preclude the possibility of inadvertent actuation of the stabilizer trim switch, the pilot should rest his thumb between the horizontal spur and the upright position of the control wheel grip during all normal operations. Spe- cial care should be taken during takeoff, landing, and air refueling opera- tions. In addition, the copilot monitors the stabilizer trim indicator dur- ing the takeoff roll. NOTE During flight, the stabilizer trim switch should be operated in short inter- mittent bursts to aid in recognizing a malfunctioning electrical trim sys- tem before reaching an extreme out-of-trim condition. 3. Control Surface Trim - Set (P-CP) Pilot and copilot check rudder and lateral trim for takeoff setting. 4. Spoilers - Checked, lever OFF (P-CP) a. Control Wheel - Full left Pilot and copilot observe and report spoilers, "Up left, down right. " b. Control Wheel - Full right Pilot and copilot observe and report spoilers, "Down left, up right. " c. Control Wheel - Neutral Pilot and copilot observe and report spoilers, "Down left, down right. " NOTE During the operational check of spoilers, check the hydraulic pressure low warning lights not on. A decrease of hydraulic pressure will indicate spoiler operation. 5. Wing Flaps - 100%, lever down (P-CP) Pilot and copilot check wing flap indicators full down and wing flap lever in DN position. It is possi- ble to see the outboard sections in the down position from the cockpit. Changed 15 May 1961 2-35 Section II 7.0. Ik-520-1 BEFORE LINE-UP CHECKLIST (Copilot/EW reads) (Cont) 6. Fuel System Panel Switches No. 1, 2, 3 & 4; 13 & 16; 26 & 28 - ON, OPEN, and ENGINE FEED (CP) This sets the fuel system controls for takeoff. All other fuel system panel switches OFF or CLOSED. 7. Windows & Hatches - Closed and locked (P-CP) Check windows closed and hatches not closed and locked light out. 8. Armrest Safety Pins (2) - Removed (P-CP) 9. Anticollision & Navigation Lights - ON and STEADY (CP) 10. Crew, Stand by for Takeoff (CP) Pilots and navigators will review time and speeds to be used during takeoff. Any crew member noting discrepancies which may compromise the successful completion of the mission will so advise the pilot at this time. 11. Gyros & Compass - Checked and set (P-CP-N) Pilot and copilot set directional indicator (N-l repeater) and directional indicator (gyro) with runway heading at top of dial. Pilot checks with navigator for N-l compass setting. Pilot and copilot set at- titude indicators to indicate level flight. NOTE If a sharp turn has just been completed, the aft main gear may have be- come misaligned and affect the airplane heading. This condition is cor- rected after the airplane has moved forward for some distance. If time and available taxi distance do not permit this self-correction, the landing gear may be aligned by use of the crosswind crab centering button. Taxi- way gradients and other turning angles can cause similar misalignments. 12. Air Conditioning Panels: a. Air Conditioning Master Switch - RAM (wet takeoff only) (CP) b. Cabin Temperature Selector Switch - AUTOMATIC (approximately 60) (P EEE21 Hess 03) (CP ESI Plus 03) 13. STARTER SELECTOR SWITCH - FLIGHT START (CP) 14. Starter Switches - Climatic (CP) If icing conditions exist or are anticipated during takeoff or after takeoff, turn the engine starter switches to START before advancing throttles to takeoff thrust. 15. IFF - NORM (mode and code as briefed) (P) 2-36 Changed 15 May 1961 From RareAviation.com T.O. 1B-52G-1 Section II TAKEOFF Close attention must be given to the recommended pro- cedures in order to obtain the best takeoff performance. The normal takeoff technique is that which will be re- quired to produce the results stated in the takeoff charts in the Appendix. These procedures have been selected as being the most desirable from the consideration of safety and the attainment of minimum practical takeoff distance. For brake energy limits, see figure 5-8. AHHHMUUHHHV, caution If it is absolutely necessary to fly the airplane immediately following a heavily braked landing or refused takeoff, a check of the "Brake Energy Limit Chart" (figure 5-8), should be made prior to takeoff. O If a tire failure is suspected on takeoff before decision speed is reached, the takeoff should be discontinued. This is to preclude the pos- sibility of landing gear failure caused by take- off with a partially disintegrated tire. TAKEOFF PERFORMANCE Performance Data All takeoff performance data should be determined prior to takeoff. This assures accurate planning and close monitoring of all takeoffs. These data include such items as takeoff gross weight, runway OAT, field length and altitude, wind direction and velocity, airplane eg, and the runway gradient. From such items it may be determined whether water inj ection is needed, what the stabilizer setting is, what the crosswind crab setting is, and what the takeoff distance will be. A change in any one of these items will have a large effect on take- off performance as shown by figure 2-6. Relative hu- midity, which appreciably affects reciprocating engines, has a negligible effect on turbojet engines. Sufficient charts to accurately determine takeoff performance are included in Parts 2 and 3 of the Appendix. S-j $2 Acceleration Monitor System The S^2 acceleration monitor system is based on a timed acceleration check between two indicated air- speeds which can be compared against a precomputed Changed 15 May 1961 2-37 Section II 7.0. Ik-526-1 acceleration rate taken from charted values prior to takeoff. Use of this system virtually eliminates wind error, airspeed indicator calibration error is mini- mized, and no reference point outside of the airplane is necessary. The 8482 system checks acceleration only after takeoff power is set which increases accu- racy during rolling takeoffs. Excellent crew coordi- nation is essential when using the S^Sg acceleration check. INITIAL TIMING SPEED. Initial timing speed is the speed (70 knots) at which timing is started to deter- mine acceleration characteristics of the airplane. Sj. Sj is the computed time at which the decision speed must be reached. S. So is the takeoff indicated airspeed (unstick speed). 2 FOR SEA LEVEL AND GROSS WT OF 380,000 POUNDS AN INCREASE OF Changes Takeoff Distance Approx WITH WATER-FT NO WATER-FT 1000 Feet in Altitude at 100 F +450 +900 1000 Pounds in Weight at 100 F + 30 + 60 10 F on 100 F OAT +270 +750 10 Knots Wind -700 -930 Factors Affecting Takeoff Distance Figure 2-6. 207 criteria. This information is shown graphically in Part 2 of the Appendix. The minimum runway required is the runway length required to accelerate to Sj, ex- perience an engine failure, and then take off with seven engines. Minimum runway required charts in Parts 2 and 3 of the Appendix are used to determine the maximum gross weight for a specific runway length. It should be pointed out, however, that dim bout per- formance must be considered when determining the maximum gross weight for operation from a given run- way. ' This is necessary because it is possible under certain runway pressure altitude and temperature con- ditions to load the airplane so that, although the takeoff could be accomplished, very poor and sometimes un- safe climbout performance exists. This is discussed more fully under "After Takeoff, " this section. To determine the maximum takeoff weight, enter the ap- propriate minimum runway required chart with the run- way length available and arrive at a weight as deter- mined by the existing field pressure altitude and tem- perature. Check the climbout performance for this weight, temperature, and field pressure altitude by referring to the charts in Part 4 of the Appendix, keep- ing in mind terrain clearance and flap retraction prob- lems. Once this weight has been determined, the only other information required is that which will enable the pilot to properly monitor the takeoff. These are the minimum EPR settings, the decision speed and time, and the takeoff speed (82). Engine Thrust The characteristics of a turbojet engine are such that the engine thrust for takeoff decreases considerably with increases in outside air temperature and field ele- vation. To alleviate this condition, a water injection system has been added to each.engine so that reason- able takeoff performance is retained at high OAT's and high field elevation. J-57-P-43WB engines are trimmed per flat rated engine trim procedures which allow the "wet" takeoff thrust rating to be developed through a range of OAT conditions from 40 to 100 F by manipu- lation of the throttles according to the required EPR in- dication. Typical J-57-P-43WB engine thrust variations with changes in temperature and altitude are shown in figure 2-7. Takeoff Planning Adequate takeoff planning must always include the pos- sibility of poor acceleration during the takeoff run. Al- though many factors may cause poor acceleration the most probable cause is engine failure. If such a fail- ure occurs, it must be possible either to stop in the runway distance remaining or to continue the takeoff safely on seven engines. The decision whether or not a stop can be made in the remaining runway must be made immediately and with the aid of predetermined CAUTION G The scaling effect of water tends to decrease engine efficiency. Therefore, use of water in- jection should not be indiscriminate but rather reserved for heavy weight high temperature takeoffs when it is actually needed as a safety factor and for periodic functional checks of the system. 2-38 Changed 15 November 1960 From RareAviation.com T.O. 1B-52G-1 Section II Water injection should not be used at pressure altitudes greater than 8000 feet. Use of water injection above this altitude will result in harm- ful overspeed of the low speed compressor. O Water injection must not be used if the runway OAT is less than 4 C (40 F). Rated thrust is developed without water injection at tempera- tures below 4 C (40 F) and if water injection is used below this OAT, freezing may occur at the engine compressor section. D Due to venturi effect at the engine inlets, engine icing may be expected during a water injection takeoff when the runway temperature is approxi- mately 40 F and the temperature of the water in the water injection supply tank is 40 F or less. The engine and nacelle anti-icing system will not prevent icing which will occur under this combination of air and water temperatures. Prior to any planned water injection takeoff when the ambient air runway temperature is 1 forecast to be 40 F or slightly above, the air- plane should be serviced with water warm enough to remain above 40 F at takeoff time. SEA LEVEL -43WB DRY o o 12 11 10 6000 FEET -43WB DRY 7 TAS =100 KNOTS 6 -SEA LEVEL -43WB WET 6000 FEET -43WB WET 40 20 0 20 40 60 80 100 120 Si X NOTE APPROXIMATE DATA ONLY DO NOT USE TO CHECK PERFORMANCE O oSEA LEVEL -43WB DRY OUTSIDE AIR TEMPERATURE-F0 TAKEOFF PROCEDURES Correct takeoff procedures may vary under different takeoff conditions. There are, however, some pro- cedures which are standard for every takeoff. These procedures, which are discussed in "All Takeoffs" be- low, should always be adhered to. For the takeoff cal- culations and a summary of the takeoff procedures, see. Parts 2 and 3 of the Appendix. A diagram of the nor- mal takeoff procedures is shown in figure 2-8. J-57-P -43WB Engine Takeoff Thrust Figure 2-7. All Takeoffs CAUTION Takeoff rated thrust (TRT) or military rated thrust I (MRT) will be used for all takeoffs except touch-and- I go. The correct stabilizer trim setting will be used I for all takeoffs. The wing flaps will be set for 100% down and intermediate settings will never be used. ROLLING TAKEOFF. In order to minimize the fatigue damage effects to the wing structure, all takeoffs will normally be made from a rolling start. In those situ- ations when safety may be compromised by performing a rolling takeoff or where runway conditions dictate, takeoff may be made from a braked condition; however, maximum power operation with brakes locked will be kept to a minimum. When making a rolling takeoff, the airplane will be aligned with the runway at normal taxi speeds using the radius guide lines. The maximum turn-on speed for a 140- to 150- foot turn radius is 15 knots. This limit is based on airplane strength and must not be exceeded. Place steering ratio selector in TAKEOFF LAND when within 15 of runway heading. After steering ratio is selected, power will be advanced to obtain the desired EPR. THROTTLES. The throttles will be advanced slowly and evenly to the takeoff EPR. Minimum time for move- ment from IDLE to OPEN position is 2 seconds. No at- tempt will be made to steer by throttles as differential thrust is ineffective and reduction of thrust on one side will increase the takeoff ground run. Changed 15 February 1961 2-39 Section II 7.0. 1B-52G-1 NOTE THE TAKEOFF SHOWN IS FOR NORMAL CONDITIONS. MODIFICATIONS MAY BE USED TO MEET VARIOUS REQUIREMENTS. SEE PART 2 AND 3 OF THE APPENDIX FOR COMPLETE DATA ON DETERMINATION OF DECISION TIME AND TAKEOFF SPEEDS. AIRCONDITIONING MASTER SWITCH RAM (wet takeoff only) CABIN TEMPERATURE SELECTOR SWITCH AUTOMATIC STARTER SELECTOR SWITCH Fl IGHT START CLIMB AT 180 KNOTS IASSTART INITIAL TIMING (70 KNOTS IAS) GENERATORS AND STABILIZER TRIM MONITORED START INITIAL TIMING (70 KNOTS IAS) GENERATORS AND STABILIZER TRIM MONITORED ENGINE INSTRUMENTS CHECKEDFigure 2-8. (Sheet 1 of 2). 2-40 Changed 15 February 1961 From RareAviation.com 7.0. Ik-526-1 Section II ALTIMETER SET 29.92 (23,500 FEET) IFF CHECKED OXYGEN CHECK COMPLETED GAM-77 APPLICABLE FUEL CROSSFEED VALVES OPEN FUEL VALVE SWITCHES SET FOR CLIMB AUTOPILOT MASTER SWITCH ON LANDING AND CROSSWIND LANDING LIGHT SWITCHES OFF ZERO DELAY LANYARD STOWED WING FLAP LEVER UP AND OFF STARTER SWITCHES OFF AIR CONDITIONING MASTER SWITCH 7.45 ANTI-ICING SWITCHES CLIMATIC MACH INDICATOR SWITCH ON WATER INJECTION SWITCHES OFF AND OPEN GAM-77 WING VALVE SWITCHES OPEN LIGHTS OFF GAM-77 ENGINE CONTROL KNOBS MAX CONT OR GRD START CLIMB POWER SET APPLY STABILIZER TRIM (as required) 12000 FT 1000 TO 1500 FTNOTE AIRSPEEDS BASED ON AN AVERAGE GROSS WEIGHT OF 360,000 LBS iTakeoff and Initial Climb Diagram (Typical) 210 Figure 2-8. (Sheet 2 of 2). Changed 15 February 1961 2-41 Section II 7.0.1B-52G-1 STABILIZER TRIM. The stabilizer trim setting re- quired for takeoff depends upon the center of gravity location and the airplane weight. The correct stabi- lizer trim setting may be determined from charts in Parts 2 and 3 of the Appendix. CAUTION r Failure to set the stabilizer correctly could result in: 1, An accelerated stall if the stabilizer trim is set too high (airplane nose up). 2. Longer than predicted takeoff ground runs if the stabilizer trim is set too low (airplane nose down). WING FLAPS. The wing flaps are so designed that the highest lift-drag ratio is achieved at the 100% down po- sition. For this reason they are always used in this position. Because wing flap extension time is 60 sec- onds and intermediate settings are ineffective, the low- ering of flaps during the takeoff roll is not recom- mended. CONTROL TECHNIQUE. Steering should be accom- plished with the rudder pedals throughout the ground run. The steering system will be effective until suf- ficient speed is established for rudder control. The takeoff will require a pull force on the control column approximately 5 to 10 knots prior to unstick speed. The control column will be pulled back as required to achieve the computed unstick speed. At the appropriate speed, the forward wheels will come off the runway first and the airplane will tend to rotate about the rear wheels. Relaxing back pressure at the time the airplane leaves the ground will stop this pitching action. However, if the stabilizer trim is set too high (airplane nose up) the control column must be pushed well forward to stop the pitching action. Should rearward control column move- ment be delayed until just before the takeoff point, the takeoff ground run may be increased as much as 5%. Refer to Parts 2 and 3 of the Appendix for determina- tion of takeoff distances. Water Injection Takeoff The airplane will be aligned with the runway at normal taxi speeds using the radius guide lines. The maximum turn-on foot turn is 15 knots, airplane strength and speed for a 140- to 150- This limit is based on must not be exceeded. Place steering ratio selector in TAKEOFF LAND when within 15 of the runway heading and prepare to actuate the water injection system switch. CAUTION The water injection system switch and the water injection drain switch are in close proximity. The conditions of a rolling takeoff make intense demands on the pilot's attention at this time and it is of the utmost importance that the pilot be certain he is not preparing to actuate the water injection drain switch rather than the water in- jection system switch. After the steering ratio is selected, power will be ad- vanced to the dry EPR setting for wet takeoff, cross- checking the rpm. If a minimum of 91% rpm is not reached on all engines with the dry EPR setting for wet takeoff, appropriate throttles will be advanced to obtain the 91% rpm minimum. As soon as the dry EPR has been set and adjusted, the pilot will position the water injection system switch to ON. Note that the water pressure lights go out and the water pressure indica- tors read ON. The water injection throttle micro- switches will have been actuated as the throttles reach an indicated 86% rpm position, allowing the water shut- off valves to open. The most positive indication that the water injection system is operating correctly will be an increase in the fuel flow and EPR of each engine ENGINE MIN OAT FOR WATER DURATION WITH DRAINAGE RATE WATER INJECTION CAPACITY FULL TANKS PUMPS ON ! PUMPS OFFiiiiiiaiiiiiiiiiaiiiiiiiiiinWater Injection Data. 201 Figure 2-9. Changed 15 May 1961 2-42 From RareAviation.com 7.0. 18-526-1 Section II above that normally attained without water. When water reaches the engines, copilot will adjust the throttles to obtain the desired wet EPR. The desired wet EPR will be approximately 0.02 higher than the EPR values listed in Part 2 of the Appendix and assures takeoff rated thrust in the 50- to 80-knot IAS range -where water aug- mentation will take effect. The duration of the water supply for full tanks is 110 seconds. It is desirable to have sufficient water to last during takeoff, landing gear retraction, and acceleration to flaps down initial climb speed. The time required for this will generally be less than 110 seconds if prescribed procedures are employed. To aid in planning a water injection take- off, ground run time is given on the takeoff ground run charts in Part 2 of the Appendix. At sea level on a standard day with no forward speed, the use of water injection increases fuel flow approximately 4000 pounds per hour per engine. A corresponding increase will also result in the engine pressure ratio but no signifi- cant change will occur in rpm. After takeoff has been accomplished and at the first indication of water run- out, the water injection switch will be turned off and the throttles advanced to full open until climb speed and attitude has been established. Assuming that a normal takeoff and climbout has been completed, the throttles may be left in military rated thrust (30-minute limit) or retarded to normal rated thrust (continuous opera- tion) depending upon conditions encountered and the climb schedule to be followed. Move the drain valve switch to OPEN position and leave it OPEN. For drain rates, see figure 2-9. NOTE In the short time lapse between water runout and system shutdown, engine surges may occur mo- mentarily and will be evidenced by fluctuations of EPR. This condition is due to lack of posi- tive pump supply when water nears depletion and will not adversely affect engine life. After moving the drain valve switch to OPEN position, do not actuate the switch in flight at or above the freezing level. Operation of a frozen valve may cause valve failure. PARTIAL WATER TAKEOFF. At light or medium weights, water takeoffs may be safely made without water augmentation on all engines; however, the fol- lowing criteria is established for partial water takeoffs for normal training missions: 1. Water takeoffs will not be planned for an airplane with any known system malfunction, such as an inop- erative water pump. I 2. Takeoff will not be continued with more than two engines without water augmentation. 3. Minimum runway required with all eight engines dry will not exceed runway available. 4. Subtract 2 knots per engine without augmentation from the decision speed. Heavy Gross Weight Takeoff The takeoff and initial portion of the climbout are the critical conditions for an airplane weighing 450, 000 to 488, 000 pounds. When takeoff is planned at these weights, performance calculations should be gone over thoroughly not only for normal operation but for emer- gency conditions as well. A positive vertical velocity cannot always be maintained during the complete flap retraction cycle; therefore, at these heavy weights, flap retraction will normally be delayed until reaching 1500 feet. After takeoff, there is ample climb per- formance. Even with one engine out, the airplane is well above the outboard engine-out minimum control speed. Light G ross Weight Takeoff When takeoff is made at light gross weight, the airspeed and rate of climb increase rapidly after unstick because of the excess thrust. After the landing gear is retract- ed, the power should be adjusted during climb to flap retraction altitude to a setting which will produce a rate of climb of approximately 1500 to 2000 feet per minute. As the airspeed increases, the airplane will tend to pitch up. The pilot should control this pitchup with forward control column and nose down trim and check the movement of the manual trim wheel to make sure the trim is actuating in the nose down direction. LIGHT GROSS WEIGHT TAKEOFF WITH WATER. When takeoff is made at light gross weight with water, the pi- lot will be unable to throttle back to limit the rate of climb without shutting off the water. The rate of climb may exceed 2000 feet per minute. The airspeed will increase rapidly and the airplane will pitch up. It is important that the nose down correction be made im- mediately by application of forward control column and nose down trim. The pilot will be unable to control the pitchup of the airplane with the elevator control alone. It is possible that the airplane will continue to pitch up although the column is full forward and the trim is mov- ing in the nose down direction. The pilot should con- tinue to trim in the nose down direction until the de- sired flight attitude is attained. He should monitor the manual trim wheel to make sure the trim is actuating in the nose down direction. NOTE A wet takeoff will not be made at a gross weight of less than 360, 000 pounds. I LIGHT GROSS WEIGHT TAKEOFF FUEL MANAGE- MENT. At gross weights of 250, 000 pounds or less, fuel management through normal usage sequence will be: outboard or external tanks to engines 1, 2, 7, and 8; main tanks 2 and 3 to engines 3, 4, 5, and 6 (sequence 7 and 8). This configuration of fuel management poses a potential problem of momentary fuel starvation of the outboard engines during ground operation in that: 1. Only two of the four boost pumps in main tanks 1 and 4 are operating when valves 13 and 16 are opened in order to feed outboard fuel to engines 1, 2, 7, and 8. Changed 15 November 1960 2-43 Section II 7.0. 1B-52G-1 2. One of these two operating boost pumps is located in the inboard part of the tank and may become uncov- ered in ground attitude when the fuel level is down to the green band area which is required before the fuel can be used from the outboard or external tanks. The boost pumps in the outboard tanks may also become uncovered when the outboard tank level approaches 5000 pounds and the airplane is on the ground with the wings drooping in the no-lift condition. At this point, the one boost pump remaining submerged in main tanks 1 and 4 will feed the respective outboard engines. 3. As fuel level decreases in main tanks 1 and 4, this one submerged boost pump may become momentarily uncovered during takeoff acceleration. This can result in momentary loss of power or flameout and a resultant yaw to the airplane. 4. With this one main tank boost pump supplying fuel to two engines, flameout of these two engines will occur if that pump fails. For takeoffs at gross weights of 250, 000 pounds or less, establish a fuel management configuration of main tanks to engines. NOTE Open valves 9, 10, 11, and 12 any time the fuel level in main tanks 1 and 4 is in the green band area during takeoffs. If outboard and external fuel usage is desired, it may be transferred directly into the main tanks through the main manifold. If green band is exceeded as a result of this transfer, do not exceed the applicable wing flutter airspeed limitations. Obstacle Clearance Takeoff If obstacle clearance is marginal, retract the landing gear as soon as possible after becoming airborne, leave wing flaps fully extended, and climb at 10 knots above takeoff speed until the obstacle is cleared. The charts in Parts 2 and 3 of the Appendix show the distance re- quired from point of brake release to clear a 50-foot obstacle with seven and eight engines. Since an en- gine failure may be encountered after Sj, it is recom- CROSSWIND CRAB POSITION INDICATOR AIRPLANE SHAPED POINTER OPERATED BY REAR MAIN LANDING GEAR. LOWER POINTER OPERATED BY FRONT MAIN LANDING GEAR (ON PILOTS INSTRU- MENT PANEL) \ CROSSWIND CRAB CONTROL KNOB DIRECTION OF ROTATION INDICATED PRODUCES GEAR AND INSTRUMENT DEFLECTION AS SHOWN (ON AISLE STAND) RUNWAY BOUNDARY a Crosswind Crab Operation Figure 2-10. 2-44 Changed 15 February 1961 From RareAviation.com TO. IK-520-1 Section II mended that the charts be entered using the seven-en- gine ground run distance. After the climb from C to F (figure 2-12) allow the airplane to accelerate to 180 knots indicated airspeed and continue climb to at least 1000 feet above the terrain before starting flap retrac- tion. See "Obstacle Clearance Climb out," this section, for maximum climb angle discussion. Crosswind Takeoff NOTE Sustained runway wind velocity plus one-third of the gust factor will be used to compute cross- wind crab settings for a takeoff with gusty wind conditions. A If a crosswind cannot be compensated for by use of the crosswind crab system, a takeoff is not recommended. Prior to the time of takeoff, the takeoff speed and local field wind velocity and direction should be ascertained and the crosswind crab setting determined for these conditions. If uncorrected tower wind is obtained, it is recommended that 50% of the velocity be used. See Parts 2 and 3 of the Appendix for applicable crosswind takeoff information. Taxi into takeoff position so that the nose of the airplane is pointing into the direction of the wind component. At the same time, turn the cross- wind crab control knob in the direction the nose of the airplane is to be crabbed into the wind (figure 2-10). The miniature airplane and pointer on the crosswind crab indicator should point to the degree setting corre- sponding to the crab angle previously determined for the wind and gross weight. The miniature airplane and pointer should be crabbed across the simulated runway on the indicator in the same direction that the airplane is crabbed across the runway on the takeoff run. CONTROL TECHNIQUE. The takeoff procedure used is the same as that for a normal takeoff except that the airplane will be crabbed into the wind, a condition which may seem strange the first few times a pilot uses this crosswind crab technique. Engine thrust may pull the airplane toward the side of the runway from which the wind is blowing before the airplane becomes airborne. This effect is easily overcome by use of the proper amount of rudder pedal steering. If the crosswind is of a large enough magnitude it may cause the airplane to heel over on the downwind tip gear at low speeds. Such a differential loading on the tip gear is not detri- mental. Do not attempt to level the wings until an in- dicated airspeed of 90 knots is attained on the takeoff roll. An attempt to level the wings at low airspeeds may increase ground roll because of the drag added by the raised spoilers. Also the wheels mounted on the tip gear will swivel so that a crabbed takeoff can be made without imposing large side loads on the tip gear. The lateral control required to maintain a wing-level attitude will diminish as the airspeed increases to the takeoff speed if the crab angle setting being used was determined for the correct wind and gross weight. For- ward gear steering becomes less effective as the wheels become lightly loaded; however, the rudder control be- comes more effective and compensates for the decrease in effectiveness of forward gear steering. LANDING GEAR RETRACTION. After the airplane is airborne and brakes have been applied, retract the land- ing gear. The crosswind crab control knob and indica- tor will be automatically centered prior to the time the gear retracts. NOTE During landing gear retraction, the landing gear may hesitate momentarily in the retraction cy- cle if large amounts of stabilizer trim are ap- plied. This is considered normal and is due to the design of the hydraulic system which gives the demands of the stabilizer system priority over the retraction cycle demands of the landing gear system. Night Takeoff When making a night takeoff, use the same procedure as for a day takeoff. If the pilot wishes to energize the fluorescent dials on his instruments so that they glow with maximum intensity, the white spotlight may be used for focusing on the applicable instruments for a few seconds while the pilot's eyes are covered. The landing lights, terrain clearance light, and crosswind landing light may be used at the pilot's discretion. NOTE The landing lights are in the leading edge of the forward landing gear doors and will remain on until the landing gear is up and locked or until switch is turned OFF. Changed 15 May 1961 2-44A Section II 7.0. 1B-52G-1 TAKEOFF CHECKLIST NOTE This checklist need not be read during takeoff. WARNING Do not attempt to take off unless stabilizer trim has been properly set for takeoff and airbrakes are down. 1. Crosswind Crab Control - Set and down (CP) Copilot obtains wind direction and velocity from tower and computes crosswind crab setting. Pilot sets in crosswind crab while taxiing to takeoff position. 2. Steering Ratio Selector Lever - TAKEOFF LAND (P) WARNING The steering ratio selector lever will be left in the TAKEOFF LAND position for all operations except taxiing. If the steering ratio lever is not in TAKE- OFF LAND, the landing gear cannot be retracted. CAUTION Center the rudder pedals before repositioning the steering ratio selector lever. Actuation of the lever when the rudder pedals are deflected is very difficult and will result in a sudden change in steering angle. 3. Takeoff Thrust - Set (P-CP) Advance throttles to applicable EPR setting and set throttle brake. Manifold temperature should not exceed 246 C with takeoff power. When making a rolling wet takeoff, a dry EPR check is not re- quired and throttles will be advanced to obtain the dry EPR setting for wet takeoff. NOTE When making a takeoff from a standing start, pilots should be alert for pos- sible airplane movement when throttles are advanced since the parking brakes were not designed to hold the airplane with all engines at MRT. If move- ment is detected, depressing the brakes beyond parking brake position may reduce the creeping but may not stop it. L takeoff is not imminent, reduce power to stop the airplane. WARNING If the warning horn sounds and the master caution light comes on as throttles are advanced beyond approximately 80% NRT, the flaps should be rechecked at 100% down. Extended operation of the engines at full thrust will reduce wing trailing edge service life. Wing flap service life is also adversely affected, especially with flaps down. Do not operate in this condition any longer than necessary. 2-448 Changed 15 May 1961 From RareAviation.com 7.0. 1B-52G-1 Section II TAKEOFF CHECKLIST (Cont) 4. GAM-77 Engine Control Knob(s) - TAKEOFF or GRD START (CP) NOTE If GAM-77's are being used for takeoff, the pilot will check the airplane engines and the copilot will check the GAM engines during takeoff. 5. Water Injection System Switch - ON (if applicable), check increased fuel flow and EPR, tank pump pressure indicators move from OFF to ON, eight amber lights out (the eight amber water pressure- low indicating lights should go out in 5 to 10 seconds) (P) NOTE If failure of a boost pump occurs, as indicated by a tank pump pressure indi- cator, the remaining boost pumps will provide sufficient water supply for pressurization to the engines; this will be indicated by the amber warning lights being extinguished. 6. Power - Checked (P-CP) The EPR will tend to overshoot slightly and will take several minutes to stabilize. In the event no more than two of the engines are not more than 0. 05 below the recommended minimum EPR and the rest of the engines equal or exceed the recommended value and all other instruments indicate normal operation, the takeoff roll may be continued and discontinued at Sj if the decision speed is not ob- tained. 7. Engine Instruments - Checked (CP) During initial portion of the takeoff roll, the copilot will check oil pressure, EPR, rpm, and EGT in- dicators within limits and will monitor engine instruments during remainder of takeoff roll. K for any reason an engine throttle is retarded to allow engine operation below 86% rpm during a wet take- off, water flooding of that engine may result in engine seizure at low rpm. To prevent flooding of engine operating at reduced rpm, both throttles controlling the engines of that nacelle may be retarded to the water cutoff point (approximately 86% engine rpm) until after water runout. However, if wet takeoff thrust from the good engine of that nacelle is required, takeoff should be continued with wet takeoff throttle setting for seven engines and reduced throttle setting on the remaining engine. 8. Generator Panel Indicators - Checked (CP) Generator panel will be checked for proper indication. 9. Stabilizer Trim Indicator - Monitor (CP) Copilot monitors the stabilizer trim indicator during the takeoff roll in order to detect any in- advertent change in takeoff trim setting. 10. 70 Knots - Now (P) Pilot announces over interphone "Coming up on 70 knots" at approximately 60 knots. At 70 knots, pilot announces "Now. " As pilot announces "Now, " the navigator/copilot will start his stopwatch. 11. Si - Now (N/CP) The navigator/copilot announces over interphone "Coming up on seconds" approximately 3 seconds prior to Sj time. At Si time, navigator/copilot announces "Now. " At the same time, the pilot checks the airspeed for computed minimums. 12. Unstick Speed (8z) - Now (CP) Copilot calls over interphone "Coming up on unstick speed" approximately 5 knots before reaching unstick speed. At unstick speed, copilot announces over interphone "Now. " Changed 15 February 1961 2-45 Section II 7.0. 1B-52G-1 AFTER TAKEOFF CLIMBOUT PLANNING Under some operating conditions, climbout can be the most critical phase of airplane operation. For this reason, it is essential that the climbout technique be planned during mission planning prior to the flight. The climbout procedures essentially fall into two categories which are explained in the following paragraphs. These are a normal climbout and an obstacle clearance climb- out. The "Takeoff Ground Run" and minimum runway required charts in Parts 2 and 3 of the Appendix show a line for the flaps down rate of climb equal to 300 fpm on seven engines using no water injection. During mis- sion planning, if it is found that the combination of gross weight, runway pressure altitude, and OAT are such that the required ground run falls above this line (giv- ing less than 300 fpm rate of climb), the gross weight must be reduced or a marginal climbout will result. If an obstacle must be cleared, the obstacle clearance climbout procedure will be used. AFTER TAKEOFF PROCEDURES After leaving the ground, the wheel brakes will be ap- plied before starting gear retraction to avoid wheel well damage from spinning wheels. The landing gear retraction should be started as soon after unstick as possible. If at a light gross weight when climb is started, the power should be adjusted during climb to flap retraction altitude to a setting which will produce a positive vertical velocity of approximately 1500 to 2000 feet per minute. Keep airplane trimmed as close as possible to zero stick force in the climb. Stabilizer Trim Use After Takeoff The period from takeoff to flaps up requires active sta- bilizer trim use by the pilot to meet the rapidly changing trim requirements. Stabilizer trim should be utilized as required to maintain stick forces near zero to pre- clude the rapid development of an out-of-trim condition. Stick forces associated with flaps down are very light even at full travel of the control column and can lead to the false impression that stabilizer trim is not re- quired. NOTE Control column force is a function only of con- trol column position and airspeed; this force is not dependent on stabilizer position. If the con- trol column is at full travel and stabilizer trim is being used, no change in control column force will occur until the control column is reposi- tioned by the pilot. A positive method of deter- mining whether or not the trim is working is to note the action of the trim wheel. NOSE DOWN NOSE UP STABILIZER SETTING TakeoffClimb Stabilizer Trim Schedule 221 Figure 2-11. 2-46 Changed 15 May 1961 From RareAviation.com T.O. 1B-52G-1 Section II Excessive force is not required to position the control column at full travel in the flaps down configuration. Therefore, if a condition develops in which the pilot is holding the control column hard against the stops and not effecting positive control of the airplane, he must make a conscious effort to utilize stabilizer trim. I If this condition has developed and trimming action has been started, the response of the airplane may not be immediately apparent. Continue trimming until control is regained. A typical profile of trim requirements is given in fig- ure 2-11. When the airplane is out of ground effect, landing gear is retracted, and the airplane is accel- erated to 180 knots IAS, a nose down stabilizer trim requirement of approximately 3 units exists. During the first 80% of flap retraction, approximately 1. 4 units of stabilizer nose up trim is needed. An additional 1. 1 units of nose up trim is required during the last 20% of flap retraction. For these trim requirements, the manual trim wheel is too slow to maintain zero stick force; therefore, the stabilizer trim button should be used. During flap retraction, stick forces are light and a few seconds of holding a rearward control column rather than retrimming can result in an airplane out-of- trim condition of 2 or 3 units nose down trim and an ap- proaching loss of elevator authority. Application of nose up trim and full up elevator will result in imme- diate recovery. See "Flight Control System Character- istics. " Section VI, for information on elevator and sta- bilizer characteristics. After the flaps are fully re- tracted, nose down trim change will be required during acceleration to best climb speed. WARNING whenever possible. The airspeed must be maintained above the minimum recommended with flaps up. Obstacle Clearance Climbout Procedure When obstacles near the field must be cleared on take- off, the climbout performance becomes very important. A high angle of climb for clearing close obstacles is maintained by leaving the flaps down and climbing at 10 knots above unstick speed until obstacle is cleared. The speeds for the maximum climb angle with flaps down are 20 to 30 knots higher than unstick speeds. Since the airplane might cover considerable ground distance before attaining the maximum climb angle speed, do not attempt to attain these speeds unless the obstacle to be cleared is at a relatively long distance from the takeoff point. When holding full up elevator, the pilot must be certain that he is engaging the trim button in NOSE UP position. Due to the position of the control column, he may be pushing in on the button or down on the trim button guard. Since during initial climb phase a severe atti- tude change occurs requiring considerable ma- nipulation of the stabilizer trim, pilots should be especially alert for a stabilizer trim mal- function during this critical phase of flight, and initiate immediate action as outlined in "Flight Control System Emergency Operation, " Sec- tion III. Normal Climbout Procedure After unstick, the airplane is accelerated to 180 knots IAS and a flaps down climbout made to at least 1000 feet above the terrain (path CD in figure 2-12). At this point flap retraction will be initiated. The airplane will be accelerated on takeoff heading during flap retraction POINT A. Start takeoff roll using takeoff rated thrust (TRT) with wing flaps down. POINT B. Takeoff point; start gear retraction. PATH CD. Leave flaps down and climb out at 180 knots IAS to 1000 to 1500 feet above the terrain. POINT D. Start flap retraction at 1000 to 1500 feet altitude above the terrain. PATH CF. Leave flaps extended and climb at unstick speed plus 10 knots until the obstacle is cleared. POINT F. Maximum desired altitude for clearing obstacle (at least 1000 feet above terrain). PATH FG. Start flap retraction at 180 knots; maintain a rate of climb sufficient to keep from exceeding flap placard limits. POINTS E Points at which flaps are up. Accelerate to the best AND G. climb speed as given in Part 4 of the Appendix. After Takeoff Flight Paths Figure 2-12. Changed 15 May 1961 2-47 Section II 7.0. 1B-52G-1 Flap Retraction Precautions During flap retraction, the speed schedule shown in figure 2-13 should be maintained within 10 knots. This schedule gives a safe margin between flap placard and minimum speeds. K the airspeed is low, the vertical velocity should be reduced or power added. During flap tain a sufficient positive vertical velocity to keep from exceeding the flap placard speed of 225 knots IAS at the 50% position and 253 knots at the 10% position. CAUTION i FLAPS DOWN FLAPS UP FLAP RETRACTION - PERCENT Flap Retraction Speeds 222 Figure 2-13. An altitude loss can be expected during flap re- traction if the maximum allowable dry thrust flaps down positive vertical velocity at 180 knots IAS is less than 1500 feet per minute. At a ver- tical velocity of 500 feet per minute, the loss at the completion of flap retraction will be about 500 feet. NOTE An error in the pitch indication of the attitude indicators is generated during accelerations or decelerations. The error is indicated in a nose high direction during and after a forward accel- eration and in a nose down direction during and after deceleration. The longer the duration of acceleration (or deceleration), the greater will be the indicated error and the longer it will per- sist when acceleration (or deceleration) ceases. The erection system will reduce the error at about the same rate it was generated. With the Type MM-4 attitude indicator, pitch error may reach one bar width during a high gross weight takeoff while, with earlier indicators, the error under the same conditions may be more than three times greater. WARNING retraction cycle, it is required that the pilot monitor the airplane attitude as closely as possible, keeping the air- plane trimmed to a zero stick force, especially during the last 20% of flap retraction. If the climbout has been properly planned and no emergency develops, a satis- factory vertical velocity can be maintained while ac- celerating during flap retraction. However, under con- ditions of high gross weight, high OAT, and high field s elevation, or any combination of these factors, it may ' be impossible to maintain a positive vertical velocity during the latter part of the flap retraction period. Flaps should not be retracted in a turn, and the speed schedule of 180 knots IAS at 100% flaps down, 200 knots lAS-flaps 50%, 210 knots lAS-flap's 30%, and 230 knots lAS-flaps full up should be followed. In any event, main- It is possible that a malfunction of the attitude indicator might be determined only by cross- checking it with the remaining flight instruments. SUMMARY OF AFTER TAKEOFF PROCEDURES Climb out with flaps full down at 180 knots IAS to an al- titude of at least 1000 feet above the terrain and retract the flaps. If a positive vertical velocity of 1000 fpm is not attained when reaching 1000 feet above the terrain, flap retraction will be delayed until an altitude of 1500 feet above the terrain is reached. If an obstacle must be cleared, climb out with flaps down at unstick speed plus 10 knots until a safe altitude has been reached. 2-48 Changed 15 February 1961 From RareAviation.com 7.0. 1B-52G-1 Section II AFTER TAKEOFF - CLIMB CHECKLIST 1. Wheel Brakes - Apply (P) Apply wheel brakes firmly for approximately 3 seconds before landing gear retraction. 2. Landing Gear Lever - GEAR UP, bottomed in detent, light out, six up (CP) 3. Flap Lever - UP and OFF (CP) At 180 knots IAS and a minimum altitude of 1000 feet above the terrain, the pilot directs the copilot to raise the flaps. If a positive vertical velocity of 1000 fpm is not attained when reaching 1000 feet above the terrain, flap retraction will be delayed until an altitude of 1500 feet above the terrain is reached. At the appropriate time, the copilot advises, "Flaps coming up, flaps 50%, flaps 30%, and flaps full up. " In addition, the copilot monitors the flight instruments, including the airspeed, during flap re- traction. As a guide, the normal speed schedule during flap retraction should be approximately 180 knots IAS at 100%, 200 knots IAS at 50%, 210 knots IAS at 30%, and 230 knots IAS when flaps reach the full up position. If the actual indicated airspeed varies from these values by 10 knots or more, the copilot should so advise the pilot so he can make necessary pitch changes. When the flaps up in- dication is received, move the flap lever to OFF to prevent flap motor damage which may be caused by limit switch actuation after flap retraction. warning") During last 20% of flap retraction, maintain zero stick force using the sta- bilizer trim button. In event of adverse nose down pitching tendency, air- brakes may be used to correct to a normal nose up condition. Any unusual rolling moment encountered during flap operation could indi- cate an asymmetrical flap condition for which corrective action must be taken immediately. (A discussion of flight characteristics with asymmet- rical flaps is included in Section III.) D If power is reduced during initial climb, it may be necessary to add power during flap retraction to maintain the desired speed schedule and to pre- clude loss of altitude. NOTE After flaps are completely retracted, accelerate to best climb speed and adjust power as required to produce a positive vertical velocity not exceed- ing 3000 fpm. This is to prevent pilot disorientation due to the high pitch angle associated with higher rates of climb. 4. Climb Thrust - Set (CP) When climb speed is reached, note the total fuel flow and retard the throttles to reduce the total fuel flow by 15%. After climb power has been set, power will be balanced by use of the individual EPR gages, maintaining the same total fuel flow. NOTE G Computation of total fuel flow setting to be used in climb should not be made until water supply is exhausted. O All asterisk (*) items will be read by copilot and response given over in- terphone. All other items will be completed silently by the appropriate crew member. Changed 15 February 1961 2-49 Section II 7.0. 1B-52G-1 AFTER TAKEOFF - CLIMB CHECKLIST (Cont) *5. GAM-77 Engine Control Knob(s) - MAX CONT or GRD START (CP) *6. GAM-77 Wing Valve Switch(es) - OPEN, light(s) off (CP) *7. Water Injection Switches - OFF and OPEN (when applicable) (P) On first indication of water runout, turn the water injection system switch OFF and move drain valve switch to OPEN. If system was serviced but not used during takeoff, move the drain valve switch to OPEN and leave the water injection system switch OFF. Leave drain valve switch OPEN at all times, except when the system is serviced, to drain water from the lines and to prevent damage to valves. t CAUTION r Draining 1200 gallons of water requires approximately 20 minutes. Re- main below freezing level for a minimum of 20 minutes to allow water drainage. *8. Mach Indicator Switch - ON (P) *9. Anti-Icing Switches - Climatic (P) Engine, nacelles, and scoops anti-icing switch will be turned ON if required. Windshield anti-ice and defogging switch will remain on NORMAL (or HIGH if required). WARNING | It is possible to cause a flameout if the engine and nacelle anti-icing switch is turned ON while using water injection. If water injection is used on takeoff, do not turn on the engine and nacelle anti-icing switch until the water supply has been exhausted. *10. Zero Delay Lanyard - Stowed (P-CP) See figure 3-2A for zero delay lanyard chart. 11. Air Conditioning Master Switch - 7. 45 PSI (CP) 12. Starter Switches - OFF (CP) NOTE Ignition should not be left on longer than 5 minutes if possible. 13. Landing & Crosswind Landing Light Switches - OFF (CP) 2-50 Changed 15 November 1960 From RareAviation.com 7.0. 1B-52G-1 Section JI AFTER TAKEOFF - CLIMB CHECKLIST (Cont) 14. Autopilot Master Switch - ON (CP) 15. Fuel System Panel Switches No. 14 & 15 - OPEN (CP) *16. GAM-77 Fuel Crossfeed Valves 11 & 12 - OPEN (CP) I NOTE Fuel levels should be monitored in order to detect uneven feeding to GAM -77's. Maintain symmetrical loading by use of crossfeed valves. *17. Oxygen Check - Completed (P/CP) a. During the climb, copilot requests an oxygen check at 12, 000 feet and level-off. The sequence for oxygen report is gunner, radar navigator, pilot. The reporting crew member will visually check other crew member for alertness. He will report oxygen check for both positions. All crew members will accomplish the following oxygen panel check at the time of each oxygen re- port: (1) Oxygen Supply Shutoff Lever - ON (2) Regulator Diluter Lever - NORMAL OXYGEN (3) Pressure - 300 psi (4) Flow Indicator - Functions normally (5) Emergency Toggle Lever - NORMAL b. Pilot will report, "Cabin altitude feet, oxygen quantity. Oxygen panel__________ __________ checked. " c. Crew members report "Zero delay lanyard stowed" at first oxygen check. d. During cruise, gunner reminds pilot of the oxygen check at 1-hour intervals when cabin altitude is below 12, 000 feet, at 30-minute intervals when cabin altitude is 12, 000 to 25, 000 feet, and at no longer than 10-minute intervals when cabin altitude is above 25, 000 feet. When cabin altitude is below 12, 000 feet, pilot will report cabin altitude and oxygen quantity. 18. IFF - Checked (CP) If positive operation of the normal mode of IFF has not been established during departure with an air traffic control facility, a check should be made with such a facility as soon after takeoff as flight con- ditions permit. NOTE For airplanes operating on Radar Controlled Airways or through Positive Controlled Airspace, this check must be performed prior to entering these regions. If IFF is inoperative, consult the appropriate navigation publica- tion before entering controlled areas. *19. Altimeter - Set 29. 92 (23, 500 feet) (P-CP-N) Changed 15 May 1961 2-51 Section II 7.0. 1B-52G-1 CLIMB The normal climb technique described herein will be re- quired to produce the results stated in Part 4 of the Ap- pendix. Either military rated thrust or normal rated thrust may be used for a climb depending upon the con- ditions encountered, results desired, and engine life expected. Referring to figure 2-14, it should be noted that point A will be reached at approximately the same time regardless of whether military rated thrust or nor- mal rated thrust is used for the climb. Approximately 300 pounds less fuel will be required when military rated thrust is used, but engine life probably will be shortened slightly since higher engine speeds and higher temperatures will be encountered. When climb speed is reached, note the total fuel flow and retard the throttles to reduce total fuel flow by 15% (this setting will be very close to normal rated thrust). After climb power has been set, power will be balanced by use of the individual EPR gages, maintaining the same total fuel flow. EXAMPLE: When climb speed has been reached after takeoff, the total fuel flow is noted to be 60,000 pounds per hour, the throttles are retarded until the total fuel flow is 51,000 pounds per hour (60,000 x 0.15 = 9,000; 60,000 - 9,000 - 51,000). NOTE Climbs should not be made at less than normal rated thrust since this procedure will result in a loss of range because of the excessive time spent in climbing. CAUTION If the airplane was serviced with aviation gaso- line in any tanks, see "Rate of Climb Limita- tions, " Section V. CLIMB DATA A study of the climb charts, Part 4 of the Appendix, will show that a constant airspeed is maintained dur- ing climb until the proper constant climb Mach number is reached. The loss of one engine during a climb will decrease the airplane rate of climb. Refer to Part 4 of the Appendix for data on eight- and seven-engine climb performance. ICING DURING CLIMB If icing conditions are known to exist within the climb flight path, the engine and nacelle anti-icing system should be turned on prior to the time icing conditions are encountered. FUEL MANAGEMENT FOR LATERAL TRIM When all engines are developing the same thrust and there is no lateral unbalance due to fuel load, small amounts of lateral and rudder trim are required to maintain "hands off" in level flight. Normally a cor- rectly rigged airplane meeting the above requirements will need no more than 1 unit of rudder and 2 of spoiler deflection. In the event that maximum range is de- sired, it should be considered that some degradation of range (in the order of 1% per degree of spoiler de- flection) will result from the displaced spoiler. Maxi- mum range and/or endurance may be obtained by using | fuel from the heavy wing in such a way that a differential fuel loading will exist between main wing tanks 1 and 4 sufficient to attain zero trim. To accomplish this fuel management, perform the "Emergency Emptying of a Main Tank" procedure in Section HI, except that after the desired fuel differential is obtained return to the normal fuel usage sequence. NOTE In order to achieve maximum range and/or en- durance with this procedure, the spoilers must be down when the airplane is in the "trimmed out" condition. O To achieve a spoiler down position, return the lateral trim system to the indicated zero posi- tion and the control wheel to the spoiler down position as determined during preflight check. O Approximately 1000 pounds of differential fuel is required to compensate for 1 unit of trim under cruise conditions. O The fuel load configuration established is only an indicated differential and may actually be correcting an unbalanced condition which has been caused by fuel gage error. CAUTION O Fuel weight differential between main wing tanks 1 and 4 shall be limited as follows: 1. Not more than 2, 000 pounds when airplane is 400, 000 pounds or above. 2. Not more than 4, 000 pounds when airplane is below 400, 000 pounds. Climb Flight Paths Figure 2-14. Whenever the airplane is at 400,000 pounds or more and fuel weight differential of 2,000 pounds is reached, if additional trim is required spoil- ers will be used. 2-52 Changed 15 May 1961 From RareAviation.com 7.0. 18-526-1 Section II CRUISE RANGE Normally a combat mission will be flown using proce- dures which will produce maximum range. The per- formance of a jet airplane is such that maximum range is attained by flying at one particular Mach number and gradually increasing altitude as airplane weight is de- creased through fuel consumption. Such a climbing flight path is accomplished by setting the throttles so as to provide a given engine pressure ratio (EPR) for a corresponding cruise Mach number and checking the altitude frequently to make certain it agrees with that specified by the altitude curve. The rate of climb re- quired is very small (averaging from 16 to 20 feet per minute or about 1000 to 1200 feet per hour). There- fore, rather than attempt to fly at some specified rate of climb, check the flight altitude with that given in the altitude curve at frequent intervals to assure that the proper climbing flight path is being maintained. Op- erating the engines at the proper pressure ratio set- ting should provide the proper amount of thrust to pro- duce the correct climbing flight path. The cruise Mach number should be checked frequently by means of the airspeed indicator. The machmeter may be inaccurate, causing a range loss of several percent. There is only one weight-altitude schedule which will result in maxi- mum range. Such information is provided in Part 5 of the Appendix and is the maximum range curve on the charts. The remaining curves on these charts are called the best range for the particular flight condition and result in slightly less range than that attained by flying maximum range. Best range (constant altitude) cruise is usually used for a noncombat mission because the difference in range between this type of cruise and maximum cruise is not great if the altitude is above 35, 000 feet. Also, see "Fuel Management for Lateral Trim, " under "Climb, " this section. Endurance Airspeed 213 Figure 2-15. CENTER OF GRAVITY Control of the center of gravity of this airplane during any cruise operation is simple if the fuel sequence rec- ommended in Section VII is followed. See Section V and Part 5 of the Appendix for center of gravity information. As fuel is consumed, the eg location will shift slightly, and a running check should be maintained so that the approximate eg location is known at all times. The stabilizer trim wheel may be used to make such a check by referring to the chart in Part 5 of the Appendix. For maximum range cruise operation at the chart Mach num- ber the stabilizer trim indicator should be in the vicinity of zero units. If the stabilizer setting is within the lim- its of 1 unit nose up and 1 unit nose down, the eg could be expected to be within normal limits. If the stabi- lizer trim is set outside of these limits, the eg loca- tion should be checked against the stabilizer trim chart in Part 5 of the Appendix and compared to calculations based on fuel distribution. Since knowledge of the amount and location of fuel aboard is necessary for flight safety, special care should be taken to detect fuel gage errors. See "Fuel Servicing, " this section. | To aid in detecting gage errors, a close cross-check should be maintained between planned fuel consumption and gage readings. ENDURANCE Maximum endurance is frequently desired during op- erational missions when it becomes necessary to hold over a check point, rendezvous with a tanker, accom- plish a navigational check, or provide time to correct airplane functional difficulties. Maximum endurance can be attained only if the recommended airspeeds are observed within 10 knots, by operating the engines as specified in Part 6 of the Appendix, and by maintaining I zero lateral trim. See "Fuel Management for Lateral I Trim, " under "Climb, " this section. I Endurance Procedures Maximum endurance is accomplished by flying at a gradually decreasing airspeed and gradually increas- ing altitude as the gross weight is decreased through fuel consumption. If the endurance operation lasts less than 4 hours, the gain in endurance by flying a climb- ing flight path is negligible and constant altitude opera- tion is recommended. The optimum endurance airspeed for any weight and altitude is the airspeed at which the pounds of fuel per hour is at a minimum. This is slightly less than the airspeed at which the airplane drag is at a minimum (figure 2-15). The recommended endurance speed schedule is at the minimum drag point. This results in a negligible penalty in fuel flow while the increased speed is desirable from a piloting standpoint. Shutting down some engines at certain altitudes and air- speeds will result in the remaining engines operating in a more favorable range of rpm with higher efficiencies. See Part 6 of the Appendix. FLIGHT CHARACTERISTICS See Section VI for information regarding flight charac- teristics. Changed 15 May 1961 2-53 Section II 7.0. 1B-52G-1 AIR REFUELING See Section IV for all air refueling descriptive and op- erational information. Abbreviated checklists for the pilots will contain the checklist items extracted from the amplified checklist in Section IV. GAM-72 INFLIGHT OPERATION Amplified checklists for B-52G/GAM-72 operation are published in T. O. 1B-52G-1-2. The corresponding abbreviated checklists are published in T.O. 1B-52G -(CL)l-2, navigators; and T. O. lB-52G-(CL)l-3, ra- dar navigators. GAM-77 INFLIGHT OPERATION Amplified checklists for B-52G/GAM-77 operation are published in T.O. 1B-52E-30-1 (Secret). The corre- sponding abbreviated checklists are published in T. O. 1B-52G-(CL)1-1, pilots; T.O. lB-52G-(CL)l-2, navi- gator's; and T.O. !B-52G-(CL)l-3, radar navigator's. LOW ALTITUDE TACTIC If a portion of the mission is to be conducted at low al- titude, a forecasted altimeter setting will be obtained for the low altitude entry point. A comparison of this forecasted altimeter setting with the altimeter setting obtained from the air traffic control agency will be made prior to descent for the low altitude portion of the mis- sion. If difference in altimeter setting is in excess of 0. 2 inch Hg, altimeter setting should be verified. Upon entry to the low altitude tactic, perform the "Descent" checklist except do not lower the landing gear. After level-off, perform the "Before Landing" checklist ex- cept flaps will not be extended nor crosswind crab set. If icing conditions are encountered, airbrakes may be used, not to exceed position 4, as necessary to main- tain sufficient power for engine anti-icing (minimum EPR 1. 5 units), however this will impose range penal- ties. NOTE G The engine, nacelle, and scoops anti-icing switch Will be turned ON during all low level missions (day or night) when the OAT is below 10 C (50 F). G A minimum EPR of 1. 5 will be maintained dur- ing all night flights when the OAT is below 10 C or at any time the airplane enters forecasted or suspected icing conditions with the OAT be- low 10 C. When climbing back to altitude, perform the "After Takeoff-Climb" checklist. OPERATION Present low altitude operational information is based upon the results of low altitude flight tests. During these tests, the airplane and its systems were oper- ated at near maximum design capability. With the re- quirement of all-weather flying at airspeeds up to the design limit of the airjplane, adequate preflight planning is especially essential to successful completion of a low altitude mission. Icing conditions at low altitudes and high speeds can be more severe than those normally encountered. Also, it is extremely difficult to antici- pate icing conditions during low altitude operation, par- ticularly at night. Crew coordination is considered criti- cal when flying at low altitude. There have been some unusual psychological effects on crew members and fa- tigue is found to increase much more rapidly at low al- titude than at high. There is considerable difficulty for pilots in interpreting readings of certain instruments while bouncing due to turbulence; however, it is fairly easy to determine the range of scale which the instru- ment needle is in, and generally this is sufficient. Ad- verse effects which are frequently encountered at low altitude and which must be considered when planning a mission are increased turbulence, reduced vision, re- duced radar range, the inconsistency of winds due to terrain effect, and extreme difficulty in the use of ce- lestial navigation because of turbulence and the fre- quency of overcasts. Another obvious consideration while flying at low altitude is that of planning the mis- sion to insure an awareness of any hazardous terrain conditions and an avoidance of dangerous airplane- terrain relationships. See "Low Altitude Flight Char- acteristics, " Section VI. There is no necessity to de- viate from normal fuel management sequences during operation at low altitudes. NOTE For operation of terrain radar system, refer to T.O. 1B-52G-1A and T.O. 1B-52G-1B. Mission Planning The initial consideration in planning a low altitude mis- sion is that of selecting the mission routes. The se- lection of routes with reference to numerous and promi- nent landmarks, consistent with the evasion of enemy defenses, is essential to low altitude flying and sim- plifies as much as possible the navigational problem. Advanced terrain information for the pilot, continued attention to the headings being flown for the navigator, and many factors which are particular to each situation are imperative for successful completion of a low alti- tude mission. For further information on "Low Alti- tude Mission Planning, " see "Crew Coordination - Navigator, " Section VIII. Descent Descent to low altitude will be made at 4000 fpm not to exceed Mach . 77 or 280 knots IAS, whichever is slower. 2-54 Changed 15 May 1961 From RareAviation.com T.O. 18-526-1 Section II Navigation All navigation requirements are handled by the naviga- tor with the exception of reading information supplied from latitude, longitude, and wind dials. These dials are closer to the radar navigator, and it has been found desirable that he handle all control inputs. The pilot flies the course headings supplied by the navigator. To maintain heading control, it is desirable for the pilot "to set the magnetic heading for each course under the vertical index of his directional indicator. The radar set provides the most accurate means of obtaining a navigational fix and it is used continuously during a low altitude mission. The destination counters of the AN/ASQ-38 system are also used extensively. The operation of obtaining an automatic fix consists of cor- recting the present position counters by placing the crosshairs of the BNS radar indicator on a known lo- cation and correcting the counter to read the coordi- nates Of the location. When the system is returned to normal operation, the counters will then read the cor- rected present position of the airplane. Depending upon airspeed, a small distance off course may necessitate a significant correction problem due to the restrictions of maneuvering at low altitudes. The latitude and longi- tude counters of the bombing navigational system are fixed at the entry point of the low level course by means of radar and/or pilot fix, and are corrected occasion- ally by frequent enroute fixes. Heading is then cor- rected accordingly. From the entry point, the pilot Should fly predetermined magnetic headings which are determined by counters, radar fixing, and visual fixing. Zero wind values, metro winds, or synchronous winds may be used. Generally, wind values of zero are used except in special cases where it is possible to obtain meterology or radar synchronous winds. After the entry point is made good, the turn point is set in the No. 1 destination counter and the No. 2 destination counter is used to provide fix information to correct the present position counters. The pilot is then in- structed to fly the magnetic heading or flight command indicator. With the AN/ASQ-38 system, it is possible to take evasive action and still arrive at the turning point by the pilot simply recentering the flight com- mand indicator. It is unnecessary to take fixes on every recognizable checkpoint. Normally, the latitude and longitude counters need only be corrected approxi- mately each 75 to 100 nautical miles traveled. A fixing schedule of 10 to 12 minutes has been found convenient. Radar is used to back up the latitude and longitude counters on easily recognizable checkpoints only. When in doubt, the navigation counters can be followed until a definite fix can be made by radar or by pilot fix. By GPI or ACL methods, it has been found convenient to place the crosshairs on a predicted return of known geographical location to correct or verify the present position counters. With the small ground area displays available to the navigator, the probability of obtaining a fix without knowledge of the approximate airplane lo- cation is very small and even known and preplanned checkpoints could easily be missed. BOMBING All bombing procedures and operational information are contained in Section VIII. Those procedures in- volving the pilots are prepared in such a manner as to be performed upon notification from the navigators. Therefore, no abbreviated checklists pertaining to bombing will be prepared for the pilots. A description of bombing equipment is given in Section IV. DESCENT NORMAL DESCENT This is the recommended procedure for all letdowns where there is no range emergency and should be ac- complished as follows: 1. Maintain cruising altitude until approximately 40 miles from the landing base. This distance will de- pend upon the airplane altitude at the end of the mis- sion. See charts in Part 8 of the Appendix. Normally voice radio communication can be established between the pilot and the tower at this distance. 2. Place the windshield anti-ice and defogging switch to HIGH 15 minutes prior to starting descent if visible freezing moisture or areas of high relative humidity will be entered. Use NORMAL heat for descent when no icing conditions are anticipated. NOTE Preventing ice formation is much more effective than attempting to remove ice after it begins to form. 3. Lower the landing gear and extend airbrakes to po- sition 4. Observe the gear extension placard limits in I Section V. 4. Retard all throttles to the IDLE stops. CAUTION When airbrakes are used during a descent, cau- tion must be exercised during airbrake exten- sion because of the trim changes required. 5. Make descent at 4000 feet per minute not to exceed Mach .75 or 260 knots IAS, whichever is slower. NOTE Rate of descent may be varied to satisfy local penetration procedures, but do not exceed 6000 fpm. Changed 15 May 1961 2-54 A and 2-54 B 7.0. 1B-52G-1 Section II ICING DESCENT Descents through reported or forecast icing conditions are accomplished using the normal descent checklist except as follows: Maintain landing gear up Extend airbrakes to position 6 (maintain a push force of 30 to 40 pounds on the control column until below 20,000 feet) Turn the engine and nacelle anti-icing (anti-icing control) switch ON 5 minutes before entering forecast or suspected icing conditions. Check upon switch ac- tuation for an EPR drop of 0. 02 to 0. 03 on all engines. CAUTION No EPR drop noted on one or more engines upon actuating the anti-icing control switch would in- dicate possible malfunction of the anti-icing sys- tem and known or suspected icing conditions should be avoided. G When descending through possible engine inlet icing condition, maintain at least 1. 5 EPR. If flight conditions are such that maintaining 1. 5 EPR during descent is not feasible, ignition should be turned ON. Leave ignition ON until sufficient power for anti-ice heat has been re- established and stable engine operation obtained. G When landing under possible inlet icing condition, ignition should be turned on after level-off from penetration. Turn ignition OFF as soon as pos- sible after landing to keep operating time to a minimum. DESCENT CHECKLIST (Copilot/EW reads) 1. Radio Call - Completed (P or CP) 2. IFF - Checked (P) Within 1 hour prior to the estimated time of landing, a positive IFF check should be made with an air traffic facility for normal IFF operation. 3. Altimeter - Set, current altimeter setting (P-N/RN) When the altimeter setting is received from appropriate air traffic control facility, a comparison should be made with the appropriate forecasted altimeter setting. 4. Landing Data - Computed and checked (CP-N) Compute gross weight and best flare speed with airbrakes position 2. Adjust best flare speed indica- tor so that the operating weight plus expendable stores is at the zero point on the total fuel quantity gage. The weight and airspeed value that is adjacent to the needle on the totalizer is the gross weight and the best flare speed for that weight with airbrakes in position 2. As fuel is consumed, the total fuel quantity gage pointer will point to the airplane gross weight and the corresponding best flare speed for airbrakes in position 2. Check landing data card. 5. Safety Belt - Fastened (P-CP) 6. Circuit Breakers - Set (P-CP) Changed 15 February 1961 2-55 From RareAviation.com Section II T.O. 18-526-1 DESCENT CHECKLIST (Copilot/EW reads) (Cont) 7. Anti-Icing Panel - Climatic (P) If entry into freezing moisture conditions is anticipated during descent, preheat windshield 15 minutes with windshield anti-ice and defogging switch in HIGH before descent and leave switch in this position as long as icing conditions are present or anticipated. f****4**********v CAUTION Unnecessary use of high heat when conditions do not warrant it may reduce windshield service life and cause cracking or other glass damage. If suspected icing conditions exist in the descent area, turn ON the engine and nacelle anti-icing (anti- icing control) switch 5 minutes prior to descent and check for an EPR drop of 0. 02 to 0. 03 on all en- gines at time of switch actuation to indicate proper operation of the system. 8. Fuel Panel - Checked (CP) Crossfeed valve switches No. 9, 10, 11, and 12 will be positioned to CLOSED if used for GAM-77 op- eration only and positioned to OPEN when any main tank indicates 5000 pounds or less. 9. GAM-77 Wing Valve Switch(es) - CLOSE (CP) 10. GAM-77 Engine Control Knob(s) - As desired (CP) 11. Landing Gear Lever - GEAR DOWN, bottomed in detent, light out, six down (CP) Copilot moves landing gear lever to GEAR DOWN and checks for positive engagement of the pawl in the gear down detent by forcibly and positively pushing in on the landing gear handle after the handle is in GEAR DOWN. Check operation of the landing gear warning light. a. Pilot and copilot observe tip gear position on respective side. b. Copilot observes the landing gear position indicators and reports "Six down when so indicated. 12. Starter Switches - Climatic (CP) When landing under possible inlet icing conditions, ignition should be turned ON after descent is com- pleted. Turn ignition OFF as soon as possible after landing to keep operating time to a minimum. 13. Airbrake Lever - Set (P) The airbrake lever will normally be set at position 4; however, airbrakes may be set as required to complete nontypical penetrations. 2-56 Changed 15 May 1961 T.O. 1B-52G-1 Section II DESCENT CHECKLIST (Copilot/EW reads) (Cont) 14. Throttles - Set (P) Instruct radar navigator to monitor cabin low airflow warning light. Use engine No. 4 to maintain sufficient air pressure to keep light extinguished. If asymmetrical power becomes objectionable, ad- vance power on engine No. 5. 15. Reset Altimeter - Reset descending through flight level 240 (CP) Copilot resets his altimeter descending through flight level 240 to current altimeter setting at point of intended landing. BEFORE LANDING BEFORE LANDING CHECKLIST (Copilot/EW reads) WARNING The upper deck sliding hatch must be locked open for takeoff and landing. This will insure an escape route for lower compartment crew members and/or provide access to the lower compartment for rescue personnel in the event of crash landing. 1. Crew, Connect Zero Delay Lanyard (CP) See figure 3-2A for zero delay lanyard chart. 2. Airbrake Lever - Position 2 (P) 3. Wing Flap Lever - DN (CP) Copilot extends flaps at the request of the pilot and monitors flap indicator to ascertain both flaps are extending simultaneously. Flap lever will be left in DN position. Flap extension time is 60 seconds. ! CAUTION If flaps fail to start moving within 10 seconds, wing flap operation should be discontinued to prevent damage to the flap drive system. See "Flap Limitations," Section V. Changed 15 May 1961 2-57 From RareAviation.com Section II T.O. Ik-526-1 BEFORE LANDING CHECKLIST (Copilot/EW reads) (Cont) 4. Crosswind Crab Control Knob & Position Indicator - Checked and set (CP) Obtain wind direction and velocity from the control tower. Compute and set crosswind crab as re- quired. If crosswind crab is not to be used, knob and position indicator must be checked for zero setting and gear position. If wheel brakes are applied immediately before and held during touchdown when the main gear is turned more than 14 (by any combination of cross- wind crab setting and steering), the airplane will land with wheels locked because the antiskid system is inoperative in this condition. When the land- ing gear is turned, the landing gear centering cams compress the landing gear. At more than 14 from center, the landing gear is compressed enough to actuate landing gear safety switches as if the airplane were ac- tually on the ground. The antiskid system (which is tied into the landing gear safety switches) allows the wheels to be locked when the airplane is on the ground and not moving. Releasing the brakes will activate the anti- skid system. 5. Best Flare Speed Knots - Rechecked (CP-N) Copilot reads best flare speed for airbrakes position 2 from best flare speed indicator and cross- checks airspeed indicator with pilot's indicator. 6. Stabilizer Trim Setting - Noted (P-CP) The amount of stabilizer trim required while at best flare + 30 knots and straight and level with gear and flaps down and airbrakes in position 2 should be used as a target trim setting in case of go-around or touch-and-go landing. APPROACH Since conditions at airports are continually changing, the landing approach techniques must be varied to meet existing conditions. In general a normal landing pattern can be used. With full airbrakes, the gliding angle is approximately the same as that for a propeller driven airplane. The chart in figure 2-16 shows the slope of the approach path for a landing made with various thrust and airbrake settings. The procedure that follows is typical of the techniques that may be used. APPROACH PROCEDURE Referring to figure 2-19, the downwind leg is entered at a minimum altitude of 1200 feet above the runway. The "Before Landing Checklist" will be completed at this point and the airspeed reduced to 30 knots above com- puted best flare speed. An altitude of 1200 feet above the runway will be maintained on downwind leg. The turn from downwind leg will be a descending 90 turn to base leg with a reduction in airspeed and altitude. Roll out to a wings-level attitude while descending on base leg for sufficient duration (approximately 10 sec- onds) to allow for visual clearance of other aircraft in all directions. The airspeed will be reduced to a mini- mum of 20 knots above computed best flare speed and the altitude reduced to approximately 1000 feet at the midpoint of the base leg. A 90 descending turn to final approach will then be initiated and, at the completion of rollout on final approach, the airspeed will be 10 knots above computed best flare speed, minimum al- titude of 800 feet above the runway. This approach speed will allow the airplane to be banked to 52c be- fore reaching stall warning. A 30 bank will be the maximum allowable in the traffic pattern. During the final approach the airspeed will be held constant and the glide path maintained by throttle adjustment and further extension or retraction of the airbrakes as needed. The 10 knots above best flare speed will be maintained until the flare point is reached. As the flare point is reached and the airplane is rotated for landing, the throttles will be retarded so as to cross the end of the landing runway at best flare speed. After touch- down the airbrakes should be fully extended and the drag chute deployed. 2-58 Changed 15 May 1961 7.0. 18-526-1 Section II NOTE G During the approach and landing, the copilot should monitor the altitude and airspeed. Warn the pilot when above or below safe altitude or airspeed, or whenever the angle of bank ex- ceeds recommended values. If a crosswind leg is flown, the airplane will be rolled out to a wings-level attitude on the crosswind leg for sufficient duration to permit visual clearance of other aircraft in all direc- tions. G The pilot's and/or copilot's sliding window may be opened at normal traffic pattern speeds and maneuvers provided all hatches are in place. If a hatch has been released, the opening of a sliding window should be avoided as inward act- ing airloads may cause the window to blow into the cabin area. Heavy Weight Landing It is possible to make landings at any weight up to the maximum gross weight as long as rates of descent at Effect of Thrust on Approach Path Figure 2-16. touchdown are limited. (See "Weight Limitations," Section V.) Since most landing experience will have been obtained at gross weights less than 270,000 pounds, landings above this weight will not be considered for routine operation. If it becomes necessary to land the airplane above 270,000 pounds, normal landing tech- niques may be used up to approximately 325,000 pounds. If it should become necessary to land the airplane above 325, 000 pounds gross weight, the following techniques are recommended: 1. Use no airbrakes (approach speed will be 10 knots above the no airbrakes best flare speed). 2. Carry enough power to maintain a fairly normal approach with rates of descent on the order of 500 fpm. 3. Reduce power cautiously during the landing flare to insure that the rate of descent is controlled. 4. Reduce power to idle during the final portion of the flare and complete the flare to touchdown. To determine approach speeds and to estimate runway stopping distances, see Part 9 of the Appendix. Airbrakes The airbrakes are operated by a throttle-type control located next to the throttle quadrant, and offer a very effective means of controlling the approach path and speed. Speed can be bled off quite rapidly by their use. The airplane noses up when airbrakes are ex- tended, but the trim change is easily handled by ele- vator use or by retrimming. It is recommended that position 2 be used because it produces a reasonable glide angle and a comfortable approach attitude. Best flare speed for airbrake position 2 is approximately 10 knots faster than the no-airbrake best flare speed. If it is desired to make a steeper approach, greater amounts of airbrake up to full application can be used. However, when using more airbrakes, higher speeds should be held such that at full airbrake deflection, best flare speeds of approximately 20 knots greater than the recommended no-airbrake best flare speed are main- tained. This is recommended because of the very rapid bleed off of speed during the landing flare when full air- brakes are used. The minimum touchdown speed is not changed regardless ok the amount of airbrake extension, although there is some change in landing attitude. Using full airbrake extension changes the touchdown attitude to such an extent that at minimum touchdown speed the airplane will touch down rear gear first with the front gear about one-third of a wheel diameter in the air. Touching down all wheels simultaneously with airbrakes fully extended will add 11% to the minimum touchdown speeds. Stalling speeds are not affected by airbrake position. With practice, airbrakes can be used to a great extent to vary the approach and landing pattern, to steepen the final approach, or to reduce airspeed rapidly. Minimum Speeds The minimum recommended airspeeds at which the air- plane should be flown in straight flight with flaps either up or down are given on figure 2-17. It must be remem- bered that in turns the minimum speeds must be in- creased from those shown. Changed 15 May 1960 2-59 From RareAviation.com Section II 7.0. 18-526-1 NDICATED AIRSPEED - KNOTS GROSS WEIGHT - 1000 POUNDS CONDITIONS: NO GROUND EFFECT FLAPS UP ORDOWN AS SHOWN SEA LEVEL TO 10,000 FT LANDING GEAR UP OR DOWN REMARKS: Landing gear extension or retraction has no effect on speeds shown Minimum SpeedsLow Altitude Figure 2-17. 2-60 Changed 15 May 1960 7.0. 18-526-1 Section II LANDING CROSSWIND LANDING NOTE LANDING WITH GUSTY WIND CONDITIONS Gusts seldom exceed 50% of the average wind velocity. It is not necessary to increase the final approach speed for gust velocities up to and including 15 knots. For gust velocities in excess of 15 knots, the final approach speed should be increased two-thirds of the gust ve- locity in excess of 15 knots. For example, with a wind velocity of 20 knots with gusts to 50 knots, 10 knots would be added to the final approach speed (total gust velocity 30 knots; 30 - 15 = 15 knots; 15 x 2/3 = 10 knots). TOUCHDOWN The recommended touchdown is with the rear gear first at minimum touchdown speed. Refer to Part 9 of the Appendix for landing speeds. This allows for an ade- quate flare without a bounce. However, if the forward gear is too high when the rear gear touches, a hard landing may result. Full airbrakes should be applied immediately after touchdown provided there is no bounce. With the antiskid system operative the wheel brakes may also be applied immediately after touchdown although this decreases brake service life. The runway avail- able will determine when the wheel brakes should be applied. The normal landing charts in Part 9 of the Appendix show the landing ground roll distances with wheel brakes applied at 90 knots IAS. See "Minimum Run Landing, " this section, for more details on use of brakes and drag chute. D Sustained runway wind velocity plus one-third of the gust factor will be used to compute cross- wind crab settings when landing with gusty wind conditions. If a crosswind cannot be compensated for by use of the crosswind crab system, a landing is not recommended. Prior to or during the time the airplane is in the traffic pattern, a decision must be made as to whether or not the crosswind crab system is to be used. After obtain- ing the wind direction and velocity from the tower lo- cated at the field at which the landing is to be made, compute the crab angle for the wind and landing gross weight. WHWWMUWWUMx caution :: If wheel brakes are applied immediately before and held during touchdown when the main gear is turned more than 14 (by any combination of crosswind crab setting and steering) the air- plane will land with wheels locked because the antiskid system is inoperative in this condition. When the landing gear is turned, the landing gear centering cams compress the landing gear. At more than 14 from center, the landing gear is compressed enough to actuate landing gear safety switches as though the airplane were ac- tually on the ground. The antiskid system (which is tied into the landing gear safety switches) al- lows the wheels to be locked when the airplane is on the ground and not moving. Releasing the brakes will activate the antiskid system. WARNING Tire limits restrict maximum ground speed to 180 or 217 knots depending on the tires installed. See "Ground Limitations, " Section V. To de- termine limiting speeds in terms of indicated airspeed, see "Tire Limit Speed Chart" in Part 9 of the Appendix. NOTE The front gear is well forward of the eg and if allowed to touch down first, a bounce is almost certain to occur. This usually is the result of too much speed. With Use of Crosswind Crab System Smooth landings can be made through use of the cross- wind crab system even though crosswinds of high ve- locity are encountered. Such landings also require very little additional effort from the pilot. Touching down with the airplane in a crabbed attitude may seem strange the first few times such landings are tried, but this technique is easily learned by the pilot. CROSSWIND CRAB SETTING. After voice radio con- tact has been established with the tower, obtain the runway surface wind and direction. The most accu- rate wind measurements are obtained close to the ground. Limited experience indicates that 50% of tower values closely approximate runway winds. If only un- corrected tower wind values are used it is recommended that the crab setting be established using 50% of tower values. From this data and with the aid of the chart located in a holder on the aisle stand and reproduced Changed 15 November 1960 2-61 From RareAviation.com Section II 7.0. 1B-52G-1 as figure 2-18, determine the crosswind crab setting to be used in the landing. A more precise setting can be obtained if desired by reference to the chart in Part 9 of the Appendix. After the landing gear has been ex- tended, turn the crosswind crab control knob until the miniature airplane and pointer on the indicator point to the crab angle setting determined for the wind and gross weight. Extend the flaps, raise airbrakes to position 2, and control the airspeed in the same manner as for a normal approach. After rolling out onto final approach and after the airplane is crabbed into the wind to es- tablish a flight path straight down the runway, recheck the position of the miniature airplane and pointer on the crosswind crab control indicator. The nose of the air- plane, as well as the nose of the miniature airplane and pointer on the indicator, should always be pointed off the runway into the direction of the wind component. Lower the crosswind crab control knob after the crab setting has been established. warning") Make certain that the miniature airplane on the crosswind crab position indicator is pointed the same direction as the actual airplane is crabbed relative to the runway. I******************** CAUTION : If rudder trim is used on landing, be certain that the crosswind crab control knob is not turned instead of the rudder trim knob since they are located concentrically. CROSSWIND CRAB PRE-ALIGNMENT RELATIVE WIND DIRECTION 10 CROSSWIND - KNOTS 40 20 30 20 2 3 5 7 40 3 6 10 13 60 4 9 13 17 90 5 10 15 20 NOTE ABOVE DATA COMPUTED FOR GROSS WEIGHTS BETWEEN 225,000 AND 270,000 POUNDS. Crosswind Crab Settings Figure 2-18. NOTE The upper and lower pointers on the crosswind crab position indicator may show a difference in heading once crosswind trim is established. This condition is normal and is caused by the fact that only the forward gear are steerable and operate even when set for crosswind con- ditions. As a result, any rudder pedal deflec- tions will show up as a difference in indication between the two pointers. LANDING ROLL. After the airplane is on the runway, more and more lateral control will be required to hold the wings in a level position as the speed decreases. When the wings can no longer be maintained in a level position, begin to decrease the crosswind gear setting by using the crosswind centering button as needed or by turning the crosswind crab control knob. Continue to gradually reduce the crab angle setting on the gear until the gear is in the normal straight ahead position at the end of the landing run. Do not remove cross- wind crab too soon or too rapidly or some of the use- fulness of the crosswind crab system will be lost. The crosswind crab system is not normally used to steer the airplane on the ground. NOTE Be alert for indication of a missetting of cross- wind crab at touchdown. Corrections should be accomplished by normal rudder pedal steering. Do not use the crosswind crab control knob for steering except in an emergency. On very smooth landings a missetting of the crosswind crab will not immediately manifest itself by the airplane diverging off either side of the run- way; the first indication of incorrect setting will be a deceleration force due to tires scuffing. Without Use of Crosswind Crab System If the crosswind crab system is not to be used because of low crosswind, the landing may be made by approach- ing fully crabbed with rudder and ailerons centered. If desired, a combination of crabbing into the wind and a slight lowering of the upwind wing may be accomplished, but the wing should not be lowered to such an extent that the tip gear touches the ground first upon landing. Touchdown in the crabbed attitude with normal land- ing rates of descent will not induce detrimentally high side loads on the landing gear since the gear is lightly loaded at this time. By landing rear gear first the air- plane will tend to pivot about the rear gear and thereby reduce the crab angle by the time the forward gear touches. Full airbrakes should be applied and the drag chute may be deployed at touchdown since forward gear steering will be adequate by the time the drag chute be- comes effective. 2-62 Changed 15 May 1960 T.O. 18-526-1 Section II MINIMUM RUN LANDING The approach for a minimum run landing should be planned so as to arrive over the end of the runway with the throttles at IDLE and at a speed as close to best flare speed as possible. A minimum run landing is accomplished by having the brake antiskid system op- erative, deploying the drag chute, using full airbrakes after touchdown, applying wheel brakes immediately after touchdown, and continuing to apply brakes through- out the landing roll. The drag chute provides consid- erable deceleration force over the first portion of the landing roll while the wheel brakes have a small de- celerating effect because the wheels are lightly loaded. As the airplane decelerates, the drag chute becomes less effective while the brakes become more effective. the pedals should be released momentarily and then re- applied. The difference between conventional braking and use of antiskid is that with antiskid operating the brakes can be applied earlier in the landing roll and maximum braking can be maintained throughout the en- tire roll without excessive tire wear due to skids. See "Touchdown, " this section, and Part 9 of the Appendix for maximum rolling speeds for brake application. For brake energy limits, see figure 5-8. **************4***K CAUTION :> CAUTION All landings should be planned from a landing distance standpoint as though the drag chute were not installed. The chute should be con- sidered only an aid to braking and a means of reducing tire and brake wear. If loss of braking is experienced at low taxi speeds, immediately turn the antiskid switch OFF. The switch will be ON at all times dur- ing taxiing unless braking is lost. Loss of brak- ing could result under the following conditions: 1. If the airplane is at light weight and is sharply heeled to one side. 2. If the airplane is rolling on a slippery sur- face. NOTE DRAG CHUTE DEPLOYMENT Deployment of the drag chute or application of brakes prior to touchdown is not recommended. WHEEL BRAKE APPLICATION Each wheel is equipped with a complete brake antiskid assembly, eight units per airplane. Therefore, when one wheel approaches a skid and the brake pressure is released by the skid detector, no other wheel brake as- sembly is affected. Regardless of this desired feature, however, the wings should be held as near level as pos- sible during the landing roll so that all wheels are on the ground. If the wings are not level, the high tire on each landing gear becomes lightly loaded causing a loss in braking effectiveness because of the limited braking torque on the heavily loaded wheels. Maximum brak- ing effectiveness with antiskid operative is obtained by depressing the rudder pedals fairly hard and letting the individual brakes cycle as required to prevent skids. Application of a fairly hard force on the brake pedals will result in the heavily loaded wheels being cycled at a slower and more desirable rate, while the lightly loaded wheels are cycled quite rapidly. This cycling can be felt by the pilot and becomes quite noticeable, especially if several of the gears cycle on and off at approximately the same time. If several of the gears do start to cycle in unison and cause a violent vibration Normally the drag chute will be deployed on all land- ings. The drag chute should be deployed only after touchdown. The time required for the drag chute to open is about 4 seconds after the drag chute lever is pulled to the DEPLOY position. During the landing de- celeration the drag chute may be deployed at 150 knots IAS and it will not become fully inflated at speeds in ex- cess of 140 knots. It is not recommended that the drag chute be deployed during the flare while the airplane is floating since there is a tendency for the airplane to pitch up or down, depending upon the speed, and to drop in due to rapid deceleration. It is also recommended that, if the drag chute is to be used, it be deployed at a speed above 90 knots. At speeds below 90 knots the pilot chute cannot be relied on to deploy the drag chute consistently. See Section V for drag chute limitations. NOTE Dragging the chute along the runway causes con- siderable wear on the chute suspension lines and canopy. If possible, keep engine thrust high enough at the lower ground run speeds to hold the chute off the ground until the airplane can be turned off the runway. Request the ground crew to stand by to retrieve the chute as soon as the airplane is clear of the runway and the chute is jettisoned. Changed 15 November 1960 2-63 RareAviation.com Section II T.O. 1B-52G-1 NIGHT LANDING The procedures and techniques used for a night landing are the same as those used for a normal day landing ex- cept that the landing lights should be turned on at pilot's discretion. In addition, the terrain clearance and the crosswind landing lights may be used at the pilot's dis- cretion. OBSTACLE CLEARANCE LANDING The distance to touchdown after clearing a 50-foot ob- stacle with full flaps is shown on charts in Part 9 of the Appendix. If a relatively high altitude must be main- tained to clear some obstacle located within the traffic pattern, a steeper approach must be made after clearing the obstacle. A normal approach with full flaps and air- brake lever in position 2 is made with sufficient altitude to clear the obstacle. Immediately after clearing the obstacle the airbrake lever is moved to position 6 and the approach is steepened. Should the obstacle be lo- cated close to the end of the runway it may be neces- sary to place the airbrake lever in position 6 and steepen the approach before passing over the obstacle. In this case the pilot should approach at a sufficiently high al- titude to assure clearance with the steeper approach. If full airbrakes are used the rate of descent will be higher than normal and the flare will have to be started earlier. LANDING CHECKLIST (Copilot reads) (To be accomplished after touchdown) 1. Airbrake Lever - Position 6 (P) 2. Drag Chute Lever - DEPLOY (CP) In the event a go-around is not anticipated and the drag chute does not deploy, do not jettison the drag chute. This will permit the cause of the malfunction to be determined during the "Postflight Inspec- tion. " See Section V for drag chute limitations. 3. Hydraulic System - Checked (P) Check all hydraulic pressure low warning lights out. 4. Crosswind Crab Control Knob - Centered (CP) 5. Starter Switches - OFF (CP) 6. Steering Ratio Selector Lever - TAXI (P) >****v**vfr***4**, < CAUTION Center the rudder pedals before repositioning the steering ratio selector lever. Actuation of the lever is very difficult when the rudder pedals are deflected and could result in a dangerously abrupt change in steering angle. TOUCH-AND-GO LANDING Failure to lower airbrakes and retrim the airplane for takeoff may result in excessive pitchup immediately following unstick. At any time that abnormal pitching tendencies are noted, stabilizer trim should be utilized immediately. Touch-and-go landings can normally be performed within the limits shown on the "Touch-and- Go Landing" checklist unless additionally restricted by the major command concerned. 2-64 Changed 15 November 1960 7.0. 18-520-1 Section II MINIMUM RUN LANDING The approach for a minimum run landing should be planned so as to arrive over the end of the runway with the throttles at IDLE and at a speed as close to best flare speed as possible. A minimum run landing is accomplished by having the brake antiskid system op- erative, deploying the drag chute, using full airbrakes after touchdown, applying wheel brakes immediately after touchdown, and continuing to apply brakes through- out the landing roll. The drag chute provides consid- erable deceleration force over the first portion of the landing roll while the wheel brakes have a small de- celerating effect because the wheels are lightly loaded. As the airplane decelerates, the drag chute becomes less effective while the brakes become more effective. CAUTION *! All landings should be planned from a landing distance standpoint as though the drag chute were not installed. The chute should be con- sidered only an aid to braking and a means of reducing tire and brake wear. the pedals should be released momentarily and then re- applied. The difference between conventional braking and use of antiskid is that with antiskid operating the brakes can be applied earlier in the landing roll and maximum braking can be maintained throughout the en- tire roll without excessive tire wear due to skids. See "Touchdown, " this section, and Part 9 of the Appendix for maximum rolling speeds for brake application. For brake energy limits, see figure 5-8. caution If loss of braking is experienced at low taxi speeds, immediately turn the antiskid switch OFF. The switch will be ON at all times dur- ing taxiing unless braking is lost. Loss of brak- ing could result under the following conditions: 1. If the airplane is at light weight and is sharply heeled to one side. 2. If the airplane is rolling on a slippery sur- face. NOTE DRAG CHUTE DEPLOYMENT Deployment of the drag chute or application of brakes prior to touchdown is not recommended. WHEEL BRAKE APPLICATION Each wheel is equipped with a complete brake antiskid assembly, eight units per airplane. Therefore, when one wheel approaches a skid and the brake pressure is released by the skid detector, no other wheel brake as- sembly is affected. Regardless of this desired feature, however, the wings should be held as near level as pos- sible during the landing roll so that all wheels are on the ground. If the wings are not level, the high tire on each landing gear becomes lightly loaded causing a loss in braking effectiveness because of the limited braking torque on the heavily loaded wheels. Maximum brak- ing effectiveness with antiskid operative is obtained by depressing the rudder pedals fairly hard and letting the individual brakes cycle as required to prevent skids. Application of a fairly hard force on the brake pedals will result in the heavily loaded wheels being cycled at a slower and more desirable rate, while the lightly loaded wheels are cycled quite rapidly. This cycling can be felt by the pilot and becomes quite noticeable, especially if several of the gears cycle on and off at approximately the same time. If several of the gears do start to cycle in unison and cause a violent vibration Normally the drag chute will be deployed on all land- ings. The drag chute should be deployed only after touchdown. The time required for the drag chute to open is about 4 seconds after the drag chute lever is pulled to the DEPLOY position. During the landing de- celeration the drag chute may be deployed at 150 knots IAS and it will not become fully inflated at speeds in ex- cess of 140 knots. It is not recommended that the drag chute be deployed during the flare while the airplane is floating since there is a tendency for the airplane to pitch up or down, depending upon the speed, and to drop in due to rapid deceleration. It is also recommended that, if the drag chute is to be used, it be deployed at a speed above 90 knots. At speeds below 90 knots the pilot chute cannot be relied on to deploy the drag chute consistently. See Section V for drag chute limitations. NOTE Dragging the chute along the runway causes con- siderable wear on the chute suspension lines and canopy. If possible, keep engine thrust high enough at the lower ground run speeds to hold the chute off the ground until the airplane can be turned off the runway. Request the ground crew to stand by to retrieve the chute as soon as the airplane is clear of the runway and the chute is jettisoned. Changed 15 November 1960 2-63 From RareAviation.com Section II 7.0. 18-526-1 NIGHT LANDING The procedures and techniques used for a night landing are the same as those used for a normal day landing ex- cept that the landing lights should be turned on at pilot's discretion. In addition, the terrain clearance and the crosswind landing lights may be used at the pilot's dis- cretion. OBSTACLE CLEARANCE LANDING The distance to touchdown after clearing a 50-foot ob- stacle with full flaps is shown on charts in Part 9 of the Appendix. If a relatively high altitude must be main- tained to clear some obstacle located within the traffic pattern, a steeper approach must be made after clearing the obstacle. A normal approach with full flaps and air- brake lever in position 2 is made with sufficient altitude to clear the obstacle. Immediately after clearing the obstacle the airbrake lever is moved to position 6 and the approach is steepened. Should the obstacle be lo- cated close to the end of the runway it may be neces- sary to place the airbrake lever in position 6 and steepen the approach before passing over the obstacle. In this case the pilot should approach at a sufficiently high al- titude to assure clearance with the steeper approach. If full airbrakes are used the rate of descent will be higher than normal and the flare will have to be started earlier. LANDING CHECKLIST (Copilot reads) (To be accomplished after touchdown) 1. Airbrake Lever - Position 6 (P) 2. Drag Chute Lever - DEPLOY (CP) In the event a go-around is not anticipated and the drag chute does not deploy, do not jettison the drag chute. This will permit the cause of the malfunction to be determined during the "Postflight Inspec- tion. " See Section V for drag chute limitations. 3. Hydraulic System - Checked (P) Check all hydraulic pressure low warning lights out. 4. Crosswind Crab Control Knob - Centered (CP) 5. Starter Switches - OFF (CP) 6. Steering Ratio Selector Lever - TAXI (P) CAUTION Center the rudder pedals before repositioning the steering ratio selector lever. Actuation of the lever is very difficult when the rudder pedals are deflected and could result in a dangerously abrupt change in steering angle. TOUCH-AND-GO LANDING Failure to lower airbrakes and retrim the airplane will result in excessive pitchup immediately following un- stick. At any time that abnormal pitching tendencies are noted, stabilizer trim should be utilized immedi- ately. Touch-and-go landings can normally be per- formed within the limits shown on the "Touch-and-Go Landing" checklist unless additionally restricted by the major command concerned. NOTE See "Light Gross Weight Takeoff Fuel Manage- ment, " this section. 2-64 Changed 15 February 1961 7.0. Ik-526-1 Section II TOUCH-AND-GO LANDING CHECKLIST (Copilot reads) NOTE D While touch-and-go landings may be accomplished successfully under con- ditions more extreme than those listed below, in the interest of flying safety, they will not be performed when: 1. Gross weight exceeds 270, 000 pounds 2. Crosswind crab control setting requirement is more than 8 3. Any spoiler is inoperative 4. Any hydraulic system is inoperative due to loss of normal system pres- sure or when a hydraulic standby pump is known to be inoperative. D Touch-and-go landings are exempted from the requirement of continuous ignition during the takeoff or landing phase. D Steps preceded by an asterisk (*) will be accomplished while on the run- way. All subsequent steps are accomplished while on the downwind leg. *1. Airbrake Lever - Position 6 and OFF (P) It is essential that the airbrake lever be returned to OFF before executing the takeoff following a touch- and-go to preclude an unexpected pitchup following takeoff. *2. Stabilizer Trim - RESET TO TARGET I Pilot not flying the airplane will position the stabilizer trim to target setting and notify the other pilot I that trim has been reset. I WARNING If the stabilizer trim is not reset prior to takeoff, the excessive amount of nose up trim will cause a pitchup after takeoff. Any pitch attitude changes following a takeoff must be countered immediately by continuous use of the stabilizer trim in addition to control column movement. NOTE The operation of the stabilizer trim mechanism during the ground roll of touch-and-go landings is considered to be an inflight procedure and inflight operation limitations will apply. *3. Thrust Applied - As required The pilot performing the takeoff after a touch-and-go landing will advance the throttles to the vertical position of the quadrant allowing engines to accelerate and stabilize prior to applying required thrust. Do not apply required thrust until the pilot resetting stabilizer trim has verbally verified that the trim has been reset for takeoff. The pilot occupying the other seat will monitor the engine instruments and notify the pilot making the takeoff of any abnormal engine acceleration characteristics. 4. Circuit Breakers - Set (P) 5. Hydraulic System - Checked (P) Pilot checks pressure of all hydraulic systems (3000 (250) psi), pressure low warning lights out. 6. Circuit Breakers - Set (CP) 7. Generators - Checked (CP) Check ammeters for approximately same readings. Changed 15 February 1961 2-65 From RareAviation.com Section II TO. 1B-52G-1 DOWNWIND LEG ALTITUDE 1200 FEET AIRSPEED 30 KNOTS ABOVE BEST FLARE SPEED FOR AIRBRAKES POSITION 2 (153 KNOTS, 225,000 lb) NOTE STABILIZER TRIM ALTITUDE 800 FEET MINIMUM AIRSPEED NOTE THE LANDING PATTERN SHOWN IS FOR NORMAL CONDITIONS. MODIFICATIONS MAY BE USED TO MEET VARIOUS REQUIREMENTS. LANDING PATTERN AIRSPEEDS DEPEND ON AIRPLANE GROSS WEIGHT. SEE LANDING SPEEDS CHART IN PART 9 OF THE APPENDIX FOR COMPLETE DATA. BASE LEG ROLL OUT TO WING LEVEL - APPROXIMATELY 10 SECONDS ALTITUDE 1000 FEET AIRSPEED 20 KNOTS ABOVE BEST FLARE SPEED FOR AIRBRAKES POSITION 2 (143 KNOTS, 225,000 lb) GO-AROUND P AT TERN INCREASE THRUST RETRACT AIRBRAKES TRIM AS REQUIRED 10 KNOTS ABOVE BEST FLARE SPEED FOR AIRBRAKES POSITION 2 (133 KNOTS, 225,000 lb) 9 9 9 9 9 99 9 9 9 9 9 9 9 9 9 9 9 9 9 9 99 9 9 9 9 B 9 999 9 Ji 99 9 fl 9 99 9 9 9 9 9 9 9 Figure 2-19. (Sheet 1 of 21. 2-66 Changed 15 February 1961 7.0. 1B-52G-1 Section II TRIM (As required) WING FLAPS UP (IF APPLICABLE) 1000 FEET MINIMUM ROLL OUT TO WING LEVEL APPROXIMATELY 10 SECONDS 4-1-2S4 TOUCHDOWN BEST FLARE SPEED FOR MINIMUM ALTITUDE 500 FEET START OF FLARE AIRSPEED 10 KNOTS ABOVE AIRBRAKES FULL UP (AIRSPEED 110 KNOTS, 225,000 lb) ENTERING DOWNWIND LEG MINIMUM ALTITUDE 1200 FEET AIRSPEED 30 KNOTS ABOVE BEST FLARE SPEED (153 KNOTS, 225,000 lb) BEFORE LANDING CHECK COMPLETE AIRBRAKES POSITION 2 HOTE GO-AROUND SHOWN FOR VERY LOW ALTITUDE LANDING GEAR IS NOT RETRACTED UNTIL IT IS CERTAIN THE AIRPLANE WILL NOT TOUCH DOWN. LANDING GEAR UP (As required) AIRBRAKES POSITION 2 (133 KNOTS, 225,000 lb) NOTE AIRSPEEDS SHOWN BASED ON AN AVERAGE GROSS WEIGHT OF 225,000 LBS. THRUST ADJUSTS FLAPS DOWN NORMAL LANDING PATTERN lllllllllllllllll GO-AROUND PATTERN Landing and Go-Around Patterns (Typical) Figure 2-19. (Sheet 2 of 2). Changed 15 February 1961 2-67 From RareAviation.com Section II 7.0. Ik-526-1 TOUCH-AND-GO LANDING CHECKLIST (Copilot reads) (Cont) 8. Fuel Panel - Checked (CP) Crossfeed valve switches No. 9, 10, 11, and 12 will be positioned to OPEN when any main tank indi- cates 5000 pounds or less. 9. Landing Gear - Checked six down, light out (CP) Copilot checks lever detent and landing gear position indicators. 10. Wing Flap Lever - DN (CP) 11. Crosswind Crab Control Knob and Position Indicator - Checked and set (CP) 12. Best Flare Speed -_________knots (CP) Copilot reads best flare speed for airbrakes position 2 from best flare speed indicator and cross- checks airspeed indicator with pilot's indicator. 13. Airbrake Lever - Position 2 (P) 14. Stabilizer Trim Setting - Noted (P-CP) The amount Of stabilizer trim required while at best flare + 30 knots and straight and level with gear and flaps down and airbrakes in position 2 should be used as a target trim setting in case of go-around or touch-and-go landing. GO-AROUND The amount of stabilizer trim required while on the downwind leg with gear and flaps down should be used as a target trim setting in case of go-around or touch- and-go landing. The decision to make a go-around should be made as early as possible since jet engine accelera- tion time is relatively high and approach speeds are relatively close to touchdown speeds. Normally this decision can be made prior to touchdown. As soon as it has been decided to go around, increase thrust, re- I tract airbrakes, trim toward target as required, and, after it is certain that the airplane will not touch the ground, retract the landing gear. The increase in thrust alone, depending upon the airspeed and attitude of the airplane, may require a considerable amount of nose down trim. For pilot comfort and ease of flying, the I thrust should be adjusted during climb to flap retrac- tion altitude to a setting which will produce a rate of climb of approximately 1500 to 2000 feet per minute. Ilf thrust is reduced during this initial climb, it may be necessary to add thrust during flap retraction to main- tain the desired speed schedule and to preclude loss of altitude. When airplane reaches 1000 feet and 180 knots IAS, the flaps may be retracted. However, if a posi- tive vertical velocity of 1000 feet per minute is not at- tained when reaching 1000 feet above the terrain, flap retraction will be delayed until an altitude of 1500 feet above the terrain is reached. During the flap retrac- tion cycle, it is required that the pilot monitor his air- plane attitude as closely as possible keeping the air- plane trimmed to a zero stick force especially during the last 20% of flap retraction. (See figure 2-19 for a go-around pattern.) In case the decision to go around is not reached until after the airplane is on the ground and the drag chute has not been deployed, additional nose down stabilizer trim will normally be required during the takeoff roll in order to keep the nose from pitching upward as soon as the wheels are off the ground. WARNING At gross weights above 220, 000 pounds, a go- around should not be attempted if the drag chute has been deployed since it is possible that the drag chute may not jettison. The go-around then would be impossible. At gross weights up to 220,000 pounds, sufficient thrust is available to make a go-around successfully while pulling the drag chute. The climbout should be made at 10 knots above best flare speed for a go-around while pulling the drag chute. NOTE Allow approximately 7 minutes and 5000 pounds of fuel for a go-around. 2-68 Changed 15 February 1961 7.0. 18-526-1 Section II GO-AROUNO CHECKLIST (Copilot reads) 1. Thrust Applied - As required (P) I WARNING | Care should be exercised in applying power at light gross weights due to pitchup developing during acceleration. See "Go-Around," Section VI, for detailed discussion of this characteristic. 2. Airbrake Lever - OFF (P) Pilot retracts airbrakes, levels off, and checks for a positive increase of airspeed. 3. Trim - As required (P) At all times during go-around, pilot will make a conscious effort to keep the airplane trimmed to zero stick force. 4. Landing Gear Lever - As required (CP) Retract gear when it is established that airplane will not contact the runway. 5. Thrust - Adjusted (P) I Pilot accelerates to 180 knots IAS and adjusts thrust to establish a 1500 to 2000 fpm rate of climb. I 6. Wing Flaps - As required (CP) Flaps will be retracted in a wings level attitude, using the normal speed schedule and in accordance with the flap retraction procedures outlined in the "After Takeoff-Climb Checklist, " this section. NOTE If climbing back to altitude, perform "After Takeoff-Climb Checklist. " AFTER LANDING The after-landing check shall be performed after the airplane has been turned off the runway. Hard taxi braking or riding the brakes shall be avoided at all times, particularly after a landing or refused takeoff. See "Wheel Brake System Operation, " Section VH, and "Brake Energy Limit Charts" (figure 5-8), Section V. AFTER LANDING CHECKLIST (Copilot reads) L Drag Chute Lever - JETTISON (CP) The drag chute will be jettisoned and the control handle returned to LOCKED by the copilot after the airplane has turned off the runway and prior to being stopped for completion of the "After Landing Checklist;" CAUTION S To prevent or minimize damage to the parachute container as the drag link strikes it during the jettison sequence, jettison the chute only after it is in- flated and the inboard engines are at 60% to 65% rpm. 2. IFF - OFF (P) Turn IFF off as soon after landing as possible. This will eliminate signals from taxiing or parked air- craft which would otherwise block the controller's scope and interfere with the control of airborne air- craft. Changed 15 Februaryl961 2-69 From RareAviation.com Section H T.O. 1B-52G-1 AFTER LANDING CHECKLIST (Copilot/EW reads) (Cont) NOTE The following steps will be accomplished after the airplane has been turned off the runway and stopped. 2A. Parking Brakes - Set (P) 3. Airbrake Lever - OFF (P) 4. Stabilizer Trim Operation - Checked and correct trim wheel movement noted; cutout switch - CUT- OUT (P-CP) NOTE During ground operation of stabilizer trim mechanism, advance engines 4 and 5 to 82% rpm. Pilot and copilot separately operate stabilizer trim electrically in both directions. Check that stabi- lizer trim wheels and indicator move in correct direction and that trim wheels stop abruptly when trim switches are released. Leave the trim indicator setting on zero upon completion of this check. Place cutout switch to CUTOUT. 5. Cabin Temperature Selector Switch - COOLER 15 seconds, then OFF (Pi^tusi iLLMl Less B3) (CP E2HI Plus ffl) This closes the cabin temperature modulating valve to insure adequate cooling air for BNS equipment until the equipment is shut down. 6. Bomb Door Switch - OPEN (RN) 7. Armrest Safety Pins (2) - Installed (P-CP) Install pins before leaving seat. 8. Starter Selector Switch - GROUND START (CP) 9. Unnecessary Electrical Equipment: a. Liaison Radio, TACAN Plus OH & Omni Power Switches - OFF (P-CP) b. Pitot Heat Switches - OFF (P) c. Anticollision Limits - OFF (CP) d. Navigation Lights - FLASH (CP) e. Mach Indicator Switch - OFF (P) f. Windshield Anti-Ice L Defog Switch - OFF (P) g. Autopilot Master Switch - OFF (CP) 10. Generators 1 & 7 - OFF (CP) 11. Throttles 1, 2, 7 & 8 - 75% rpm, then CLOSED (P-CP) While taxiing back to the ramp, advance throttles 1, 2, 7, and 8 to approximately 75% rpm for 1 to 2 seconds before moving to CLOSED. This will insure complete scavenging of engine oil and prevent overservicing. The time interval between initiation of the acceleration to 75% rpm and shutting down the engine should not exceed 30 seconds. This procedure will also prevent fuel from accumulating un- derneath the engines after shutdown. 2-70 Changed 15 February 1961 7.0. 1B-52G-1 Section II AFTER LANDING CHECKLIST (Copilot/EW READS) (Cont) 12. Fuel Panel - Checked (CP) Close all fuel valves not required. 13. GAM-77 Engine Control Knob(s) - OFF (CP) 14. Readiness Switch Cover - Closed, pin inserted (P) 15. GAM-77 B-52 Power Switches - OFF (N) ENGINE SHUTDOWN NOTE A postflight engine check is not required or rec- ommended. G Prior to engine shutdown, the generators should be shut down by placing the generator switches to OFF position. This will protect circuits from low frequencies in case the protective features do not operate. Normally an engine will be sufficiently cool after landing to permit an immediate shutdown. If an engine has been operating at above 85% rpm for a period exceeding 1 minute after landing, allow the engine to idle at least 5 minutes be- fore shutting down. This will prevent damage resulting from rapid temperature change. BEFORE LEAVING AIRPLANE BEFORE LEAVING AIRPLANE CHECKLIST (Copilot roods) 1. Parking Brake Lever - ON (P) 2. Air Conditioning Master Switch - RAM (CP) 3. Gyro Power Switch - OFF (CPE3E1 CTTF1 Less B3 ) (P Ul > Plus DO ) 4. Seat Positioning Switch - DOWN (P-CP) Pilot and copilot lower their seats. 5. Generators 3 & 5 - OFF (CP) 6. Throttles - 75% rpm, then CLOSED (P) Throttles will be advanced to approximately 75% rpm for 1 to 2 seconds to provide proper scavenging and then closed. The time interval between initiation of acceleration and shutdown should not exceed 30 seconds. 7. External Power - ON (if available) (CP) 8. Fuel System Panel Switches - OFF or CLOSED (CP) 9. Sliding Window L Entrance Hatch - Open (CP), UNLOCKED (N) Copilot opens sliding window approximately 2 inches to relieve any residual pressure before entrance hatch is opened. Navigator raises lower deck folding hatch and moves hatch locking handle to UN- LOCKED (full right). Changed 15 February 1961 2-71 'From RareAviation.com Section II 7.0. IK-526-1 BEFORE LEAVING AIRPLANE CHECKLIST (Copilot reads) (Cont) 10. UHF Radios - OFF (CP) 11. Switches - Off (P-CP) Turn off all switches except stabilizer trim cutout switch and generator switches; emergency d-c power switch should be in NORMAL. 12. Battery Switch - OFF (CP) 13. Control Columns - Disconnected (P-CP) 14. Oxygen System - OFF and 100% OXYGEN (P-CP) a. Oxygen Supply Shutoff Lever - OFF b. Regulator Diluter Lever - 100% OXYGEN c. Supply Hose - Disconnected and stowed 15. Wheel Chocks - In place (GO) 16. Parking Brake Lever - OFF (P) 17. Interphone Power Switch - OFF (P) POSTFLIGHT The copilot will check for possible cold brakes. If GAM-72 missiles are aboard, it should be ascertained that safety locks and engine Intake covers are installed. The pilot will assemble the crew to collect completed logs and forms and discuss items pertinent to the mis- sion. He will interrogate each crew member to deter- mine discrepancies for entry in Form 781. If appli- cable, GAM-77 Form 781's will be completed. Make appropriate entries in Form 781 cover- ing any limits in the flight manual that have been exceeded during the mission. Entries must also be made when, in the pilot's judgment, the air- plane has been exposed to unusual or excessive operations, such as hard landings, excessive braking during aborted takeoffs, long and fast landings, long taxi runs at high speeds, etc. STRANGE FIELD PROCEDURES If it is necessary to land the airplane at an airfield where normal ground support is not available, there are several items which must be performed by the flight crew after parking the airplane and prior to takeoff. To assist the flight crew in accomplishing these steps properly, the following checklist is provided: AFTER PARKING 1. Parking Ramp - Checked The pilot should ascertain that the parking ramp is con- structed to withstand the airplane gross weight after refueling. 2. Wheel Chocks - In place 3. Landing Gear Ground Locks - Installed 4. Bypass Keys - Installed 5. Bomb Doors - Closed (if nuclear bomb(s) aboard) 6. Bomb Door Actuators - Disconnected (when nuclear bomb(s) not aboard) 7. Bomb Pins (if conventional bombs are aboard) - In- stalled 8. Duct Plugs - In place 9. Pitot Tube Covers - In place 10. Oxygen Buildup and Vent Valves Handles - Leave in SERVICE 11. Gunnery System - Guns unarmed (if applicable) 12. Windows and Hatches - Closed 13. Security Guard - Posted 14. Drag Chute (if used) - Dried and repacked PRIOR TO TAKEOFF Due to unfamiliarity with this airplane of maintenance personnel at strange fields, the following items must be closely checked by the flight crew: 1. Electrical and air power carts available 2-72 Changed 15 May 1961 TO. 1B-52G-1 Section II NOTE EXTERIOR INSPECTION CHECKLIST G Electrical power can be obtained from an MD-3 power cart or any source of 400-cycle three- phase 205 (5)-volt a-c power having an AN3430 plug. About 10 amperes of 24-volt d-c power is needed on pin E to close the relays to energize the airplane circuits with external a-c power. D Pneumatic power to start an engine can be ob- tained from an MA-1A or equivalent air com- pressor. A source that can supply approxi- mately 1. 8 pounds of air per second at a pres- sure of not more than 200 or less than 30 psi and at a temperature of 300 F for the length of time it will take to start an engine could be used. If the air temperature is below 300 F, a flow of air greater than 1. 8 pounds per sec- ond will be needed. The use of an air source not specifically designed for aircraft should be limited to starting one engine. G If the available source of pneumatic power can- not supply air at a pressure of 30 psi, a start may be attempted at a lower pressure. With no other pneumatically operated equipment op- erating, allow available pressure to build up and stabilize, then follow normal starting pro- cedures. AUUMMMIMMUUs CAUTION '1 When attempting a start at less than 30 psi, monitor the exhaust gas temperature and start- ing time very closely. Close throttles imme- diately if EGT exceeds 550 C at a rapid rate of rise or 580 C at a normal rate of rise. Start- ing at reduced pressure may require starter op- eration longer than 2 minutes, in which case the minimum rest period between starting attempts should be extended beyond the minimums set forth in "Starter Limitations, " Section V. NOTE See "Servicing" diagram (figure 1-54) for fuel, oil, and hydraulic oil grades and specifications. 2. Drag chute installed 3. Fuel system serviced 4. Oil tanks serviced 5. Oxygen system serviced as necessary 6. Water injection system serviced as necessary 7. Hydraulic tanks checked, service as necessary 8. Hydraulic accumulator preloads checked 9. Perform normal flight crew checklist NOTE The exterior inspection is designed to be ac- complished normally by an experienced pilot and copilot, each inspecting one side of the air- plane simultaneously, one pilot starting with nose section (right) through empennage and the other pilot starting with the left aft wheel well through the nose section (left). However, in the event only one pilot is available, he can perform the complete inspection. The follow- ing inspection is based on the assumption that appropriate maintenance personnel are not available to perform this preflight and that the flight crew is accomplishing the preflight with emphasis on the items that affect the safety of flight. See figure 2-3 for a diagram of the route to be followed during the exterior inspection. (T) Right Nose Section 1. Pitot Tube Cover - Removed and clear 2. TACAN Antenna L'WPI p|us D3 - Checked Check for cleanliness and security. 3. Escape Hatch - Secure 4. Static Ports & Drain Plugs - Checked Check static ports clear and drain plugs installed (static ports are located high on the right side of the fuselage). 5. Air Ducts & Vents - Clear All vent openings clear, access doors secure, duct plugs removed, and fuel cap in place. 6. Single Point Refuel Cap - Secure Right Forward Wheel Well 1. Landing Lights - Checked Check the right landing, terrain clearance, crosswind, and taxi lights for cleanliness and security and glass and filament intact. 2. Wheel Chocks - In place 3. Tires & Hydraulic Lines - Checked Ascertain tires have been inflated to proper pressure for present gross weight. Check tires for cuts, blis- ters, and worn spots and hydraulic lines for security and leaks. 4. Safety Switch Linkage, Torsion Link & Oleo Ex- tension - Checked Oleo safety switch linkage connected and secure. Tor- sion link connected and pin in place and safetied. Oleo strut for cleanliness, hydraulic leaks, and proper in- flation. 5. Landing Gear Ground Lock - Installed 6. Battery Cover - Secure 7. Leaks & General Condition - Checked Check entire wheel well area for foreign objects, hy- draulic or fuel leaks, and security of all equipment. 8. Doppler Radome - Checked Check for security, cracks, buckling, and cleanliness. Changed 15 May 1961 2-73 From RareAviation.com Section II 7.0. 1B-52G-1 (?) Right Wing 1. Access Panels, Vents & Drains - Checked Check access panels fastened and secure, drains clear and unobstructed, and no leaks. 2. No. 3 Strut for Condition - Checked Check strut for cracks, buckling, and loose rivets. 3. Engines 5 & 6 Aft Section - Checked Engine tail plugs removed. Insure tailpipes free of foreign matter and turbine buckets not nicked or miss- ing. 4. Nacelle Cowlings & Surge Bleed Valves (2) - Checked Check nacelle cowlings for cracks and security and check valve on each engine open (closed on engines in- corporating (33). 4A. Fuel Heater Exhaust - Checked Check fuel heater exhaust for evidence of fuel leaks, 5. Engine Oil & Generator Cooling Air Inlets & Ex- hausts - Checked Check the generator cooling air and engine oil cooler exhausts on the left engine and the engine oil cooler exhaust on the right engine unobstructed and no leaks. Check generator cooling air and engine oil cooler in- lets free of foreign matter. 6. Nose Sections 5 &6 - Checked Engine intake plugs removed. Insure intakes free of foreign matter. Check anti-ice inlets free of foreign matter. Check for nicked compressor blades. 7. Access Panels - Checked Check access panels fastened and secure. 8. No. 4 Strut for Condition' - Checked Check strut for cracks, buckling, and loose rivets. 9. Engines 7 & 8 Aft Section - Checked Engine tail plugs removed. Insure tailpipes free of foreign matter and turbine buckets not nicked or miss- ing. 10. Nacelle Cowlings & Surge Bleed Valves (2) - Checked Check nacelle cowlings for cracks and security and check valve on each engine,open (closed on engines in- corporating Hi). 10A. Fuel Heater Exhaust - Checked Check fuel heater exhaust for evidence of fuel leaks. 11. Engine Oil & Generator Cooling Air Inlets & Ex- hausts - Checked Check the generator cooling air and engine oil cooler exhausts on the left engine and the engine oil cooler exhaust on the right engine unobstructed and no leaks. Check generator cooling air and engine oil cooler in- lets free of foreign matter. 12. Nose Sections 7 & 8 - Checked Engine intake plugs removed. Insure intakes free of foreign matter. Check for nicked compressor blades. Check oil coolers free of dents and cracks. 13. Taxi Light - Checked Check for cleanliness and security and glass intact. 14. Access Panels - Checked Check access panels fastened and secure. 15. Tip Gear Door & Well - Checked Check hydraulic lines and actuators secure, no leaks, and wiring and other equipment secure. 16. Tip Gear Ground Lock - Installed 17. Oleo Strut, Wheel & Tire - Checked Check oleo strut for cleanliness, hydraulic leaks, and proper inflation. Inspect wheel for cracks and tires for cuts, blisters, worn spots, and slippage. 18. External Tank - Checked Check access door and filler neck cap secure and vent unobstructed. 19. Access Panels & Surge Tank Vent - Checked Check access panels secure and surge tank vent clear of obstructions. 20. Wing Tip & Upper Surface - Checked Check wing tip antennas for cracks and dents. Check upper wing surface for frost, snow, ice, or dust and security of access openings and fuel caps. 21. Outboard Wing Trailing Edge - Checked Check skin for cracks, buckling, and loose rivets. 22. Fuselage Tanks Filler Caps - Secure 23. Outboard Wing Flap Well - Checked Check hydraulic lines for leaks and security of wiring. 24. Inboard Wing Flap Well - Checked Check hydraulic lines for leaks and security of wiring, control cables, and circuit breakers set. 25. Lower Surface of Wing Flaps - Checked Check lower surfaces for loose rivets, cracks or buck- ling in skin, security, and condition of actuators and screws. 26. Upper Surface of Wing Flaps - Checked Check upper surfaces for loose rivets, cracks or buck- ling in skin, security, and condition of rollers and con- necting links. 27. Vortex Generators (if installed) - Checked Check vortex generators not missing or damaged. 28. Fuselage & Bomb Doors - Checked Check fuselage and bomb doors for loose rivets, buck- ing, snow, and ice. (a ) Bomb Bay 1. Bomb Bay for Leaks, Security of Wires & Cables - Checked Check bomb bay for fuel and hydraulic leaks, security of wires and cables, and crew movement doors closed. (T) Right Aft Wheel Well 1. Tires & Hydraulic Lines - Checked Ascertain tires have been inflated to proper pressure for present gross weight. Check tires for cuts, blis- ters, and worn spots. Check hydraulic lines for se- curity and leaks. Check bypass key not installed on airplanes EMUk LWU1 2. Safety Switch Linkage, Torsion Link & Oleo Ex- tension - Checked Oleo safety switch linkage connected and secure. Tor- sion link connected and pin in place and safetied. Oleo strut for cleanliness, hydraulic leaks, and proper in- flation. 2-74 Changed 15 May 1961 7.0. Ik-520-1 Section II 3. Landing Gear Ground Lock - Installed 4. Left Brake Accumulator Air Pressure Gage - 1000 (200) psi 5. Leaks & General Condition - Checked Check entire wheel well area for foreign objects, hy- draulic or fuel leaks, and security of all equipment. (s) Right Aft Fuselage 1. Anticollision Light - Checked Check for cleanliness, security, and glass intact. 2. AN/ARC-34 Antenna - Checked Check for cleanliness and security. 3. Access Panels L Vents - Checked Check all plugs removed from vents, vents clear and unobstructed, and access panels and ECM antennas se- cure. 4. Right Oxygen Buildup & Vent Valve Handle - Checked Check that liquid oxygen buildup and vent valve handle has been placed in SERVICE position. Close and se- cure access panel. (k) Aft Equipment Compartment 1. Entrance Door Jettison Handle - Stowed; pin in- stalled, saf etied 2. Rudder Q-Spring - Checked Check hose, and clamp connections. 3. Stabilizer Nut & Jackscrew - Checked 4. Elevator tz-Spring - Checked 5. Radio Navigation Equipment Rack - Checked 6. No. 2 & 3 Liquid Oxygen Converters - Checked Do not touch the^ converters with bare hands as serious injury may result. 7. No. 1 Liquid Oxygen Converter - Checked 8. Camera Cover - Checked Camera door handcrank removed from door motor and stowed. 9. Aft Body Fuel Tank - Checked 10. Aft A-C Power Box - Cover closed 11. Crawlway Door - Closed 12. Leaks & General Condition - Checked Check for general condition, security of equipment, and loose items; excessive wear or unsafe condition of wiring, control cables, and ducting; hydraulic, fuel, and oxygen leaks. 13. Compartment Door - Checked and closed Check for dents and general condition of latch, hinges, and seals. HJ Empennage 1.'Right Flare Ejector Ports. (Gunner not flying) - Checked, as required 2. Right Horizontal Stabilizer, Elevator & Tab - Checked and set at 0 Check all surfaces for loose rivets, cracks and buck- ling in skin, snow and ice, and general condition. Spe- cifically check for ice on seal between stabilizer and fuselage. 3. Right AN/APS-54 Antenna - Checked Check for cleanliness and security. 4. Drag Chute Compartment - Checked Check door closed, handle flush, and crank removed. If the drag chute has been in place during damp weather, check with crew chief to ascertain that chute is dry. 5. Drag Chute Personnel Safety Rod - Removed 6. Left AN/APS-54 Antenna - Checked Check for cleanliness and security. 7. Sight Cover (Gunner not flying) - Removed Check that optical door protective cover is removed. 8. Turret - Stowed 9. Vertical Fin, Rudder & Tabs - Checked Check all surfaces for loose rivets, cracks and buck- ling in skin, snow and ice, and general condition. 10. Left Horizontal Stabilizer, Elevator & Tab- Checked Check all surfaces for loose rivets, cracks and buck- ling in skin, snow and ice, and general condition. Spe- cifically check for ice on seal between stabilizer and fuselage. 11. Left Flare Ejector Ports (Gunner not flying) - Checked, as required 12. Air Inlets & Vents - Clear Inlets and vents clear and unobstructed. Q-spring open- ing in leading edge of fin clear. I) Left Aft Fuselage 1. Ammunition Door (Gunner not flying) - Closed 2. Electronics Rack Door (Gunner not flying) - Closed 3. Left Liquid Oxygen Buildup & Vent Valve Handles (2) - Closed Check that liquid oxygen buildup and vent valve handles have been placed in SERVICE. Close and secure ac- cess panels. 4. ECM Antenna - Secure 5. Electronic Ram Airscoop - Unobstructed (I) Left Aft Wheel Well 1. Static Ground Wire - Checked Ground wire secure and touching ground. 2. Tires & Hydraulic Lines - Checked Ascertain tires have been inflated to proper pressure for present gross weight. Check tires for cuts, blis- ters, and worn spots. Check hydraulic lines for se- curity and leaks. Check bypass key not installed on airplanes . 3. Safety Switch Linkage, Torsion Link & Oleo Ex- tension - Checked Oleo safety switch linkage connected and secure. Tor- sion link connected and pin in place and safetied. Oleo strut for cleanliness, hydraulic leaks, and proper in- flation. Changed 15 November 1960 2-75 From RareAviation.com Section II 7.0. 18-526-1 4. Landing Gear Ground Lock - Installed 5. Right Brake Accumulator Air Pressure Gage - 1000 (200) psi 6. Leaks & General Condition - Checked Check entire wheel well area for foreign objects, hy- draulic or fuel leaks, and security of all equipment. 7. Hydraulic Controllable Check Valve - Handle lock- wired closed Check valve handle perpendicular to hydraulic line. (7) Left Wing Repeat procedures for right wing in the following order: 1. Fuselage & Bomb Doors - Checked I 1A. Vortex Generators (if installed) - Checked 2. Upper Surface of Wing Flaps - Checked 3. Lower Surface of Wing Flaps - Checked 4. Inboard Wing Flap Well - Checked 5. Outboard Wing Flap Well - Checked 6. Outboard Wing Trailing Edge - Checked 7. Wing Tip & Upper Surface - Checked 8. Access Panels & Surge Tank Vents - Checked 9. External Tank - Checked Check access door and filler neck cap secure and surge tank vent clear of obstructions. 10. Left Taxi Light - Checked 11. Oleo Strut, Wheel & Tire - Checked 12. Tip Gear Ground Lock - Installed 13. Tip Gear Well & Door - Checked 14. Access Panels, Vents & Drains - Checked 15. No. 1 Strut for Condition - Checked 16. Engines 1 & 2 Aft Section - Checked 17. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 17A. Fuel Heater Exhaust - Checked 18. Engine Oil & Generator Cooling Air Inlets & Ex- hausts - Checked 19. Nose Sections 1 & 2 - Checked 20. Access Panels, Vents & Drains - Checked 21. No. 2 Strut for Condition - Checked 22. Heat Exchanger, Ram Air Inlets L Exhaust - Checked 23. Engines 3 & 4 Aft Sections - Checked 24. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 24A. Fuel Heater Exhaust - Checked 25. Engine Oil & Generator Cooling Air Inlets & Ex- hausts - Checked 26. Nose Sections 3 & 4 - Checked 27. Access Panels, Airscoops, Vents & Drains - Checked (T) Left Forward Wheel Well 1. Wheel Chocks - In place 2. Tires & Hydraulic Lines - Checked Ascertain tires have been inflated to proper pressure for present gross weight. Check tires for cuts, blis- ters, and worn spots. Check hydraulic lines for se- curity and leaks. 3. Safety Switch Linkage, Torsion Link & Oleo Ex- tension - Checked Oleo safety switch linkage connected and secure. Tor- sion link connected and pin in place and saf etied. Oleo strut for cleanliness, hydraulic leaks, and proper in- flation. 4. Landing Gear Ground Lock - In place 5. Right & Left Forward Brake Accumulator Air Pres- sure Gages - 1000 (200) psi 6. Hydraulic Handpump - Handle stowed 7. Battery Cover & Drain Lines - Secure Check covers fastened. 8. Air Conditioning Pack Fluid Level - Checked Check fluid level at least 1/4 inch above "L" mark in sight gage. 9. Leaks & General Condition - Checked Check entire wheel well area for foreign objects, hy- draulic or fuel leaks, and security of all equipment. 10. Landing Light - Checked Check left landing light for cleanliness and security and glass and filament intact. M Left Nose Section 1. Air Ducts & Vents - Clear Check all vent openings clear, access doors secure, and duct plugs removed.Operation of an air conditioning unit with the wing duct plugs in place can result in destruc- tion of the unit due to overspeeding of the tur- bine-driven blower. 2. Static Ports & Drain Plugs - Checked Check static ports clear and drain plugs installed (three ports are located high on side of fuselage). 3. Escape Hatch - Secure Check left escape hatch secure and flush with the air- plane skin. 4. Pitot Tube - Cover removed, clear 5. Inlet Ram Airscoops - Unobstructed 2-76 Changed 15 May 1961 7.0. 1B-52G-1 Section II ALERT PROCEDURES The checklists are designed to permit use during ground alert. They are designed in this manner to preclude the requirement for aircrews to be familiar with and forced to use different checklists. To obtain the most effective results, it is necessary for aircrew mem- bers to be thoroughly familiar with these checklists and the proper use of same. Any time weapons are aboard, the normal two-man policy will be observed. INSTRUCTIONS I Airplane and Bombs Acceptance After maintenance has declared an airplane ready for I alert, the bombs loading team will load and make ap- propriate checks of the bombs. The airplane and bombs are then ready for an initial acceptance check by the aircrew. This acceptance check will consist of the following: 1. Exterior Inspection - Normal I 2. Bomb Preflight - Applicable bomb checklist (T. O. lB-52B-25-( )) 3. Interior Inspection - Normal 4. Before Starting Engines - Normal 5. Engine Start - Normal 6. After Landing Check - Normal (start with item 5) 7. Before Leaving Airplane - Normal Alert Status When the aircrew declares airplane ready for alert, the airplane will be placed in the alert line. Going on Alert The airplane will be placed in a "cocked" configuration by the aircrew using the "Interior Inspection Checklist" and "Before Starting Engines Checklist. " NOTE G If airplane has been previously cocked, a re- check of airplane cocking will be accomplished. During airplane cocking, all navigation and cock- pit lights will be left in ON position. Bomb bay doors may be left opened or closed depending on local conditions. Security When the airplane is cocked, no one will enter the air- plane except aircrew members assigned to that airplane for alert. All entry hatches will be closed and the for- ward hatch placarded "Aircraft cocked, entry pro- hibited. " Daily Preflight of Airplane/Bomb While on Alert D At a predesignated time each 24 hours, the aircrew will perform a "Daily Alert Preflight Checklist. " This checklist will leave the airplane in the cocked configu- ration. Initial bomb preflight inspection by an aircrew | will include performance of all steps in T. O. 1B-52B -25-( )A "Bomb Preflight Checklist. " Subsequent con- I secutive daily bomb preflight inspections of the same I airplane/bomb combination by the same aircrew may I be accomplished by performance of only the [pfr flagged items on the "Bomb Preflight Checklist. " | Maintenance While on Alert At any time while the airplane is in the alert line, if a requirement exists to refuel or perform maintenance requiring entry into the crew compartments, the air- crew will uncock the airplane using the "Uncocking Checklist. " After maintenance has been completed, airplane will be recocked by the alert aircrew using the "Interior Inspection Checklist" and "Before Start- ing Engines Checklist. " Gunner's Procedures Gunners will use their normal flight manual checklist for the acceptance inspection. When an airplane is to be placed on alert status, acceptance of a fire control system prior to uploading of ammunition will be ac- complished by performing only the [Afr flagged items of the gunner's "Inflight" checklist. Subsequent daily alert preflight inspections will be accomplished by per- forming only the [Dfr flagged items of the gunner's "In- terior Inspection" checklist. ECM Procedures The EW officer will use his normal flight manual pro- cedures for acceptance inspection. During "Scramble, " he will: 1. Read over interphone the "Taxiing Checklist" and "Before Lineup Checklist." 2. After takeoff, distribute E&E equipment as directed by pilot. Changed 15 May 1961 2-77 From RareAviation.com Section II 7.0. 1B-52G-1 Scramble Aircrews will use the normal checklist when the exe- cution order is given. Boldfaced items contained in the checklist for "Starting Engines and Before Taxi- ing, " "Taxiing," and "Before Lineup" checklists are the minimum items required for a fast reaction take- off. If time permits, these checklists should be used in their entirety as outlined below. After the airplane is safely airborne, the "Starting Engines and Before Taxiing," "Taxiing, " and "Before Lineup" checklists should be reviewed and applicable items not previously completed should be performed when time permits. "Before Lineup Checklist" will be completed as a con- tinuation of the "Taxiing Checklist" without stopping the airplane prior to taking the runway. Transfer of control of airplane between pilots will be accomplished to insure proper monitoring of airplane movement and clearance. Fastening of parachutes, bailout bottle, seat belt, and shoulder harness will be completed while taxiing out for takeoff when time does not permit during engine start. 72 Hour Exercise A complete preflight inspection consisting of systems performance, engine operation, and accessories check will be made each 72-hour period while the airplane is in alert configuration. This inspection will be made using applicable checklists, this section. Rotation of tires will be conducted as specified in applicable di- rectives. If a taxi test is conducted during the com- plete preflight period, the tire rotational requirements will be incorporated. Aircrew members will note the chalk marks on the tires and attest to the completion of this requirement. <: CAUTION With the airplane completely loaded in an EWP configuration, the eg will be near or at the aft ground handling limit. When bomb(s) are off- loaded, ground handling limit eg will be ex- ceeded. Fuel must be removed from the aft body tank before moving the airplane. Con- versely, when refueling airplane with bomb(s) aboard, caution must be exercised to not exceed the aft eg ground handling limitations. UNCOCKING CHECKLIST 1. Armrest Safety Pins - Checked installed (P-CP) Crew members determine that armrest safety pins are securely inserted and that red streamers are attached. 2. Interphone Power Switch - ON (P) Pilot and copilot connect interphone and pilot checks for operation of the interphone system by noting sidetone in headset. 3. Downlocks & Bypass Keys - Installed (GC) Ground crew observer installs ground locks and bypass keys. 4. Standby Pump Switches - OFF (P) 5. Fuel Valves - OFF (CP) 6. Gyro Power Switch - OFF (CPtoattl EEE3 Less 113) (P Plus 33 ) 7. Radios - OFF (CP) 8. Pitot Heat - OFF (P) 9. Anti-Icing Panel - OFF (P) 2-78 Changed 15 May 1961 T.O. 1B-52G-1 Section II UNCOCKING CHECKLIST (Cont) 10. Battery - ON (CP) Copilot places battery switch in ON and checks not charging lights on. 11. External Power - ON (CP) 12. Lower Flaps - Flaps down (CP) Copilot contacts ground observer and ascertains that flap area is clear prior to placing flap lever in ON. 13. Bomb Door Actuators - Disconnected (GC) Ground crew observer disconnects bomb door actuators and installs bomb door strut locks (if appli- cable). 14. Interphone, External Power L Battery - OFF, or as required (P-CP) Copilot checks with ground observer and other crew positions for power requirements prior to turning off electrical power. 15. GAM-77/B-52 Power Switches - OFF (CP) When leaving airplane, copilot checks navigator's station for GAM-77/B-52 power switches OFF. DAILY ALERT PREFLIGHT CHECKLIST (Airplane on Alert Line-Copilot reads) NOTE This checklist is designed to leave the airplane in the cocked configuration. If maintenance is to be performed on the airplane or any switches other than those on this checklist are moved, the "Before Starting Engines Checklist will be completed to cock the airplane. 1. Readiness Switch Cover - Closed, safetied, and sealed (P) Check that access cover is closed, safety pinned, and sealed. 2. Interphone Power Switch - ON (P) 3. Radar Navigator's & Navigator's Stations: a. Special Weapons Manual Lock Door - Closed, safetied, and sealed (RN) b. Salvo Power Circuit Breakers - Checked out (RN) c. Normal Release Circuit Breaker - Checked out (RN) d. ASM Lock Control Circuit Breakers (4) - Checked out (N) e. ASM Separation Circuit Breakers (4) - Checked out (N) f. ASM Jettison Control Circuit Breakers (2) - Checked out (N) g. All Other Circuit Breakers - In (RN-N) Changed 15 May 1961 2-79 From RareAviation.com Section II 7.0. 18-526-1 DAILY ALERT PREFLIGHT CHECKLIST (Airplane on Alert LineCopilot reads) (Cont) h. Master Bomb Control Switches - OFF (RN) i. Bomb System Switches (& Door Control) - MANUAL (RN) j. Special Weapons Manual Release Handle - Stowed and sealed (RN) k. External Missile Manual Release Handle - Locked, saketied, and sealed (RN) l. T-249 Selector Switch - SAFE, pin inserted and safetied (RN) m. T-249 Power Switch - OFF (RN) n. Arming Selector Switches - OFF, safetied, and sealed (N) o. Launch Switches - Normal (guard closed) (N) 4. Battery Switch - ON, low voltage lights out (CP) 5. External Power - ON (CP) 6. Flaps - Clear, down (P) 7. Ground, Check (a) Flap Well, (b) All TR Units, (c) Generator Trip Boxes, and (d) Defuel Valve (CP) 8. Oxygen Quantity - Checked (P) 9. Hydraulic Standby Pumps - STBY, pressure checked, wing standby pumps OFF (P) 10. T-249 Power Switch - ON (RN) 11. Warning Light (each position of SWK box, if applicable) - Off, tested (RN) 12. T-249 Power Switch - OFF (RN) 13. SWK Box Monitor Switch - OFF (RN) 14. Safe Time Interval Knobs - 30 minutes (N) 15. Flight Control Power Switches - OFF (N) 16. Tactical Altitude Selector Switches - LOW (N) 17. Missile Power Switches - OFF (N) 18. B-52 Power Switches - ON (N) 19. Crew Report - Station check complete (ALL) 20. Ground Exterior Check - Completed (GO) 21. Flaps - Clear, up (P) 22. Portable Oxygen Bottles - Serviced and stowed (ALL) 23. External Power - OFF (CP-GO) 24. Battery Switch - OFF (CP) 25. Interphone Power Switch - OFF (P) 2-80 Changed 15 May 1961 7.0. 18-526-1 Section li f: Exterior Check 1. Pilots will complete visual inspection checking for hydraulic leaks, fuel leaks, and general condition. 2. Accomplish [D^ flagged items for T. O. lB-52B-25-( ) bombs preflight checklist (N-RN). NOTE If discrepancies requiring maintenance are noted, the entire "Uncocking Checklist" will be accomplished, required maintenance performed, and "Before Starting Engines Checklist" completed. Changed 15 May 1961 2-81 and 2-82 From RareAviation.com 7.0. 1B-52G-1 Section II ALERT PROCEDURES NOTE The checklists are designed to permit use during ground alert. They are designed in this manner to preclude the requirement for aircrews to be familiar with and forced to use different checklists. Integrating the pi- lot's normal and alert checklist procedures necessi- tated repeating some items in the "Before Engine Start (Cocking) Checklist" that are covered in the "Power On Interior Checklist. " This may be objectionable for normal training missions; however, it is felt that the advantages gained from the use of one checklist out- weigh the disadvantages produced by repetitious items. To obtain the most effective results, it is necessary for aircrew members to be thoroughly familiar with these checklists and the proper use of same. Any time weapons are aboard, the normal two-man policy will be observed. INSTRUCTIONS Airplane and Weapons Acceptance After maintenance has declared an airplane ready for alert, the special weapons loading team will load and make appropriate checks of the weapons. The airplane and weapons are then ready for an initial acceptance check by the aircrew. This acceptance check will con- sist of the following: 1. Before Interior Inspection - Normal 2. Weapon Preflight - Applicable weapon checklist (T.O. lB-52B-25-( )). 3. Power Off Interior - Normal 4. Power On Interior - Normal 5. Exterior Inspection - Normal 6. Before Engine Start - Normal 7. Engine Start - Normal 8. After Landing Check - Normal (start with item 5) 9. Before Leaving Airplane - Normal Alert Status When the aircrew declares airplane ready for alert, the airplane will be placed in the alert line. Going on Alert The airplane will be placed in a "cocked configura- tion by the aircrew using the "Before Starting Engines Checklist." If airplane has been previously cocked, a re- check of airplane cocking will be accomplished. O During airplane cocking, all navigation and cock- pit lights will be left in ON position. Security When the airplane is cocked, no one will enter the air- plane except aircrew members assigned to that air- plane for alert. All entry hatches will be closed and the forward hatch placarded "Aircraft cocked, Entry prohibited." , Daily Preflight of Airplane/Weapon While on Alert At a predesignated time each 24 hours, the aircrew will perform a "Daily Alert Preflight Checklist." Ini- tial weapon preflight inspection by an aircrew will in- clude performance of all steps in the T.O. 1B-52B-25 -( )A Weapon Preflight Checklist." This checklist will leave the airplane in the cocked configuration. Subsequent consecutive daily weapon preflight inspec- tions of the same airplane/weapon combination by the same aircrew may be accomplished by performance of only the (D) flagged items on the 'Weapon Preflight Checklist. " Maintenance While on Alert At any time while the airplane is in the alert line, if a requirement exists to refuel or perform maintenance, the aircrew will uncock the airplane using the "Uncock- ing Checklist." After maintenance has been completed, airplane will be recocked by the alert aircrew using the "Before Starting Engines Checklist. " Gunners Procedures Gunners will use their normal flight manual checklist for the acceptance inspection. 2-83 Section II T.O. 1B-52G-1 ECM Procedures The EW officer will use his normal flight manual pro- cedures for acceptance inspection. During "Scramble," he will: 1. Insure pitot covers and chaff plugs are removed. 2. Read over interphone the "Taxiing Checklist" and "Before Lineup Checklist." 3. After takeoff, distribute E&E equipment as directed by pilot. Scramble Pilots will use the alert checklist when the execution order is given. Engine start will be in accordance with "Quick Start Procedures." "Before Lineup Checklist" will be completed as a continuation of the "Taxiing Checklist" without stopping the airplane prior to taking the runway. Transfer of control of airplane between pilots will be accomplished to insure proper monitor- ing of airplane movement and clearance. Fastening of parachutes, bailout bottle, seat belt, and shoulder har- ness will be completed while taxiing out for takeoff when time does not permit during engine start. During "Scramble," check of stabilizer trim and alternate slipway door are not required. NOTE For weapons that are not T-249 monitored (6/6 and 15/0), aircrews must accomplish all ap- propriate procedures in the applicable T. O. IB -52B-25-( ). 72 Hour Exercise 72-hour checks will be performed as directed. CAUTION With the airplane completely loaded in an EWP configuration, the eg will be near or at the aft ground handling limit. When weapons are off- loaded, ground handling limit eg will be ex- ceeded. Fuel must be removed from the aft body tank before moving the airplane. Con- versely, when refueling airplane without weapon aboard, caution must be exercised to not exceed the aft eg ground handling limitations. UNCOCKING CHECKLIST 1. Armrest Safety Pins - Checked installed (P-CP) Crew members determine that armrest safety pins are securely inserted and that red streamers are attached. 2. Interphone Power Switch - ON (P) Pilot and copilot connect interphone and pilot checks for operation of the interphone system by noting sidetone in headset. 3. Downlocks & Bypass Keys - Installed (GC) Ground crew observer installs ground locks and bypass keys. 4. Left Body Standby Pump Switch - OFF (P) 5. Fuel Valves - OFF (CP) 6. Gyro Power Switch - OFF (CP) 7. Radios - OFF (CP) 8. Battery - ON (CP) Copilot places battery switch in ON and checks not charging lights on. 2-84 From RareAviation.com 7.0. Ik-526-1 Section II UNCOCKING CHECKLIST (Cont) 9. External Power - ON (CP) 10. Lower Flaps - Flaps down (CP) Copilot contacts ground observer and ascertains that flap area is clear prior to placing flap lever in DN. 11. Bomb Door Actuators - Disconnected (GC) Ground crew observer disconnects bomb door actuators and installs bomb door strut locks (if appli- cable). 12. Interphone, External Power & Battery - OFF, or as required (P-CP) Copilot checks with ground observer and other crew positions for power requirements prior to turning off electrical power. DAILY ALERT PREFLIGHT CHECKLIST (Airplane on Alert Line-Copilot reads) NOTE This checklist is designed to leave the airplane in the cocked configuration. If maintenance is to be performed on the airplane or any switches other than those on this checklist are moved, the "Before Starting Engines Checklist" will be completed to cock the airplane. 1. Interphone Power Switch - ON (P) 2. Radar Navigator's & Navigators Station: a. Salvo Power Circuit Breakers - Checked out (RN) b. Normal Release Circuit Breaker - Checked out (RN) c. All Other Circuit Breakers - In (RN) d. , Master Bomb Control Switch - OFF (RN) e. Bomb System Switch (and door control) - MANUAL (RN) f. Special Weapons Manual Lock Handle - Stowed and sealed (RN) g. Special Weapons Manual Release Handle - Stowed and sealed (RN) h. T-249 Selector Switch - SAFE and sealed (RN) i. T-249 Power Switch - OFF (RN) 3. Left Body Standby Pump Switch - OFF (P) 4. Battery Switch - ON, low voltage, lights out (CP) 5. External Power - ON (CP) 6. Flaps - Clear, down (P) 2-85 Section II 7.0. 1B-52G-1 DAILY ALERT PREFLIGHT CHECKLIST (Airplane on Alert Line-Copilot reads) (Cont) 7. Ground, Check (a) Flap Well, (b) All TR Units, (c) Generator Trip Boxes, and (d) Defuel Valve (CP) 8. Oxygen Quantity - Checked (P) 9. Hydraulic Standby Pumps - STBY, pressure checked, OFF, except left body (P) 10. T-249 Power Switch - ON (RN) 11. SWK Box Monitor Selector Switch (if applicable) - LL, UL, UR, and LR (RN) 12. Warning Light (each position of SWK box, if applicable) - Off, tested (RN) 13. T-249 Power Switch - OFF (RN) 14. Crew Report - Interphone, oxygen pressure, and bailout bottle pressure checked (ALL) 15. Ground Exterior Check - Completed (GC) 16. Flaps - Clear, up (P) / 17. Portable Oxygen Bottles - Serviced and stowed (ALL) 18. External Power - OFF (CP-GC) 19. Battery Switch - OFF (CP) 20. Interphone Power Switch - OFF (P) Exterior Check 1. Pilots will complete visual inspection checking for hydraulic leaks, fuel leaks, and general condition. 2. Accomplish flagged items for T. O. lB-52B-25-( ) weapons preflight checklist (N-RN). NOTE If discrepancies requiring maintenance are noted, the entire "Uncocking Checklist" will be accomplished, required maintenance performed, and "Before Starting Engines Checklist" completed. NOTE The following pages comprise the "Pilot's and Copilot's Abbreviated Check- list and may be removed from the manual. 2-86 From RareAviation.com 7.0. 1B-52G-1 Section II CUT ON LINE B-52G PILOTS AND COPILOTS ABBREVIATED CHECKLIST BEFORE INTERIOR INSPECTION 1. Form 781 - Checked (P) 2. Crew Inspection - Completed (P) a. The flight crew will arrive at the airplane at station time and attend crew inspection conducted by pilot. b. Each crew member will arrange his personal and profes- sional equipment. c. Pilot conducts briefing and inspection: (1) Instruct navigator to give the flight crew a time hack. (2) Ask emergency procedures from each primary crew member (crash landing-ditching position, exit, and primary and secondary bailout exit) and inspect to determine if he has the proper flying and professional equipment. (3) Inspect and brief each extra crew member on his cor- rect position for takeoff, landing, crash landing- ditching, and exit. (4) Brief entire crew on emergency signals for crash landing-ditching and bailout sequence. Review the use of the parachute, life preserver, one-man dinghy, survival kit, and oxygen system. Also brief on loca- tion and use of fire extinguisher, first aid kits, crash axes, and escape ropes. (5) Read from Form 781 any discrepancies peculiar to the various crew positions. (6) Announce time for final crew report. (7) Ascertain if there are any questions. (8) Dismiss crew to load equipment and proceed with preflight duties, 3. Ground Crew - Briefed (P) I I I I I I I I I I I I I 1 1 I I I I I I I I I I 1 I I I 1 I I I I I I I I I I I I I I I I I I I I I i I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I l I I I I L ............................................................................................................................................................................................................................................................................................................................................................................................................................................................ T.O. 1B-52G-1 1 NOVEMBER 1959 Changed 15 February 1960 Changed 15 February 1960 2-87 W03 LionelA\/9Jey LUOJJ S8-r I I 1 I I I l I I I I I I l I l I I I I I I I I I I I I I I I I I I I l I I I I I I I I I I I I I l I I I I I I I I I I I I f ! I I I I l I I I I I I I I I I I I I I I I I I I I I I I I I I I L ................................................................................................................................................................................................................................................................................................................................................................................................................ POWER OFF INTERIOR (Pilots) 1. Crew Compartment Lower Deck - Checked (RN and N not flying, use amplified checklist) 2. Left Load Central Circuit Breakers - Set 3. Emergency Equipment - Stowed 4. Portable Oxygen Bottle - Serviced and stowed 5. Pilots Ejection Seat & Equipment a. Tube Runs - Checked b. Arming Levers - Stowed, safety pins (No. 1) installed and locked c. Arming Initiator - Checked, safety pin (No. 2) removed d. Integrated Harness Release Initiator - Checked, safety pin (No. 4) removed e. Catapult Safety Pin-Pull Initiator - Checked, safety pin (No. 3) removed f. Catapult Initiator Pin-Pull Cylinder - Pin in place g. Catapult Manual Pin-Pull Handle - Checked h. Parachute - Preflight check performed i. Survival Kit, Parachute & Safety Belt - Installed 6. Emergency Escape Hatch - Checked 7. Circuit Breakers - Set 3. Interphone - OFF 9. Water Injection Switches - OFF and CLOSE (OPEN, no water) 10. IFF Master Switch - OFF 11. Flare Ejector Power Switch - OFF 12. Standby Pump Switches - OFF 13. Mach Indicator Switch - OFF 14. Anti-Ice Panel Switches - OFF 15. Emergency Landing Gear Switches - Guards closed 16. Steering Ratio - TAKEOFF LAND 17. Airbrake Lever - OFF 18. Stabilizer Trim Cutout - Guard closed 19. Lateral Trim Cutout - Guard closed 20. Autopilot-Master OFF and Servos In 21. Crosswind Crab Control - Down 22. Thermal Curtains - Stowed T.O. 1B-52G-1 1 November 1959 3NI1 NO ino L-9ZS-RL O1 || uoipas 7.0. 1B-52G-1 Section II CUT ON LINE I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I l I I I I I I I I I r i i i L .............................................................................................................................................................................................................................................................................................................................................................................................................................. POWER OFF INTERIOR (Copilots) 1. EW & Gunners Station - Checked (EW and G not flying, use amplified checklist) 2. Right Load Central Circuit Breakers - Set 3. Portable Oxygen Bottles - Serviced and stowed 4. Copilots Ejection Seat & Equipment a. Tube Runs - Checked b. Arming Levers - Stowed, safety pins (No. 1) installed and locked c. Arming Initiator - Checked, safety pin (No. 2) removed d. Integrated Harness Release Initiator - Checked, safety pin (No. 4) removed e. Catapult Safety Pin-Pull Initiator - Checked, safety pin (No. 3) removed f. Catapult Initiator Pin-Pull Cylinder - Pin in place g. Catapult Manual Pin-Pull Handle - Checked h. Parachute - Preflight check performed i. Survival Kit, Parachute L Safety Belt - Installed 5. Emergency Escape Hatch - Checked 6. Circuit Breakers - Set 6A. Fire Warning System Switches IWM (with GAM-72 installed) - OFF (CP) 7. Starters - OFF 8. Generator Selector - CENTRAL BUS TIE 9. HF Radio - OFF 10. Fuel System Panel Switches - OFF and CLOSED 11. Gyro Power - OFF 12. Landing Gear Lever - GEAR DOWN, in detent 13. Air Conditioning Switch - RAM 14. GAM-77 Wing Valve Switches - CLOSE 15. Throttles - CLOSED 16. Wing Flap Lever - OFF 17. Radios - OFF 18. Thermal Curtains - Stowed POWER ON INTERIOR (Copilot reads) 1. Battery Switch - OFF (CP) 2. Interphone - Connected (P-CP) 3. Interphone - ON and checked (P) 4. Gyro Power - ON (CP) 5. Emergency D-C Power Switch - EMERGENCY, checked, NOR- MAL (P-CP) 7.0. 1B-52G-1 W Changed 15 February 1960 * Changed 15 February 1960 2-89 W03 LionelA\/9Jey LUOJJ 0961 AionuDf L prtBuoip 06-Z 1 i i i i i i i i i i i i i i i I i i i i i i I i i i i i i l l I i i i i i i i i i i i i i i i i i i l i i i i i i i i i i i i i i i i i i i i i l i i > i i i i i i i i i i i i i i i i i i i L ................................................................................................................................................................................. ------------------------------------------------------------------------1 I I POWER ON INTERIOR (Copilot reads) (Cont) ! i 6. Battery Switch - ON, lights checked (CP) j 7. Generator Switches - OFF (CP) j 8. External Power Switch - ON, circuit breaker closed (CP) i 9. Battery Not Charging Lights - OUT (CP) | 10. Flight Gyro Indicating Fuses - Not illuminated (P-CP) \ 11. Warning & Indicator Lights - Press to test (P-CP) 1 12. Hatch Warning Light - ON (P) I 13. Ground, Close All Hatches - Roger (GC) \ 14. Engine Fire Shutoff Switches - IN and checked (P-CP) j 15. Lights - Checked and set (P-CP) i 16. Hatch Warning Light - OFF (P) I 17. Ground, Reopen Hatches and Stand by for Pitot Heat Check - \ Roger (GC) j 18. Pitot Heat - Checked and OFF (P-GC) i 19. Wing Flaps - Checked and down (CP-GC) , 20. Oxygen System & Quantity - Checked (P-CP) * 20A. Body Fire Warning Panel (with GAM-72 installed) (co- ordinate with RN): I a. Fire Warning System Push-to-Test Button - Pushed (CP) j b. Fire Warning System Circuit Test Switch - ON (CP) | c. Fire Warning Circuits - Tested (CP) i d. Fire Warning System Circuit Test Switch - OFF (CP) j 21. Fuel System Checkout - Completed (CP) \ 22. Radios - ON (CP) > 23. Control Column - Engaged (P-CP) ! 24. Elevator & Rudder - Checked (P-CP) [ 25. Standby Pumps - ON, pressure checked (P) j 26. Autopilot - Checked and OFF (P) i 27. Airbrake, Spoiler & Lateral Trim - Check (GC hold both i switches ON) (P-CP) \ 28. Gyro Power - Checked and OFF (CP) 1 29. Radios - Checked and OFF (P-CP) I 30. Ground, Remove Bypass Keys - Removed (GC) , 31. Ground, Check TR Units, Generator Trip Boxes & Defuel > Valve - Roger (GC) i 32. Standby Pumps - OFF except left body (P) ! 33. Crew Report - Completed (P) \ 34. Air Refueling System Check (Pilot reads remainder of this [ checklist) i a. Master Refuel Switch - ON (CP) \ b. Refuel Valve - OPEN (CP) j c. Amplifier Power Switch - NORMAL (CP) i d. Normal Slipway Door Switch - OPEN, Ready light (CP) I i T.O. 1B-52G-1 m \ Changed 1 January 1960 | i i r i i i i i i i 3NI1 NO ino l-OZS-fll O1 II 1101439$ T.O. 1B-52G-1 Section II CUT ON LINE I I 1 I , I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I l I I I I L. POWER ON INTERIOR (Copilot reads) (Cont) 6. Plunger Limit Switch Actuator - Depressed, toggles en- gaged (G); Contact light (CP) f. Plunger Limit Switch Actuator - Released, toggles disen- gaged (G) g. Amplifier Reset Button - Depressed (CP) h. Plunger Limit Switch - Depressed, toggles engaged (G); Contact light (CP) i. Pilots Boom Release Button - Depressed (P); Toggles dis- engaged (G) j. Amplifier Reset Button - Depressed (CP); Toggles en- gaged (G); Contact light (CP) k. Copilots Boom Release Button - Depressed (CP); Toggles disengaged (G) l. Plunger Limit Switch - Released (G) m. Amplifier Power Switch - MANUAL (CP) n. Toggle Latching Switch - HOLD (CP); Toggles engaged (G) o. Pilots Boom Release Button - Depressed (P); Toggles dis- engaged (G) p. Toggle Latching Switch - RELEASE (CP) q. Amplifier Power Switch - NORMAL (CP) r. Normal Slipway Door Switch - CLOSED, Locked light (CP) s. Refuel Valve Switch - CLOSE (CP) t. Master Refuel Switch - OFF (CP) u. Air Refueling Accumulator Preload - 1000 (200) psi (G) v. Hydraulic Leaks - Checked (G) w. Left Body Standby Pump - OFF (P) 35. SWESS Control Panel (if applicable) a. ARM-SAFE Switch - SAFE, sealed (P) b. Armed Light - OFF, tested (light should not come on) (P) c. Warning Light - OFF, tested (light should not come on) (P) 36. Interphone, External Power & Battery - OFF, or as re- quired (P-CP) EXTERIOR INSPECTION A. Right Nose Section 1. Pitot Tube Cover - Removed and clear 2. Escape Hatch - Secure 3. Static Ports L Drain Plugs - Checked 4. Air Ducts & Vents - Clear 5. Single Point Refuel Cap - Secure 6. TACAN Antenna - Checked T.O. Ik-520-1 I Changed 1 January 1960 4 i i i i i i i i i i i i i i i i l l i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i ! I I I I I I I I I l I I l I I I l ! I I I l I I I i Changed 1 January 1960 2-91 W03 LionelA\/9Jey LUOJJ 0961 Ajonjqaj g[ peBuoip LL-r I I I I I I I I I I I I I ! ! I I I I I 1 I I I I I I I I I I 1 I I 1 1 1 I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I L EXTERIOR INSPECTION (Cont) B. Right Forward Wheel Well 1. Landing Lights - Checked 2. Wheel Chocks - In place 3. Tires & Hydraulic Lines - Checked 4. Safety Switch Linkage, Torsion Link & Oleo Extension - Checked 5. Landing Gear Ground Lock - Installed 6. Battery Cover - Secure 7. Leaks & General Condition - Checked 8. Doppler Radome - Checked C. Right Wing 1. Access Panels, Vents & Drains - Checked 2. No. 3 Strut for Condition - Checked 3. Engines 5 & 6 Aft Section - Checked 4. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 4A. Fuel Heater Exhaust - Checked 5. Engine Oil & Generator Cooling Air Inlets & Exhausts - Checked 6. Nose Sections 5 & 6 - Checked 7. Access Panels - Checked 8. No. 4 Strut for Condition - Checked 9. Engines 7 & 8 Aft Section - Checked 10. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 10A. Fuel Heater Exhaust - Checked 11. Engine Oil & Generator Cooling Air Inlets & Exhausts - Checked 12. Nose Sections 7 L 8 - Checked 13. Taxi Light - Checked 14. Access Panels - Checked 15. Tip Gear Door & Well - Checked 16. Tip Gear Ground Lock - Installed 17. Oleo Strut, Wheel & Tire - Checked 18. External Tank - Checked 19. Access Panels & Surge Tank Vent - Checked 20. Wing Tip & Upper Surface - Checked 21. Outboard Wing Trailing Edge - Checked 22. Fuselage Tanks Filler Caps - Checked 23. Outboard Wing Flap Well - Checked 24. Inboard Wing Flap Well - Checked 25. Lower Surface of Wing Flaps - Checked 26. Upper Surface of Wing Flaps - Checked 27. Fuselage & Bomb Doors - Checked T.O. 1B-52G-1 Changed 15 February 1960 6 3NI1 NO mo ) I I 1 I I I I I I I I I I I I I I I ! I I I I I I I I I I I I I 1 I I I I I I I I I I I I 11 I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 1 I I 1 1 k k I l I t I I I L-OW-flL O1 II uoipes TO. IL-526-1 Section II CUT ON LINE EXTERIOR INSPECTION (Cont) i D. Bomb Bay (Radar navigator not flying) [ i 1. Bomb Door Actuators - Disconnected, pins available | ! 2. Forward Bomb Door Latch - Unlatched ! i 3. Hydraulic Controllable Check Valve - Handle lockwired, closed i 4. Bomb Bay for Leaks, Security of Wires & Cables - Checked ! 5. Aft Bomb Door Latch - Unlatched j i E. Right Aft Wheel Well ' \ i 1. Tires & Hydraulic Lines - Checked [ 2. Safety Switch Linkage, Torsion Link & Oleo Extension - Checked i 3. Landing Gear Ground Lock - Installed i 4. Left Brake Accumulator Air Pressure Gage - Checked \ 5. Leaks & General Condition - Checked i i F. Right Aft Fuselage i 1. Anticollision Light - Checked i 2. AN/ARC-34 Antenna - Checked i 3. Access Panels & Vents - Checked } 4. Right Oxygen Buildup L Vent Valve Handle - Checked i G. Aft Equipment Compartment (EW not flying) i' i 1. Entrance Door Jettison Handle - Stowed; pin installed, safetied 1 2. Rudder Q-Spring - Checked i 3. Stabilizer Nut & Jackscrew - Checked J 4. Elevator Q-Spring - Checked 5. Radio Navigation Equipment Rack - Checked i 6. No. 2 & 3 Liquid Oxygen Converters - Checked ' 7. No. 1 Liquid Oxygen Converter - Checked [ 8. Camera Cover - Checked i 9. Aft Body Fuel Tank - Checked i 10. Aft A-C Power Box - Cover closed [ 11. Crawlway Door - Closed > 12. Leaks & General Condition - Checked i 13. Compartment Door - Checked closed | i i i i i i i i i T.O. 1B-52G-1 ! 1 November 1959 < | i i WOD-LionelAX/9-Jey LUOJJ P6-Z EXTERIOR INSPECTION (Cont) H. Empennage 1. Right Flare Ejector Ports (G not flying) - Checked 2. Right Horizontal Stabilizer, Elevator & Tab - Set 0 3. Right AN/APS-54 Antenna - Checked 4. Drag Chute Compartment - Checked 5. Drag Chute Personnel Safety Rod - Removed 6. Left AN/APS-54 Antenna - Checked 7. Sight Cover (G not flying) - Removed 8. Turret - Stowed 9. Vertical Fin, Rudder & Tabs - Checked 10. Left Horizontal Stabilizer, Elevator & Tab - Checked 11. Left Flare Ejector Ports (G not flying) - Checked 12. Air Inlets & Vents - Clear I. Left Aft Fuselage 1. 2. 3. 4. 5. Ammunition Door (G not flying) - Closed Electronics Rack Door (G not flying) - Closed Left Liquid Oxygen Buildup & Vent Handles (2) - Closed ECM Antenna - Secure Electronic Ram Airscoop - Unobstructed J. Left Aft Wheel Well 1. 2. 3. 4. 5. 6. 7. Static Ground Wire - Checked Tires L Hydraulic Lines - Checked Safety Switch Linkage, Torsion Link & Oleo Extension - Landing Gear Ground Lock - Installed Right Brake Accumulator Air Pressure Gage - Checked Leaks & General Condition - Checked Controllable Check Valve - Handle lockwired closed Checked K. Left Wing (Repeat checks for right wing as follows): 2. 3. 4. 5. 6. Fuselage & Bomb Doors - Checked Upper Surface of Wing Flaps - Checked Lower Surface of Wing Flaps - Checked Inboard Wing Flap Well - Checked Outboard Wing Flap Well - Checked Outboard Wing Trailing Edge - Checked T.O. 18-526-1 1 November 1959 8 3NH NO ITO L-9ZS-8L *0*1 H uoipes T.O. 1B-52G-1 Section II CUT ON LINE i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i 1 i i i i i i i i i i i i i i i i i i L .................................................................................................................................................................................................................................................................................................................................................................................................... EXTERIOR INSPECTION (Cont) 7. Wing Tip & Upper Surface - Checked 8. Access Panels & Surge Tank Vents - Checked 9. External Tank - Checked 10. Left Taxi Light - Checked 11. Oleo Strut, Wheel L Tire - Checked 12. Tip Gear Ground Lock - Installed 13. Tip Gear Well & Door - Checked 14. Access Panels, Vents & Drains - Checked 15. No. 1 Strut for Condition - Checked 16. Engines 1 & 2 Aft Section - Checked 17. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 17A. Fuel Heater Exhaust - Checked 18. Engine Oil & Generator Cooling Air Inlets & Exhausts - Checked 19. Nose Sections 1 L 2 - Checked 20. Access Panels, Vents & Drains - Checked 21. No. 2 Strut for Condition - Checked 22. Heat Exchanger, Ram Air Inlets & Exhausts - Checked 23. Engines 3 & 4 Aft Sections - Checked 24. Nacelle Cowlings & Surge Bleed Valves (2) - Checked 24A. Fuel Heater Exhaust - Checked 25. Engine Oil L Generator Cooling Air Inlets & Exhausts - Checked 26. Nose Sections 3 L 4 - Checked 27. Access Panels, Airscoop, Vents & Drains - Checked L. Left Forward Wheel Well 1. Wheel Chocks - In place 2. Tires L Hydraulic Lines - Checked 3. Safety Switch Linkage, Torsion Link & Oleo Extension - Checked 4. Landing Gear Ground Lock - Installed 5. Brake Accumulator Air Pressure Gages - Checked 6. Hydraulic Handpump - Handle stowed 7. Battery Cover & Drain Lines - Secure 8. Air Conditioning Pack Fluid Level - Checked 9. Leaks & General Condition - Checked 10. Landing Light - Checked M. Left Nose Section 1. Air Ducts & Vents - Clear 2. Static Ports & Drain Plugs - Checked 3. Escape Hatch - Secure 4. Pitot Tube - Cover removed, clear 5. Inlet Ram Airscoops - Unobstructed T.O. 1B-52G-1 Changed 15 February 1960 jf Changed 15 February 1960 2-95 W03 LionelA\/9Jey LUOJJ 0961 Ajonuop [ peBuoip 96L i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i L ..................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... ---------------- - ! l I FINAL CREW REPORT i i 1. The pilot will review any changes of flight plan, weather, or any item incident to the flight. Review the instrument depar- ture and approach procedures with the navigator, radar navi- gator, and copilot. i 2. Ground crew will remove ground locks and bypass keys while 1 crew is assembling and give to navigator for counting and stow- age. 3. Pilot will dismiss the crew to board the airplane. i ! I BEFORE STARTING ENGINES (Pilot reads) i 1. Seat Pins - Checked (P-CP) , 2. Survival Kit - Fastened (P-CP) i 3. Battery Switch - ON (CP) 4. Interphone - ON (P) 5. Generator Switches - OFF (CP) t 6. External Power - ON, circuit breaker closed (CP) i 7. Oxygen & Interphone - Connected and checked (P-CP) 8. Seats & Pedals - Adjusted (P-CP) 9. Circuit Breakers - Set (P-CP) 10. Control Columns - Engaged (P-CP) i 11. IFF Master Switch - STD BY (P) 12. SIF Control Panel - Set (P) 13. Gyro Power - ON (CP) 14. Radios - ON (CP) 14A. GAM-72 Ground Safety Locks oxdt (with GAM-72 installed): a. Shackle Safety Tool - Removed (GO) b. Antijettison Track Pins - Removed (GO) 15. Ground, Connect and Clear Bomb Doors - Roger (GO) i 16. Fuel System Panel - Set 1, 2, 3, 4 ON; 13, 14, 15, 16, 29 OPEN; 28 ENGINE FEED; all others OFF (CP) 17. Crew, Attach Zero Delay Lanyards - ALL 18. Flaps - UP and checked (CP) 19. Body System Standby Switches - ON, pressure checked (P) 20. Starters - OFF and GROUND START (CP) 21. Manifold Valves - CLOSE (CP) 22. Antiskid - ON (P) 23. Air Conditioning - Set (P) a. Pressure Release Switch - Guard closed i b. Bleed Selector Switch - NORMAL, guard closed c. Air Conditioning Master Switch - 7. 45 PSI i TO. 1B-52G-1 Changed 1 January 1960 I i ! I I I I I I I I I 3NI1 NO ino L-9Z9-fll 01 || 1101(33$ 7.0. 18-526-1 Section II CUT ON LINE ( I I I I 1 1 I I I I I BEFORE STARTING ENGINES (Pilot reads) (Cont) ! i d. Cabin Temperature Selector Switch - COOLER (15 seconds), [ then OFF i e. Air Conditioning Master Switch - RAM | 24. Steering Ratio - TAXI (P) j 25. Airbrakes - OFF (P) i 26. Stabilizer Cutout - Guard closed (P) i 27. Throttles - CLOSED (P) ] 28. Drag Chute Lever - LOCKED (CP) J 29. Navigation & Cockpit Lights - Set (P-CP) i 30. Ground Locks & Bypass Keys - 6 locks and 2 (or 4) keys ' counted (N) } 31. Review Takeoff Coordination, Abort Procedures & Unscheduled i Trim - Completed (P-CP) i 32. Radio Calls - Completed (CP) ' 33. Altimeters - Set (P-CP-N) [ NOTE i I 1 For normal training missions, disregard the re- i maining items in this checklist and proceed to s Starting Engines and Before Taxiing Checklist. [ i 34. Ground, Close All Hatches - Roger (GC) i 35. Hatch Warning Light - Out (P) 36. Ground, Open Hatch - Roger (GC) j 37. Notify Crew - Oxygen OFF and 100% (ALL) (P) [ 38. External Power - OFF (CP) \ 39. Battery - OFF (CP) j 40. Interphone - OFF (CP) { i i i i ! I i I I I I I I I I I I I I I I I I I 7.0. 18-526-1 j 1 November 1959 II j i i 2-97 W03 LionelA\/9Jey LUOJJ 86-Z ! STARTING ENGINES AND BEFORE TAXIING (Pilot reads) i i 1. Parachute, Safety Belt & Bailout Bottle - Fastened (P-CP) ' j 2. Parking Brakes - Set (P) { i 3. Battery - ON (CP) * i 4. Interphone - ON (P) i 5. External Power - ON (CP) j i 6. Ground, Start External Air - Roger (GC) \ ' 7. Stand by to Start Engines - Fire guard posted and clear (GC) i ' 8. Start Engines - Started (CP) ! \ 9. Ground, Close Hatches - Roger (GC) j i 10. Starter Switches & Warning Light - OFF and out (CP) \ i 11. Manifold Valves - CLOSE (CP) i i 12. Standby Pumps - OFF (P) i ' 13. Hatch Warning Light - Out (P) ! 14. Generators - ON, battery not charging lights - Out (CP) i ] 15. Hydraulic Systems Pressure - Checked (P) I * 16. Stabilizer Trim Check - Completed, set takeoff trim (P-CP) ! i 17. Alternate Slipway Door Check - Completed (P-CP) j I 18. Ground, Are we Clear to Taxi - Roger (GC) i \ 19. Ground, Disconnect Interphone - Roger (GC) \ i 20. Cabin Pressure Master Switch - 7.45 PSI (CP) \ i 21. IFF Master Switch - NORMAL (P) i i 22. Pitot Heat - ON (P) I l 23. Anti-Icing Panel - Climatic (P) | i 24. Crew, Stand by to Taxi (P) ' j 25. Radio Call - Completed, altimeters set, weather i [ checked (P-CP-N) | i 26. Taxi on Crew Chief's Signal (P) ] ! T.O. 1B-52G-1 > 1 November 1959 l______________________________________________________________________________________________1 awn no xro L-OZS-fll 01 || uoipe$ T.O. 1B-52G-1 Section II CUT ON LINE TAXIING CHECKLIST (EW reads on request from pilot) 1. Brakes & Steering - Checked (P) 2. Flaps - Down (CP) 3. Hydraulic System - Checked (P) 4. Radar, Close Bomb Doors - Roger (RN) 5. Flight Instruments - Checked (P-CP) 6. Generator Panel - Checked (CP) 7. Crosswind Crab - Checked (P) BEFORE LINEUP (CP or EW reads) 1. Parking Brakes - Set (CP) 2. Control Surface Trim - Set (P-CP) 3. Spoilers - Checked (P-CP) 4. Airbrake Lever - OFF (P) 5. Wing Flaps - 100%, lever down (P-CP) 6. Circuit Breakers - Set (P-CP) 7. Fuel Switches - Set 1, 2, 3, 4 ON; 13, 16 OPEN; 26, 28 EN- GINE FEED; all others OFF (CP) 8. Windows & Hatches - Closed and locked (P-CP) 9. Armrest Safety Pins - Removed (P-CP) 10. Radio Call - Completed (CP) 11. Landing & Crosswind Lights - Set (CP) 12. Anticollision Lights - ON (P) 13. Crew, Stand by for Takeoff (CP) T.O. 1B-52G-1 1 November 1959 13 2-99 W03 LionelA\/9Jey LUOJJ OOL-Z ---------------------------------------------------------------------------j 1 I BEFORE TAKEOFF (Copilot reads) i 1. Crosswind Crab - Set and down (CP) J 2. Brakes - Set (P) ' 3. Steering Ratio Selector - TAKEOFF LAND (P) i 4. Gyros & Compass - Checked and set (P-CP-N) | 5. Stabilizer Trim - Checked for takeoff setting (CP) 6. Air Conditioning Panels: i a. Air Conditioning Master Switch - RAM (wet takeoff only) (CP) I b. Cabin Temperature Selector Switch - AUTOMATIC (approxi- \ mately 60) (dry takeoff only) (P) j 7. Starter Selector - FLIGHT START (CP) i 8. Starter Switches - Climatic (CP) [ 9. Throttles - Set for takeoff (P) [ 10. Water Injection System Switch - ON (if applicable), lights i checked (P) ! 11. Power - Checked (P-CP) [ i i i TAKEOFF i 1. Brakes - Released (P) * 2. Engine Instruments - Checked (CP) i 3. Generator Panel - Checked (CP) ' 4. Stabilizer Trim - Monitor (CP) 5. Decision Point - Checked (CP) i 6. Unstick Speed__________Knots - Checked (CP) j i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i 7.0. 1B-52G-1 . - ! 1 November 1959 1 [ i i i i i i i r i i i 3NI1 NO ino L-OZS-BL O1 || 1101490$ 7.0. 1B-52G-1 Section II CUT ON LINE .............................................. TAKEOFF DATA Conditions GROSS. WT Field P/ALT______________________ ____________________ Rnwy Temp%MAC (Unstick)______________________ _________________ Rnwy Length Rnwy Wind_____________________ _____________________ Rnwy Grad_______________________________ Information Takeoff Dist Min Rnwy Req _______________________________________ Dry EPR Stab Trim _______________________________________________ Dry Setting (Wet TO)X-W Gear Pos______________ __________________ Takeoff EPR Grad Correc______________________ ____________________ Speed Tol________________________ Distances and Speeds DECISION Marker; Min IAS W/WIND_________ __________ _________ UNSTICK IAS CLIMB SPEEDFLAPS DN IAS MIN REC WI7H FLAPS UP IAS EMERGENCY BEST FLARE IAS Level Off EPR IAS 7.0. 1B-52G-1 1 November 1959 1 I I I I I I I I I I I I I I I I I I 1 I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I 1 I I i I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I 15 ................................................................................. 2-101 Section II 7.0. Ik-526-1 CUT ON LINE I. I t I I 1 1 I I I I I I I I I I I 1 I I I 1 I I I 1 1 I i I I I I I l I I 1 I I I I 1 I I I I I I I I I I I I I i I I I I I I I I I I I I I I I I I I I -----------------------1 I t I I I I I l I I I 6S61 JaquieAON L ! L-ozs-ai oi ; 1 I I I I I I I I I I I I l I 1 I I J I I I I I I I I I I I 1 l II I I I I I I I I I I I I I I s I I k I I I 1 I I I I I I I I I I I I I I I I I I I 2-102 From RareAviation.com 7.0. 18-526-1 Section II CUT ON LINE .......................................................................... AFTER TAKEOFF- CLIMB 1. Brakes - Apply (P) 2. Gear Up - Six up (CP) 3. Flaps - UP (CP) 4. Climb Power - Set (CP) NOTE The copilot will complete the following items in the "After Takeoff-Climb Checklist" silently ex- cept for those preceded by an asterisks*) which he will read aloud. *5. Zero Delay Lanyard - Stowed (P-CP) *6. Water Injection Switches - OPEN and OFF (when applicable) (P) 7. Air Conditioning Master Switch - 7. 45 PSI (CP) *8. Cabin Temperature Selector Switch - AUTOMATIC (P) 9. Landing & Crosswind Lights - OFF (CP) 10. Autopilot Master Switch - ON (CP) *11. Anti-Icing Switches - Climatic (P) 12. Starter Switches - OFF (CP) *13. Mach Indicator Switch - ON (P) 14. Fuel System Panel - Set 1, 2, 3, 4 ON; 13, 14, 15, 16 OPEN; 26, 28 ENGINE FEED; all others OFF (CP) *15. Oxygen Check - Completed (CP) *16. Altimeters - Set 29. 92 (23, 500 feet) (P-CP-N) AIR REFUELING (Copilot reads) Rendezvous 1. Rendezvous Equipment - On at briefed range (if applicable) (N) 2. Descent Range -__________miles (if applicable) (CP) 3. Contact Speed -knots (CP)__________ Before Descent . 1. Air Conditioning System - Checked, cabin pressurized; no smoking (CP) 2. Engines Fed by Main Tanks Only - SET (CP) 3. Master Refuel Switch - ON (CP) 4. Main Tank & Auxiliary Tank Control Switches - REFUEL as required (CP) 5. Main Manifold Valve (No. 29) - OPEN as required (CP) 6. Refuel Valve - OPEN (CP) 7. Signal Amplifier Power Switch - NORMAL (CP) 8. Periscopic Sextant - Retracted, port closed (EW) 9. Ranges L Bearings - Report pilot (RN) 10. Anti-Icing Panel - Climatic (P) T.O. 1B-52G-1 Changed 15 February 1960 17 .............................................................................. Changed 15 February 1960 2-103 W03 LionelA\/9Jey LUOJJ 096 L Aioaiqaj gi paSuDiQ WL-Z > AIR REFUELING (Copilot reads) (Cont) i i \ Descent > ! ! i 1. Autopilot Master Switch - OFF (P) i ! *2. Throttles - IDLE (P) ; ! *3. Airbrake Lever - Position 4 (P) j \ *4. Descent - 4000 fpm (P) ! ] *5. Airbrake Lever - OFF (P) ! ! ! i * Applicable to KC-97 refueling only. ; ! J Preparation for Contact ! ! [ ! 1. Normal Slipway Door Switch - OPEN, ready light on (CP) ; i 2. Slipway & Airplane (Wing) Light Switches - Adjusted (night j | only) (CP) ! ' 3. Rendezvous Transmitter - OFF (if applicable) (N) I ! > [ Contact ! > ; 1 1. Ready Light - Out (contact made), contact-made light on (CP) 1 < 2. Fuel & Hydraulic Lines - Checked for leaks (EW-G) j | 3. Main Tank & Auxiliary Tank Control Switches - REFUEL as ! I required to maintain eg (CP) > ' 4. Amplifier Reset Button - Push to reset if inadvertent discon- ; | nect occurs (CP) , j After Air Refueling > ! [ > 1. Boom Release Button - Depress (P-CP) j J 2. Slipway Door - CLOSED, locked light on (CP) ! ! 3. Slipway & Airplane (Wing) Light Switches - OFF (CP) I ' 4. Anticollision Lights - Checked ON (CP) > j 5. Refuel Valve - CLOSE, indicator CLOSED (CP) j ; 6. Scavenge System Switch - CABIN (CP) > ! 7. Master Refuel Switch - OFF (CP) j ! 8. Fuel Panel Switches - As required (CP) > j 9. Cabin Fuel-in-Manifold Light - OFF, scavenge system switch } 5 OFF (CP) ! i 10. Autopilot Master Switch - ON (P) < I 7.0. 1B-52G-1 i Changed 15 February 1960 I C* j 3NI1 NO ino L-OZS-81 O JL II uoipeg 7.0. 1B-52G-1 Section II CUT ON LINE I I LOW LEVEL TACTIC CHECKLIST (Copilot reads) Descent 1. Safety Belt L Shoulder Harness - Fastened (P-CP) ] 2. Radio Call - Completed (P or CP) ' 3. Altimeter - Set current altimeter setting (P) I 4. Circuit Breakers - Set (P) j 5. Pitot Heater Switches - ON (P) j 6. Windshield Anti-Ice & Defogging Switch - Climatic (P) ' 7. Engine & Nacelle Anti-Icing Switch - Climatic (P) ! 8. Aileron Trim Cutout Switch - Guard closed (CP) ; 9. Stabilizer Trim Cutout Switch - Guard closed (CP) j 10. Autopilot Master Switch - OFF (CP) ! 11. Circuit Breakers - Set (CP) j 12. D-C and A-C Power - Checked (CP) | 13. Fuel Panel - Checked (CP) 1 14. Airbrake Lever - Set (P) ! 15. Throttles - Set (P) ; 16. Hydraulic System Pressure Low Lights - Checked (P) { 17. Reset Altimeter - Reset, descending through flight level 240 (CP) ! Level Off 1. Crew, Attach Zero Delay Lanyard (CP) 2. Check IAS - Checked (P-CP) 3. Airbrakes - OFF (P) 4. Full Power Check - Completed (P) 5. Altimeter Cross-Check (local setting) - Checked (P-CP-N) 6. Pitot Heater Switches - Climatic (P) 7. Windshield Anti-Icing & Defogging Switch - NORMAL or LOW (P) 8. Engine L Nacelle Anti-Icing Switch - Climatic (P) TO. 1B-52G-1 Changed 15 February 1960 19 Changed 15 February 1960 2-105 W03 LionelA\/9Jey LUOJJ 901-3 DESCENT (Copilot reads) 1. Landing Data - Computed and checked (CP) 2. Safety Belt & Harness - Fastened (P-CP) 3. Radio Call - Completed (P or CP) 4. Altimeter - Set, current altimeter setting (P-N) 5. Circuit Breakers - Set (P) 6. Pitot Heat Switches - ON (P) 7. Anti-Icing Panel - Climatic (P) 8. Antiskid Switch - Checked ON, guard closed (CP) 9. Steering Ratio Selector Lever - TAKEOFF LAND (CP) 10. Lateral Trim Cutout Switch - Guard closed (CP) 11. Stabilizer Trim Cutout Switch - Guard closed (CP) 12. Autopilot Master Switch - OFF (CP) 13. Circuit Breakers - Set (CP) 14. Generators - Checked (CP) 15. Fuel Panel - Checked (CP) 16. Turret - Stowed (G) 17. Best Flare Speed__________Knots - Computed (CP) GROSS WEIGHT FLAPS DOWN 100% FLAPS UP BEST FLARE SPEED MINIMUM TOUCHDOWN BEST FLARE SPEED (NO AIRBRAKES) MINIMUM TOUCHDOWN AIRBRAKES NO. 2 NO AIRBRAKES 150,000 101 93 90 126 121 175,000 109 100 97 136 131 200,000 116 107 103 146 140 225,000 123 113 no 154 148 250,000 130 120 116 163 157 275,000 136 125 121 170 164 300,000 142 131 127 178 172 325,000 140 136 132 185 179 350,000 154 142 137 192 186 375,000 159 147 142 199 192 400,000 164 151 146 206 198 425,000 169 156 151 212 204 450,000 174 162 155 218 210 18. Crosswind Knob Indicator - Checked zero, knob down (CP) 19. GEAR DOWN, six down (CP) 20. Airbrake Lever - Set (P) 21. Throttles - Set (P) 22. Hydraulic Low Lights - Checked (P) 23. Reset Altimeters - Reset, descending through flight level 240 (CP) T.O. 1B-52G-1 1 November 1959 20 awn no ino i-srs-s i o j. || uoipej 7.0. 18-526-1 Section II CUT ON LINE ............................................................ LANDING DATA Conditions GROSS WT Field P/ALT ______________________________________ OAT F________________________ Tower wind, Vel__________;_______________Dir-------_____________________ Best flare speed Airbrakes position 2__________________ No airbrakes------------------ Stopping Distances RNWY COND FACTORS, MIN PLANNED _______________________ MINWITH AIRBRAKES AND DRAG CHUTE ____________________ NO DRAG CHUTE _______ NO AIRBRAKES _______ WHEEL BRAKES ONLY _______ "i i i i i i i ! I I I I I I I I I I I I I I I l I I 1 I I I I I I I I I I I I I I I I I ! I 1 I I I I 1 I I I I I I I I I I I 1 I I 1 I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I X-WIND GEAR POSITION 1 November 1959 ............................................................................ 2-107 Section II 7.0. 1B-52G-1 CUT ON LINE I I I I I I I I I I I zz I I I t I I I I I I I I 1 I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I ! I I I 1 I I I I I I I ! I I I I I I I I I I 1 I I I I I ------------------, I I I I k I I I I I I 6S6L JeqwoAON l---| L-OZS-81 01 i i i i i r j I i i i i f i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i I i i i > i i i i I t r t i i l i i i i t i i i i i i i i i i i i i "" S3LON I I 2-108 From RareAviation.com 7.0. Ik-520-1 Section II CUT ON LINE I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I l l I I I I I I I I I I I I I 1 I I I 1 I I I I I I t I I I I I I I I I I I I I I I I BEFORE LANDING (Copilot reads) (Accomplish after descent is completed) 1. Starter Switches - Climatic (CP) 2. Crew, Connect Zero Delay Lanyard (CP) 3. Flaps - Down (CP) 4. Airbrake Lever - Set (P) 5. Cross wind Crab - Checked and set (CP) LANDING (Copilot reads) (Accomplish after touchdown) 1. Airbrake Lever - Position 6 (P) 2. Drag Chute Lever - DEPLOY (CP) 3. Hydraulic System - Checked (P) 4. Crosswind Crab - Centered (CP) 5. Starter Switches - OFF (CP) 6. Steering Ratio Selector - TAXI (P) TOUCH-AND-GO LANDING (Copilot reads) NOTE Steps preceded by an asterisk (*) will be accom- plished while on the runway. All subsequent steps are accomplished while on the downwind leg. *1. Airbrake Lever - OFF (P) *2. Stabilizer Trim - Set *3. Throttles - OPEN 4. Circuit Breakers - Set (P) 5. Hydraulic System - Checked (P) 6. Circuit Breakers - Set (CP) 7. Generators - Checked (CP) 6. Fuel Panel - Checked (CP) 9. Landing Gear - Checked six down (CP) 10. Flaps - Down (CP) 11. Crosswind Crab - Checked and set (CP) 12. Best Flare Speed - knots (CP) 13. Airbrake Lever - Position 2 (P) TO. 1B-52G-1 1 November 1959 23 1 I I 1 i I I I I I I I I I I i I l I I I I I l I I I I I I I I I I I I I I I I I I I I I I I I I I I I i I I I I I ! I I I I I I I I l I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 2-109 W03 LionelA\/9Jey LUOJJ Oll-z r I I I I I I l I I t I I I l l GO-AROUND (Copilot reads) I I I I I I 1. Throttles - OPEN (P) 2. Airbrake Lever - OFF (P) 3. Gear - As required (CP) 4. Throttles - Adjusted (P) 5. Flaps - UP as required (CP) I I I I I I I - I I I I I 1 I I I I I I I I I t I I I I I I I I I i I I I I I I I I I I I I I I I I I I I I l i l ? I i i 1 r I i I I I I I I I t I I I I 1 I I I 1 I I l r i i i i i i i i i i i i i i i AFTER LANDING (Copilot reads) (Accomplish after turning off the runway) 1. Drag Chute - JETTISON (CP) 2. Parking Brakes - SET (P) 3. Airbrake Lever - OFF (P) 4. Stabilizer Trim Operation - Checked and correct trim wheel movement noted; cutout switch - CUTOUT (P-CP) 5. Cabin Temperature Selector Switch - COOLER 15 seconds, then OFF (P) 6. Bomb Doors - Open (RN) 7. Armrest Safety Pins (2) - Installed (P-CP) 8. Starter Selector Switch - GROUND START (CP) 9. Unnecessary Electrical Equipment - OFF (CP) a. Liaison Radio, IFF, TACAN, Omni - OFF (CP) b. Pitot Heat - OFF (P) c. Anticollision Lights - OFF (P) d. Mach Indicator - OFF (P) e. Windshield Anti-Ice & Defog Switch - OFF (P) 10. Generators 1 & 7 - OFF (CP) 11. Throttles 1, 2, 7 & 8 - CLOSED (P-CP) T.O. 1B-52G-1 1 November 1959 24 3NI1 NO ino l-ozs-rl o'l II uojpes 7.0. 18-526-1 Section II CUT ON UNE BEFORE LEAVING AIRPLANE (Copilot reads) 1. Parking Brake - ON (P) 2. Air Conditioning Master Switch - RAM (CP) 3. Seat Positioning Switch - DOWN (P-CP) 4. Generators 3 & 5 - OFF (CP) 5. Throttles - CLOSED (P) 6. Fuel Panel Switches - OFF (P) 7. Sliding Window & Entrance Hatch - Open (CP); UNLOCKED (N) 8. Interphone - OFF (P) 9. Switches & Circuit Breakers - Off and set (P-CP) 10. Battery - OFF (CP) 11. Control Columns - Disconnected (P-CP) 12. Oxygen - OFF and 100% OXYGEN (P-CP) 13. Wheel Chocks - In place (GO) 14. Parking Brakes - OFF (P) 15. True Airspeed Computer & VGH Recorder Circuit Breakers - Out (CP) POSTFLIGHT 1. Exterior Inspection - Completed (P-CP) 2. Crew Debriefing, Form 781 - Completed (P) TO. 1B-52G-1 1 November 1959 25 2-111 W03 LionelA\/9Jey LUOJJI I I I I I I I I I I I I I I I I I I I I I ! I I I I I I I I 1 l I I J 1 I I I I I ! I I I I I I l I I I l I I I I I I 1 I I I I I I I I I I I I i I I I I I I I I I I I I I I I I I I I I I I L UNCOCKING CHECKLIST 1. Armrest Safety Pins - Installed (P-CP) 2. Interphone - ON (P) 3. Downlocks & Bypass Keys - Installed (GC) 4. Left Body Standby Pump - OFF (P) 5. Fuel Valves - OFF (CP) 6. Gyro Power Switch - OFF (CP) 7. Radios - OFF (CP) 8. Battery - ON (CP) 9. External Power - ON (CP) 10. Flaps - Down (CP) 11. Bomb Door Actuators - Disconnected (GC) 12. Interphone, External Power & Battery - OFF (as re- quired (P-CP) DAILY ALERT PREFLIGHT CHECKLIST (Airplane on Alert LineCopilot reads) NOTE This checklist is designed to leave the airplane in the cocked configuration. If maintenance is to be performed on the airplane or any switches other than those on this checklist are moved, the "Before Starting Engines Checklist" will be com- pleted to cock the airplane. 1. Interphone - ON (P) 2. Radar NavigatorTs and NavigatorTs Station: a. Salvo Power Circuit Breakers - Checked out (RN) b. Normal Release Circuit Breaker - Checked out (RN) c. All Other Circuit Breakers - In (RN) d. Master Bomb Control Switch - OFF (RN) e. Bomb System Switch (L door control) - MANUAL (RN) f. Special Weapons Manual Lock Handle - Stowed and sealed (RN) g. Special Weapons Manual Release Handle - Stowed and sealed (RN) TO. 1B-52G-1 1 November 1959 26 I I I I I I I I 1 I I I I I I I I I I I I I I I I ! 1 I I I I I I I I ! i 1 I I I I I I I I I 1 I I I I I I I I I I I I I I I I ! I I I I l I I I I I I I I I I I I I I I I I I I I I I I I I I 3NI1 NO 103 L-9ZS-RL OJL II uojpe$ 7.0.1B-52G-1 Section II CUT ON LINE DAILY ALERT PREFLIGHT CHECKLIST (Cont) h. 1-249 Selector Switch - SAFE and sealed (RN) i. 1-249 Power Switch - OFF (RN) 3. Left Body Standby Pump - OFF (P) 4. Battery - ON, low voltage lights out (CP) 5. External Power - ON (CP) 6. Flaps - Clear, down (P) 7. Ground, Check (a) Flap Well, (b) All 1R Units, (c) Generator Irip Boxes, and (d) Defuel Valve (CP) 8. Oxygen Quantity - Checked (P) 9. Hydraulic Standby Pumps - S1BY, pressure checked, OFF, except left body (P) 10. 1-249 Power Switch - ON (RN) 11. SWK Box Monitor Selector Switch (if applicable) - LL, UL, UR L LR (RN) 12. Warning Light (each position of SWK box, if applicable) - Off, tested (RN) 13. 1-249 Power Switch - OFF (RN) 14. Crew Report - Interphone, oxygen pressure & bailout bottle pressure checked (ALL) 15. Ground Exterior Check - Completed (GC) 16. Flaps - Clear, up (P) 17. Portable Oxygen Bottles - Serviced and stowed (ALL) 18. External Power - OFF (CP-GC) 19. Battery - OFF (CP) 20. Interphone Power Switch - OFF (P) Exterior Check 1. Pilots will complete visual inspection checking for hydraulic leaks, fuel leaks, and general condition. 2. Accomplish lD> flagged items for 1.0. IB-52B-25-( ) weapons preflight checklist (N-RN). T.O. 1B-52G-1 1 November 1959 27 1 I I I I I I I I t I I I I I I I 1 I I I f I I I I I I I k I I I I I I I I 1 I I I I I I I I I I I I I I l I I I I I I I t I I I f I I I I I I t I I I I I I I I l I I I I I I 1 I I I r I I I I I 2-113 Section II 7.0. 1B-52G-1 CUT ON LINE l I I I I I I I I I 87 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I 1 i I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I k I I I I I I I I I I ------------------, I I I s I I r i i i i 6961 J^uwaon L----I L-OCS-SL 0'1 > I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I i 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I S31ON I 1 2-114 From RareAviation.com 7.0.1B-52G-1 Section III Emergency Procedures section III a NOTE This section contains text and amplified checklists to describe procedures to be followed in any emergency except those in connection with auxiliary equip- ment. In the event a multiple malfunction or failure occurs and the emergency procedures conflict, perform that procedure which will best control the most critical emergency. The text is divided into primary paragraphs in accordance with the type of emergency and, where applicable, is followed by an ampli- fied checklist for that particular emergency. The amplified checklists describe in detail the actions to be taken. In the checklists in this section, certain actions are given in capital letters and bold face type. These actions are called critical actions and constitute the minimal required steps to be taken by a crew member to insure survival and must be committed to memory. A thorough evaluation of each emergency should be made prior to initiating corrective action. All steps in each checklist must be accomplished when time permits in order to insure complete control of each c ^^ncy. To facilitate correct actions in an emergency, the items in all erne -,cy checklists are directive in nature rather than of the challenge and response type. Regular personnel coding is used to designate the crew members that will accomplish the actions. table of contents PAGE ENGINE FAILURE 3-3_________________________________________________________ EMERGENCY SHUTDOWN CHECKLIST ENGINE FAILURE DURING TAKEOFF CHECKLIST ENGINE AIR STARTING CHECKLIST PRACTICE ENGINE SHUTDOWN AND AIR STARTING' CHECKLIST ENGINE FLAMEOUT AND RELIGHT CHECKLIST FIRE 3-13_________________________________________________________________ ENGINE FIRE ON TAKEOFF CHECKLIST SMOKE AND FUMES ELIMINATION_______________________________________3-14 EXPLOSIVE DECOMPRESSION____________________________________________3-14 TEMPORARY OXYGEN FAILURE___________________________________________3-15 Changed 15 May 1961 3-1 Section III T.O. 1B-52G-1 table of contents (cont) page BAILOUT_3-15 REGULAR CREW MEMBER BAILOUT CHECKLIST ADDITIONAL CREW MEMBER BAILOUT CHECKLIST EMERGENCY INFLIGHT MOVEMENT_3-28 EMERGENCY DESCENT_3-28 EMERGENCY DESCENT CHECKLIST EMERGENCY ALARM SIGNALS_________________________________________3-29 TAKEOFF AND LANDING EMERGENCIES 3-30__________________________________ ABORTED TAKEOFF CHECKLIST LANDING WITH PARTIAL GEAR CHECKLIST WING FLAPS UP LANDING CHECKLIST CRASH LANDING AND DITCHING CHECKLIST EMERGENCY ENTRANCE_3-49 DITCHING_3-49 OIL SYSTEM EMERGENCY OPERATION 3-49___________________________________ FUEL SYSTEM EMERGENCY OPERATION 3-52__________________________________ ELECTRICAL SYSTEM EMERGENCY OPERATION_____________________________3-53 OPERATION ON BATTERY POWER CHECKLIST CONSERVATION OF BATTERY POWER CHECKLIST HYDRAULIC SYSTEM EMERGENCY OPERATION____________________________3-65 HYDRAULIC SYSTEM FAILURE CHECKLIST FLIGHT CONTROL SYSTEM EMERGENCY OPERATION 3-66_______________________ RUNAWAY OR UNSCHEDULED STABILIZER TRIM CHECKLIST WING FLAP SYSTEM EMERGENCY OPERATION 3-68___________________________ LANDING GEAR SYSTEM EMERGENCY OPERATION 3-70________________________ LANDING GEAR EMERGENCY OPERATION CHECKLIST AIR BLEED SYSTEM EMERGENCY OPERATION____________________________3-71 ACCIDENTAL DRAG CHUTE DEPLOYMENT 3-71_______________________________ GAM-72 EMERGENCY OPERATION_____________________________________3-72 GAM-77 EMERGENCY OPERATION 3-72____________________________________ RADOME FAILURE__________________________________________________3-72 AIRSPEED INDICATION FAILURE_______________________________________3-72 3-2 Changed 15 August 1960 From RareAviation.com T.O. 1B-52G-1 Section III ENGINE FAILURE The failure of engine 1, 3, 5, or 7 will be accompanied by the loss of electrical power from the generator geared to that engine. See "Electrical System Emer- gency Operation, " this section. Failure of engine 1, 3, 4, 5, 6, or 7 will result in loss of, or reduced, fluid flow in the hydraulic system which is serviced by the respective engine-driven hydraulic pump installed on that particular engine. Even though an engine has failed but is windmilling, near normal system operation can be expected since system pressure will be maintained at a reduced rpm. FLIGHT CHARACTERISTICS WITH ENGINE FAILURE I Single Engine Failure The loss of an engine at any time during takeoff or while in flight is considered an emergency, regardless of the amount of thrust still available, since some emergency procedures must be executed. The loss of an engine during takeoff can be controlled easily by correct appli- cation of rudder pedal force and a slight amount of lat- eral control force. The rudder pedal force required in the event of an outboard engine failure is about 40 pounds at speeds below takeoff speed with zero trim. The force increases to about 80 pounds at the recommended climb- out speed. All of this rudder correction usually can be removed by application of rudder trim. See "Airspeed Limitations, " Section V, for rudder trim limits. Multi-Engine Failure on One Side During inflight emergencies involving multi-engine fail- ures on one side, applications of large amounts of rud- der and lateral control are necessary in order to main- tain control when extreme amounts of asymmetrical thrust exist or are applied. Application of this con- trol creates severe loads on the airplane structure. These loads vary in magnitude in accordance with the degree of thrust asymmetry, degree of deflection of corrective rudder, rate of rudder application, amount of yaw/roll displacement that has taken place prior to rudder application, abruptness with which engine thrust is removed, indicated airspeed, gross weight, center of gravity, fuel distribution, amount of air turbulence present, airplane configuration including flaps and land- ing gear positions, missile loading, external tank load- ing, etc. If these variables occur in certain critical combinations, structural overload can result. In view of the difficulty in controlling these variables, close observance of the following procedure will minimize the possibility of structural overload: 1. If asymmetrical thrust develops abruptly, the re- sulting yaw/roll tendency should be counteracted ini- tially by means of lateral control. This should be fol- lowed by a steady rudder application and trimming as required to balance control forces. 2. If thrust requirements permit, readjust the power on the remaining engines to minimize control surface deflections. Power adjustments should be applied slowly and simultaneously with control surface move- ment. 3. Avoid turbulent air and limit bank angle to 20 maximum. NOTE If asymmetrical thrust conditions with more than two engines shut down or at idle on one side are encountered, record this information on Form 781. Prior to next flight, a structural inspection for alignment of fin, rudder, and aft body will be performed in accordance with ap- plicable maintenance publications. Performance This airplane is unique in its ability to handle asym- metrical thrust conditions provided the prescribed pro- cedures are followed. (See "Multi-Engine Failure On One Side, " this section.) This highly desirable char- acteristic is shown for sea level operations by figure 3-1A. For instance, if the sea level OAT is 94 F, it is possible to maintain straight ahead directional flight at a minimum speed of 186 knots IAS even with four en- gines inoperative on the same side and the remaining engines at military rated thrust. The control require- ments to meet this condition are full rudder and suffi- cient lateral trim to maintain the nominal value of 4 of sideslip. The ability of the airplane to maintain level flight or climb will depend upon the airplane gross weight. WARNING Non-zero lateral trim resulting from inopera- tive engines must not be compensated for by fuel manipulation because an uncontrollable roll may occur when power is reduced on approach for landing. ENGINE FAILURE INDICATIONS The first and most positive indication of an engine fail- ure affecting thrust will be a change in the engine pres- sure ratio gage reading. This method will determine the failure of any engine during takeoff, climb, cruise, or descent. In addition, rpm, exhaust temperature, oil pressure, and fuel flow may change, depending upon the type of failure. Severe engine vibration may indi- cate internal failure of an engine. Airplane yaw may give a good indication of failure if an outboard engine fails. The failure may be overlooked however if one of the inboard engines fail, especially if the airplane is in a turn. Changed 15 November 1960 3-3 1. COPILOTS ESCAPE HATCH 2. PILOT'S ESCAPE HATCH 3. EW OFFICERS ESCAPE HATCH 4. GUNNERS ESCAPE HATCH 5. DELETED 6. DELETED 7. RADAR NAVIGATORS ESCAPE HATCH 8. NAVIGATOR'S ESCAPE HATCH 9. ESCAPE ROPE CONTAINER 10. FIRST AID KIT 11. EMERGENCY ALARM LIGHT 12. EMERGENCY KNIFE (PROVISIONS FOR) 13. BLOOD PLASMA KIT (PROVISIONS FOR) 14. BATTLE DRESSING KIT (PROVISIONS FOR) 15. FIRE EXTINGUISHER 16. DELETED 17. EMERGENCY AXE (BEHIND) 18. PARACHUTE STATIC LINE Emergency Equipment (Typical) Figure 3-1. 3-4 Changed 15 November 1960 From RareAviation.com T.O. Ik-526-1 Section III Erratic Oil Pressure Under normal circumstances if an engine oil pressure gage shows erratically lowering oil pressure below 40 psi, shut down the engine. In an emergency, the en- gine may be operated between 35 and 40 psi. In any event, if oil pressure falls below 35 psi, the engine should be shut down. See "Oil System Emergency Op- eration, " this section. EMERGENCY SHUTDOWN CHECKLIST NOTE This procedure will be used for all "Engine Fire" and "Emergency Shut- down" situations. 1. CLOSE THROTTLE(S) (P) 2. PULL FIRE SHUTOFF SWITCH(ES) (P-CP) This assures closing of the firewall fuel shutoff valves in case the throttle fails to do so. If the en- gine drives a generator, the switch will also turn the generator off and open the generator circuit breaker. If the engine drives a hydraulic pump, the hydraulic shutoff valve will be closed and no hy- draulic pressure will be received from that engine.G On an engine windmilling above 25% rpm, have fuel available to the fire- wall fuel shutoff valve, push the engine fire shutoff switch in, and advance the throttle to IDLE for 3 minutes out of every hour to prevent overheating the fuel control unit. If engine 1, 3, 4, 5, 6, or 7 is still windmilling after the fire is extinguished, the hydraulic shutoff valve can be reopened to prevent damage to the pump by pulling the corresponding firewall fuel shutoff valve circuit breaker and re- turning the engine fire shutoff switch to the NORMAL position. If the fire reignites due to opening of the hydraulic shutoff valve, the engine fire shut- off switch should be pulled for complete shutdown. 3. Check A-C Electrical Loads - Checked (CP) If the failed engine is one which drives a generator, check that the remaining generators are not over- loaded. Reduce loads if necessary. 4. Bleed Selector Switch to EMERGENCY RH I NED if Engines 3 & 4 Shut Down - SELECTED (CP) Use bleed selector switch as required: a. When fire shutdown is necessary on both engines of nacelle No. 2, switch to EMERG RH INBD. b. Leave switch in NORMAL LH INBD position if fire occurs on engines of No. 1, 3, or 4 nacelles. See "Emergency Operation of Air Conditioning System, " Section IV.An engine air start after an emergency shutdown should not be attempted unless it is ascertained that it is reasonably safe to do so. A recurrence of the emergency condition could be more serious than the first occurrence. Changed 15 May 1961 3-5 Section III T.O. 1B-52G-1 EMERGENCY SHUTDOWN CHECKLIST (Cont) 5. Uncontrollable Fire - Abandon (All) If the engine fire becomes uncontrollable, several steps may be taken: a. If fire persists, it may be possible to save the airplane by allowing the fire to burn the nacelle off the strut. b. If fire appears to be burning into the wing, abandon the airplane. See "Bailout, " this section. ENGINE FAILURE DURING TAKEOFF If for any reason an engine throttle is retarded to allow engine operation below 86% rpm during a wet takeoff, water flooding of that engine may result in engine sei- zure at low rpm. To prevent flooding of the engine op- erating at reduced rpm, both throttles controlling the engines of that nacelle may be retarded to the water cutoff point (approximately 86% engine rpm) until after water runout. However, if wet takeoff thrust from the good engine of that nacelle is required, takeoff should be continued with wet takeoff throttle setting for seven engines and reduced throttle setting on the remaining engine. Takeoff Run The possibility of an engine failure during the takeoff run influences takeoff procedure and should always be considered and planned for prior to the time the takeoff run is started. When an engine failure occurs on take- off, the pilot must be able to stop on the runway re- maining or continue the takeoff safely. To aid the pilot in making a decision to stop or continue takeoff, charts are presented in Parts 2 and 3 of the Appendix from which may be determined the decision speed and time (Si). A check of the airspeed at the decision time will indicate how the airplane is accelerating. A failing engine may be detected in this manner and, if the de- cision speed has not been reached, the takeoff must be aborted. If an engine failure occurs after Si, a safe takeoff can be made on seven engines. Takeoff will not be aborted after Si. In those cases where the pilot attempts to abort after Si, he must accept the fact that he will probably fail to stop within the confines of the runway. Takeoff Continued NOTE If for some reason a crash landing must be made, it must be made straight ahead in the takeoff di- rection. LANDING GEAR. If an engine fails during or imme- diately after the takeoff, climb performance is con- siderably reduced until the landing gear is retracted. Gear drag lowers the rate of climb approximately 450 feet per minute at takeoff with flaps down on a 400,000- pound airplane. Therefore, the landing gear should be retracted as soon as possible after the airplane is air- borne. An engine failure decreases the rate of climb about 420 feet per minute under the same conditions. WING FLAPS. Wing flap drag increases as the flaps are retracted to the 37.5% position, an increase about equal to the drag that would occur if the landing gear were extended again. After this point in retraction, drag decreases rapidly. It is therefore recommended that with an engine failure on a high weight takeoff, the flaps be left down until a safe altitude is reached and flap retraction can be accomplished in level flight or in a slight dive. Full flap retraction should be accom- plished as soon as feasible after reaching 1000 feet above terrain because the resulting acceleration to the proper climb speed will increase the rate of climb about 700 feet per minute. Speeds for maximum rate of climb with flaps down while operating on eight or seven engines are presented in Part 4 of the Appendix. Changed 15 November 1960 From RareAviation.com OUTSIDE AIR TEMPERATURE-DEGREES FAHRENHEIT OUTSiDE AIR TEMPERATURE-DEGREES FAHRENHEIT Minimum Speed For Directional Control Figure 3-1 A.Changed 15 November 1960 3-6A T.O. 1B-52G-1 Section III Takeoff Refused 1. USE "ABORTED TAKEOFF" CHECKLIST Takeoff Continued ENGINE FAILURE DURING TAKEOFF CHECKLIST See "Aborted Takeoff" procedure under "Takeoff and Landing Emergencies, " this section. 1. USE "EMERGENCY SHUTDOWN" PROCEDURE WHEN SAFE ALTITUDE AND AIRSPEED ARE REACHED ENGINE FAILURE DURING CLIMB Engine failure during a climb is not considered critical provided the recommended airspeed climb schedule is followed. If an engine failure is encountered during a climb, the airspeed or rate of climb or both will de- crease. If the mission is to be continued, a new climb schedule will have to be flown. Directional control can be maintained easily by adding rudder trim and a slight amount of lateral trim. ENGINE FAILURE DURING CRUISE If an engine fails during a cruise condition, cut the en- gine by moving the throttle to CLOSED position. Com- pensate for the unbalanced thrust condition by adding appropriate directional and lateral trim. Failure of an engine during cruise will not appreciably affect direc- tional control but will result in a decrease in the speed being flown. Normally the cruise altitude will also be decreased depending upon the amount of fuel remaining, 3-6 B Changed 15 November 1960 From 'RareAviation. com 7.0. 1B-52G-1 Section III type of mission being flown, etc. Applicable charts covering eight-, seven-, and six-engine operation are included in Part 5 of the Appendix. If the engine which failed was not on fire and the malfunction can be cor- rected, restart the engine as outlined under "Engine Air Starting, below. : CAUTION On engine 1, 3, 4, 5, 6, or 7, the engine fire shutoff switch should not be pulled except when a definite fire exists. Leaving the hydraulic shutoff valve open when an engine fire does not exist will prevent damage to the engine-driven hydraulic pump. With the hydraulic shutoff valve closed, damage will be caused from oil starva- tion while the engine is windmilling. ENGINE AIR STARTING The airstart envelope (figure 3-18) indicates the alti- tude and indicated airspeed envelope in which windmill- ing starts normally should be attempted. The rpm lines on the curve are approximate. Starts may be attempted up to the airspeed limits of the airplane. Starts made at an rpm below 65% are termed "airstarts. " Starts made above 65% rpm are termed "relights." The start- ing rpm of different engines is variable depending upon1 the resistance to normal windmilling rpm created by the engine-driven accessories. Engines 4 and 6, which] provide power to operate hydraulic pumps, windmill at slightly lower rpm than engines 2 and 8 when the hy- draulic pumps are supplying pressure. Engines 1, 3, 5, and 7, which are equipped with engine-driven gen- erators and hydraulic pumps, have a windmilling rpm which is approximately 4% lower than engines 2 and 8 when the hydraulic pumps are supplying pressure. Windmilling engine speeds may be developed up to 45% rpm with variations of airspeed and altitude. Consid- ering that the engines do not develop the same wind- milling rpm under the same airspeed and altitude con- ditions, airspeed should be controlled to provide start- ing rpm in accordance with normal windmilling rpm of the particular engine. ENGINE AM STARTING CHECKLIST m in i 1. Reset Firewall Switch - Reset (P-CP) 2. Route Fuel to Engine - Routed (CP) Have fuel boost pressure available to the firewall fuel shutoff valve. 3. Advance Throttle to IDLE, then CLOSED - Accomplished (P) If shutdown was caused by fuel starvation, open the throttle to IDLE until fuel flow is established and retard to CLOSED for 30 seconds. This will purge the fuel control unit of air and the engine of fuel. 4. Check Engine Rpm - Checked (P) Establish an indicated airspeed which will give an engine speed within the normal air start rpm range. If sufficient airspeed cannot be obtained, use engine starter to increase rpm above 12%. Attempts to start at airspeeds below 150 knots IAS may result in a hot start. At airspeeds below 170 knots IAS, the engine starter should be used for best results; however, use of the engine starters for airstarts is restricted to emergencies only. 5. Check Oil Pressure - Checked (P) Changed 15 February 1961 3-7 3 73 GJ CO n Q 3 (Q O Q_ o o z 7.0. 1B-52G-1 Section III ENGINE AIR STARTING CHECKLIST (Cont) 6. Turn Starter Selector to FLIGHT START - FLIGHT START (CP) The starter selector switch should be placed in FLIGHT START position unless the engine starter is to be used to aid in the start. CAUTION The use of engine starters for air starts is restricted to emergencies only. 7. Turn Starter Switch to START - Started (CP) 8. Move Throttle to IDLE - IDLE (P) 9. Check Flowmeter - Checked (P) Fuel flow should be between 850 and 1250 pounds per hour prior to combustion. Starts with less than 850 pounds per hour may be attempted. When flow is more than 1250 pounds per hour, retard the throttle below IDLE to reduce the flow below 1250 pounds per hour. During acceleration from com- bustion to idle rpm, the normal fuel flow may be 2000 pounds per hour. In both cases, the engine op- eration should be watched carefully for evidence of further malfunctioning of the fuel control unit. CAUTION | IDLE position may not control fuel flow sufficiently to prevent an overtem- perature condition between light-up and idle rpm. The EGT and fuel flow should be monitored closely and regulated by manipulation of the throttle as necessary until the desired power setting is restored. 10. Check Engine Indicators - Checked (P) Adjust throttle as necessary until engine indicator readings have stabilized as follows: a. Tachometer - 58% to 85% rpm b. Exhaust Gas Temperature - Stabilized c. Oil Pressure - Within limits (Section V) NOTE Combustion normally should occur within 20 seconds and will be evidenced by a rise in exhaust gas temperature. Retard throttle as necessary to maintain EGT within limits when a tendency to overtemperature is ob- served. If the EGT exceeds limits, if the engine fails to accelerate to idle rpm, or if the oil pressure does not reach 35 psi, discontinue the restart by retarding the throttle to CLOSED and turning the starter switch to OFF. Allow the engine to windmill for 30 seconds before attempting another start. 11. Advance Throttles - Desired setting (P) 12. Turn Starter Switch to OFF - OFF (CP) 13. Turn On Generator (if applicable) - ON (CP) Changed 15 November 1960 3-9 Section III 7.0. 1B-52G-1 PRACTICE ENGINE SHUTDOWN AND AIR STARTING CHECKLIST i******t******M4*v , CAUTION An altitude between 10, 000 and 35, 000 feet is recommended for practice engine shutdown and air starting. Practice starts should be made within the normal airstart rpm range of 18% to 45%. Airstarts may be demon- strated above 37, 500 feet with normal air starting rpm but should be avoided at rpm's below the normal starting range, except in an actual emergency, because of the possibility of hot starts. Practice starts should be made on only one engine at a time. Use of the engine starter for airstarts is re- stricted to emergencies only. 1. Idle Throttle for 1 Minute - Accomplished (P) The throttle for the engine to be shut down should be retarded to IDLE for 1 minute before the engine is shut down. CAUTION '************%%*! ' If the engine is shut down from a power setting above cruise power, cool the engine at IDLE for 2 to 3 minutes before placing the throttle in CLOSED. 2. Turn Generator Switch OFF (if applicable) - OFF (CP) If the engine to be shut down drives a generator, the generator should be taken off the line so that it will not be motored by power from the others in case of high windmill speeds or system malfunction which would not allow the generator to be taken off the line automatically. Check that the generator circuit breaker position indicator shows open. Make certain that the remaining generators are not overloaded. Reduce loads if necessary. 3. Close Throttle - CLOSED (P) 4. Restart Engine - See "Engine Air Starting Checklist" (P-CP) After windmilling rpm has stabilized, the engine will be started using the procedure outlined under "Engine Air Starting, " this section. ENGINE FLAMEOUT AND RELIGHT Immediate response by the pilots to an engine flame- out can make a relight possible without the necessity of descending to the altitudes and rpm limits which are recommended for restart. Relights may be made at as low as 65% rpm. To simplify relight procedure the starter selector switch should always be positioned to FLIGHT START when the airplane is in flight. See "Engine Flameout and Relight Checklist, " following. ENGINE FLAMEOUT AND RELIGHT CHECKLIST NOTE This procedure applies to starts at altitudes above the probable restart range of the airstart envelope (figure 3-18). Successful relights can only be accomplished before rpm drops below 65% after a flameout. Immediate response by the pilot is necessary. 3-10 Changed 15 May 1961 From RareAviation.com T.O. 1B-52G-1 Section III ENGINE FLAMEOUT AND RELIGHT CHECKLIST (Cont) 1. Retard Throttle(s) - IDLE (P) 2. Actuate Starter Switch(es) - START (CP) 3. Monitor Fuel Flow & EGT - Accomplished (P) 4. Advance Throttle(s) - Desired setting (P) When engine relight is indicated by fuel flow and EGT, advance throttle to desired setting. NOTE If the adjacent engine in the same nacelle starts to surge or vibrate dur- ing the engine relight procedure, retard the adjacent engine throttle to IDLE and advance both engine throttles to the desired setting after the re- light has been accomplished. 5. Close Throttle(s) - If no relight (P) If the engine does not relight, retard the throttle to CLOSED. After one unsuccessful attempt to re- start the engine at high altitudes, it will be necessary to descend within the altitudes and rpm limits shown on figure 3-IB. 6. Check for Generator Overload - Checked (CP) If the failed engine drives a generator and if it appears that some time will elapse before the engine can be restarted, the generator switch should be placed to OFF. Check that the generator circuit breaker opens. Make certain that the remaining generators are not overloaded. Reduce loads if necessary. LANDING WITH ONE OR MORE ENGINES INOPERATIVE Landing with an engine failure can be accomplished by following the normal landing procedure with the addi- tion that, as thrust is decreased, trim will have to be decreased to compensate for reduction of the unequal thrust. Under any approach conditions involving re- duced power, the necessity of early anticipation of addi- tional power requirements cannot be overemphasized. Engine failure will not materially affect the landing gear extension time. The gear is fully extended in 11 to 14 seconds. GO-AROUND WITH ONE OR MORE ENGINES INOPERATIVE One Engine Failure When attempting a landing with one engine inoperative and a go-around becomes necessary, adequate control can be maintained quite easily by applying proper rud- der pedal force and a slight amount of lateral control force. All corrective control power required can be trimmed out to fly hands off, even though military rated thrust is applied on the remaining good engines and the engine which failed is located at the outboard position. However, at landing weights below approximately 290, 000 pounds, a small amount of sideslip will result. Two Engine Failure If two outboard engines located on the same side be- come inoperative and a go-around becomes necessary, there will be an insufficient amount of rudder trim available to completely balance out the yawing move- ment encountered at the low go-around speeds with no sideslip. However, by applying appropriate lateral control as well as full rudder, straight ahead direc- tional control can be maintained by sideslipping. See figure 3-1A for minimum speeds for directional con- trol with asymmetrical thrust. If full rudder trim is used at speeds above 180 knots IAS, rapid rudder ma- nipulations must be avoided because of the structural limits of the vertical tail and rudder. Steady flight conditions can be established only with the thrust de- ficient wing a few degrees high. Changed 15 May 1961 3-11 Section III T.O. 18-526-1 Three or Four Engine Failures warning") With four engines inoperative, altitude cannot be maintained with both gear and flaps extended, With four engines inoperative on one side, a landing with flaps down must not be attempted as flaps down placard speed is less than mini- mum directional control speed. Five-engine climb curves are presented in Part 4 of the Appendix. Any go-around which must be made with more than two outboard engines inoperative on the same side should be accomplished with utmost caution. Pilot application of directional and lateral control must be simultaneous with throttle movement. It is recom- mended that the throttles be moved to some position less than full forward until the pilot has determined his capabilities for handling such an emergency. Many dif- ferent combinations of engine failures are possible and go-around techniques will vary slightly with each. The most critical conditions are those go-arounds which oc- cur when the outboard engines have failed, since direc- tional control is the limiting condition. Engine failure will not materially affect the landing gear retraction time if the failure is on any engine other than 4 or 5. However, gear retraction time will be longer if either engine 4 or 5 is shut down. TAKEOFF WITH ONE OR MORE ENGINES INOPERATIVE Takeoff with one or more engines inoperative is not recommended. However, if conditions are such that it becomes necessary or desirable to fly the airplane to another location, such takeoffs are possible. It will be necessary to consider carefully the field altitude, ambient runway temperature, available runway length, wind velocity, and gross weight at takeoff. With low takeoff gross weight plus the added thrust which can be obtained by water injection to compensate for high am- bient field temperatures or high field elevations or both, a successful takeoff will be possible by use of the nor- mal takeoff procedure. Charts are provided in Parts 2 and 3 of the Appendix giving takeoff distances re- quired for seven- and six-engine takeoffs with water injection and for seven engines without water injection. PRACTICE MANEUVERS WITH ONE OR MORE ENGINES INOPERATIVE WARNING Simulation of engines out conditions is limited to a maximum of any two engines at idle on one side. For practice of any partial power operation, observe the following: 1. Avoid turbulent air and limit maneuvering bank angle to 20 maximum to reduce the "g's" encountered and the resulting fuselage loads. 2. Simulated inoperative engines should be idled and not shut down. 3. Trim followup should be made with power changes. 4. Power should be applied smoothly when simulating a go-around. During practice maneuvers simulating failure of one or two engines on one side, the airspeed should not be reduced below the minimums shown in figure 3-1A. These minimum directional control airspeeds are based on the use of not more than 50% of the lateral control available. The airplane gross weight should not be greater than 240,000 pounds when practicing simulated failure of either one or two engines on one side. Under these conditions, descents should not be made below a minimum altitude of 5000 feet above the terrain. Under these conditions, minimum control speeds will be lower than those shown in figure 3-1A; however, considering that practice maneuvers are accomplished with throttle levers controlling simulated failed engines positioned at IDLE, the minimum airspeeds shown in the chart should be adhered to as a safety factor. Within these limitations, maneuvers such as simulated approach and landing and go-around with reduced thrust may be prac- ticed safely with an engine or engines retarded to IDLE rather than shut down completely. With an engine throt- tle positioned at IDLE, the reduction in thrust will pro- vide control and maneuverability problems essentially the same as with a complete loss of thrust on an engine. **M4*******M***V , CAUTION CAUTION To insure adequate directional control, it is recommended that no takeoffs be made with more than two engines inoperative on the same side. When simulating failure of more than one en- gine on one side, it is important that the en- gines not be retarded or accelerated suddenly. This will induce overyaw and then any sudden application of rudder could exceed structural limits of the airplane. 3-12 Changed 15 May 1961 From RareAviation.com 7.0. 18-526-1 Section III FIRE CAUTION controllable, shut down the remaining engines and di- rect the crew to abandon the airplane. Before leaving his position, the copilot will turn all fuel controls off or closed and will turn off the starter switch, battery switch, and external power switch. Immediately following an alarm, crew members in ejection seats should ascertain that safety belts are fastened, that ejection seat flight safety pins are removed, and that emergency equip- ment is in readiness. Crew members not oc- cupying ejection seats should check their equip- ment and station themselves on the lower deck, or as briefed. Thus, if abandonment of the air- plane should become necessary, the extra crew members can exit with a minimum of delay and confusion. ENGINE FIRE DURING GROUND OPERATION Air Available for Motoring An engine fire on the ground may be originated and sup- ported by fuel, oil, or hydraulic fluid. When an indi- cation of engine fire is evidenced, the throttle should be closed and the firewall fuel shutoff switch pulled out. If practicable, close the throttle for the adjacent engine to aid personnel in putting out the fire. The most ef- fective means of extinguishing an engine fire is to mo- tor the engine; therefore, it is necessary to have air available to the starter and the starter switch on. CAUTION If engine fire occurs after starter dropout, it will be necessary to turn the starter switch to OFF and back to START in order to motor the engine. Continue motoring the engine until all evidence of the fire has disappeared. Notify the ground crew and con- trol tower as soon as possible. When the fire is out, turn the starter switch OFF, If the fire becomes un- CAUTION CO2 should not be directed into the engine air inlet or tailpipe unless fire is restricted to those areas and is of serious proportions. Allow the engine to be shut down, if possible, in order to minimize engine damage if CO2 is to be applied. Air Not Available for Motoring An indication of engine fire without air available for motoring will result in a fire which is uncontrollable by the flight crew. The pilot will activate the abandon light and crew members will immediately evacuate the airplane. The pilot will direct the ground fire crew to extinguish the fire. NOTE If external power is connected, the pilot will notify the control tower of the fire prior to his evacuation. ENGINE FIRE ON TAKEOFF If a fire warning light comes on during takeoff, the en- gine indicators should be checked for evidence of loss of power and engine nacelle visually checked for evi- dence of fire. Do not retard the throttle for the engine on fire if its thrust is needed for takeoff unless the en- gine has completely lost thrust or is vibrating seriously. When the landing gear and wing flaps have been retracted and a safe altitude is reached, retard the throttle for the engine on fire to IDLE to see if the fire warning light will go out. If light remains on, retard throttle to CLOSED and use "Emergency Shutdown" procedure, this section. ENGINE FIRE ON TAKEOFF CHECKLIST 1. Retard Throttle to IDLE at Safe Altitude & Airspeed - Retarded (P) 2. If Fire Warning Light Remains On, Use "Emergency Shutdown" Checklist (P-CP) ELECTRICAL FIRE Since the airplane electrical circuits have fault-clear- ance protection, it is not likely that short circuits will cause electrical fires. If an electrical fire does occur however, the only practical means of stopping it is to deenergize the circuits in the affected area and cau- tiously put essential equipment back in operation, one circuit at a time. Changed 15 February 1960 3-13 Section III 7.0. 1B-52G-1 WARNING When fighting a fire with the CB extinguisher, remember that the fumes from the CB fluid are toxic. When using a portable oxygen bottle, the regulator setting will be 30M or higher, com- mensurate with cabin altitude. This setting should be used where there is the possibility of heavy concentrations of fumes. This supply will last 3 to 4 minutes. The CB extinguisher must be held above the horizontal position (not upside down) to prevent the propellant charge from escaping. I GAM-72 FIRE WARNING ^EkPlus E3 orlS Refer to "Emergency Procedures, " Section III, T. O. 1B-52G-1-2. SMOKE AND FUMES ELIMINATION AIR CONDITIONING SYSTEM The most probable source of smoke or fumes in the pressurized compartments is the air conditioning sys- tem ducts. If smoke or fumes are evident in the pres- surized compartment, place the air bleed selector switch in EMERG RH INBD position. This allows the air conditioning system to use engine bleed air from the opposite air bleed system manifold. See "Air Bleed System, " Section I, for further information on sources of bleed air used for air conditioning. be set according to existing pressurization re- quirements at 7. 45 PSI or COMBAT 4. 50 PSI and, if maximum airflow for ventilation is de- sired, pressure release switch may then be moved to DUMP position. 6. In the event of bailout because of fire, no hatches or windows should be opened to elimi- nate smoke prior to bailout of crew members using the downward ejection hatches. Under takeoff power conditions and with low temperature selection, fog or vapor resembling smoke can occur. Reporting this vapor as smoke or fire at a critical point of the takeoff could create a hazard. DEPRESSURIZING Since most missions of the airplane are at altitudes requiring cabin pressurizing, it is not practical to attempt to depressurize and clear the cabin of smoke or fumes. Crew members should experience no dif- ficulty if they switch their regulator diluter levers to 100% OXYGEN and emergency toggle lever to EMER- GENCY position. This type of operation reduces the oxygen range of the airplane. The source of the smoke or fumes should be found and eliminated as soon as pos- sible. If they cannot be eliminated, it will be neces- sary to descend below 40, 000 feet altitude (the maxi- mum altitude for the combination of the A-13A mask and the airplane system regulator) and depressurize the airplane. To depressurize the crew compartment, position the air conditioning master switch to RAM, the pressure release switch to DUMP, or the emergency cabin pressure release (dump) handle to DUMP. WARNING CAUTION %v**v**vv**wv***vv' If smoke or fumes are detected, take the follow- ing action: 1. All crew members immediately place the oxygen regulator diluter lever in 100% OXYGEN and the oxygen emergency toggle lever in the EMERGENCY position until the cause can be found and corrected. An engine or system fail- ure in a nacelle supplying air for an air condi- tioning system may cause oil or fumes to enter the crew compartment. If this should occur: 2. Place the air bleed selector switch to its other position, EMERG RH INBD or NORMAL LH INBD. 3. Monitor the engines in the affected nacelle for signs of malfunction. 4. If conditions persist and it can be deter- mined that the smoke or fumes are coming from the air conditioning system, position the air conditioning master switch to RAM. 5. For other sources of smoke, fumes, and/or heat, the air conditioning master switch should When the oxygen regulator diluter lever is placed in 100% OXYGEN or the oxygen emergency toggle in EMERGENCY position, inform the pilot imme- diately as these actions will reduce the oxygen duration of the airplane. NOTE The oxygen duration when operating on EMER- GENCY is the same as when operating on 100% OXYGEN provided the crew members are wear- ing oxygen masks that do not leak. EXPLOSIVE DECOMPRESSION An explosive decompression occurs when the cabin pressure is reduced to the outside pressure in less than 1 second. Any explosive decompression affects all crew members and can be extremely dangerous if occurring at high altitudes. Following are some of the effects accompanying explosive decompression: 3-14 Changed 15 May 1961 From RareAviation.com 7.0. 18-526-1 Section III 1. Rush of air from lungs 2. A momentary dazed sensation that passes immedi- ately 3. Possible gas pains 4. Hypoxia if oxygen equipment is not immediately available. Following are precautions to observe in pressurized compartments: 1. Maintain a safe pressure differential 2. Have oxygen equipment immediately available 3. Have heavy flight clothing available. If an explosive decompression occurs, ascertain, if possible, the cause of the trouble and if it cannot be fixed in flight, the pilot should decide whether to con- tinue the mission or to descend to a safe altitude im- mediately. WARNING a temporary loss of oxygen can be alleviated by setting the oxygen regulator to NORMAL position or removing oxygen masks when at a safe cabin altitude.When the oxygen diluter lever is placed in 100% OXYGEN or the oxygen emergency toggle lever in EMERGENCY position, inform the pilot im- mediately as these actions will reduce the oxy- gen duration of the airplane. NOTE The oxygen duration, when operating in EMER- GENCY, is the same as when operating on 100% OXYGEN provided the crew members are wear- ing oxygen masks that do not leak. If explosive decompression occurs above 40,000 feet, descend immediately to 40,000 feet or be- low. NOTE When decompression occurs, interphone volume will decrease. TEMPORARY OXYGEN FAILURE If a loss of oxygen is encountered while using the 100% OXYGEN or EMERGENCY position, the following ac- tions may be taken: 1. Under emergency conditions, when ejection is being considered and is not immediately certain, all crew members will actuate their bailout oxygen bottles and remain in their seats. WARNING Do not use bailout bottles as a temporary oxygen supply unless absolutely necessary, due to the limited supply of oxygen in these bottles. 2. If smoke, fumes, and/or heat are present and it is determined ejection will not be necessary, all crew members will switch to portable oxygen bottles. BAILOUT The primary means for abandoning the airplane are the ejection seats which are provided for all regular crew members (figure 3-2). Although there are alternate means of getting out of the airplane, the ejection seats will be used unless a seat were to malfunction. When additional crew members are carried, manual bailout only is available for them. EJECTION BAILOUT Both upward and downward ejection seats will function at any speed; however, if time permits, a reduction in airplane speed would be desirable since it will reduce the air blast on the seat occupants. Under level flight conditions, eject at least 2000 feet above the terrain whenever possible. During any low altitude ejection, the chances for successful ejection can be greatly in- creased by zooming the airplane (if airspeed permits) to exchange airspeed for altitude. Ejection should be accomplished while the airplane is in a positive climb and while the airspeed is above 120 knots IAS. This will result in a more nearly vertical trajectory for the seat and crew member, thus providing more altitude and time for seat separation and parachute deployment. When the airplane is descending and cannot be leveled out, ejection should not be delayed. Under spin or dive conditions, eject at least 10, 000 feet above the terrain whenever possible. Time required to get free of the airplane may be the most important factor. WARNING WARNING Insure that the portable oxygen bottle regulator is set to 30M or higher. 3. During normal operations requiring 100% oxygen, It is imperative that whenever an ejection seat is occupied, the seat occupant properly hooks up to the integrated harness system. Changed 15 August 1960 3-15 Bailout Exits and Routes Figure 3-2.3-16 From RareAviation.com 7.0. 1B-52G-1 Section III Minimum Ejection Altitudes No one minimum ejection altitude can be given to cover all types of ejections. Minimum altitude depends on airplane speed and attitude, time required for human response and actuation of ejection controls, whether ejection is upward or downward, harness release time delay, type of parachute, and parachute deployment time delay. The minimum ejection altitudes presented in figure 3-3 are based on the use of a modified B-5 parachute with C-9 canopy, a 1-second harness release time delay, and a 0-second parachute deployment time delay (lanyard hooked to ripcord T-handle). These minimum ejection altitudes represent equipment capa- bility only, and do not include loss of airplane altitude occurring during actuation of ejection controls or re- sulting from improper use of equipment. In many in- stances, emergencies occur at "safe" altitudes, but ejections are delayed to levels that make unsuccessful ejections inevitable. Also, improper or imperfect func- tioning of equipment or human response time may in- crease the minimum altitude required for escape. For increased safety, ejection should not be delayed to the minimum, if higher ejection is possible. Operational experience reveals that with the integrated harness and zero delay lanyard attached, level flight ejection should be initiated at 500 feet above terrain for upward ejec- tion and at 800 feet for downward ejection. Without the zero delay lanyard attached, ejection should be initiated at 800 feet above the terrain for upward ejection and at 1100 feet for downward ejection. Ejection must be ini- tiated at higher altitudes when in steep descent or dives. The highest degree of survival results from level flight escapes at altitudes above 2000 feet. When in a diving attitude, the highest degree of survival results from escapes at altitudes above 10, 000 feet. Low Altitude Ejection In order to provide for improved low altitude escape capability, a system incorporating a 1-second lap belt and integrated harness delay and a 0-second parachute delay ("one and zero" system) is provided for the ejec- tion seat systems. This system makes use of a zero WARNING FOR MAXIMUM SAFETY DURING CLIMBOUT, THE LANYARD SHOULD BE DISCONNECTED IMMEDIATELY UPON LEAVING THE LAN- YARD CONNECTED AREA. TO AVOID DIS- TRACTION DURING CRITICAL PHASES OF FLIGHT SUCH AS DURING INSTRUMENT OR FORMATION FLIGHT IT IS PERMISSIBLE TO DELAY DISCONNECTING THE LANYARD TO ANY POINT WITHIN THE OPTIONAL AREA. IF THE AIRCRAFT SHOULD EXCEED THE OPTIONAL AREA, THERE IS NO CAUSE FOR GRAVE ALARM UNLESS THE AIRCRAFT CANNOT BE RETURNED TO THE OPTIONAL AREA, OR THE LANYARD CANNOT BE DIS- CONN ECTED BEFORE EJECTION IS INI- TIATED. IN ANY EVENT, WHEN CHART LI- MITS ARE EXCEEDED, DISCONNECT THE LANYARD AS SOON AS POSSIBLE TO MINI- MIZE TIME IN THE UNSAFE AREA. DO NOT CONNECT ZERO DELAY LANYARD TO PARACHUTE RIPCORD T-HANDLE WHEN USING DOWNWARD EJECTION SEAT EQUIP- PED WITH A MAN-SEAT SEPARATOR. NOTE THIS IS A VARIABLE PRESSURE ALTITUDE SINCE IT IS ALWAYS 2000 FEET ABOVE TERRAIN. Zero Delay Lanyard iinaviiiiiiHBHHaiiiRii Engagement Requirements 319 Figure 3-2 A. Changed 15 August 1960 3-16A ion T.O. 1B-52G-1 delay lanyard that connects the parachute timer knob to the parachute ripcord T-handle. At low altitudes, this zero delay lanyard must be connected to the ripcord T-handle, thus providing parachute actuation imme- diately after separation of the aircrew member from the ejection seat. WARNING [ On airplanes BEEBI Plus EQ , do not connect the zero delay lanyard to parachute ripcord T-han- dle when using a downward seat. Recent investigation has shown that, on downward ejec- tion at low altitudes (below 2000 feet), the possibility exists of holding the ejection ring too long to allow separation from the seat prior to ground contact. This delay, coupled with the inherent stability of the down- ward seat, can be fatal. To avoid any delay in para- chute opening when clearing the seat, it is imperative that the zero delay lanyard be hooked during flight at or below 2000 feet (figure 3-2A). Release ejection trigger ring immediately upon clearing airplane and kick free from the seat with positive action. At all other altitudes and airspeeds, the lanyard must be disconnected from the ripcord T-handle, thus allowing the parachute timer to open the chute below critical parachute opening speed and below the parachute timer altitude setting (figure 3-2A). A ring is attached to the parachute harness to provide for stowage of the lanyard hook when it is not connected to the parachute ripcord T-handle. This "hookup and "unhook" must be done manually by the aircrew member. WARNING Manually pull the ripcord T-handle immediately following seat separation for all ejections below 14, 000 feet. This is a strictly precautionary measure since the parachute should deploy au- tomatically. ____ ESSI Plus IM I In order to provide for completely automatic separa- tion of crew member from seat, the downward ejection seats on these airplanes are equipped with a man-seat separator. WARNING WARNING G As soon as the integrated harness releases, a determined effort must be made to separate from the seat to obtain full parachute deploy- ment at maximum terrain clearance. This is extremely important for low altitude ejections. Proper hookup of zero delay lanyard is manda- tory to obtain parachute opening with the least possible delay. If not hooked, a 1-second de- lay will occur before parachute opening sequence begins. Do not connect zero delay lanyard to parachute ripcord T-handle when using seat equipped with a man-seat separator. iSEEl Plus lM I The seats are one-control seats with two nylon straps installed in the seat under the survival kit and para- chute. A reel-type ballistic actuator is connected to the integrated harness release actuation system. The nylon straps are connected to a jackshaft driven by the reel-type actuator. During ejection immediately after integrated harness release, the reel-type actuator pulls the nylon straps tight to provide automatic controlled separation of the seat occupant from the seat. Since this is completely automatic, the time delay incurred 3-16B Changed 15 February 1961 From RareAviation.com 1.0. 1B-52G-1 Section II by a crew member making a conscious physical effort to kick free of the seat is eliminated. Further, injured or unconscious crew members will be automatically separated from the seat and parachute deployed fol- lowing ejection. The automatic man-seat separator lowers the minimum altitude at which ejection may be safely initiated thus improving low altitude escape capa- bility. With the man-seat separator installed, a modi- fied B-5 parachute with C-9 canopy, and an F-1B timer, the emergency minimum ejection altitude is 300 feet above the terrain. Ejection Speeds Recent study and analysis of escape techniques from aircraft have revealed that ejection accomplished at airspeeds ranging from 120 knots to 525 knots IAS results in relatively minor forces being exerted on the body, thus reducing the injury hazard. Appreciable forces on the body will be experienced when ejection is performed at airspeeds of 525 to 600 knots IAS and es- cape is more hazardous in this speed range than at lower airspeeds. Above 600 knots IAS, ejection is extremely hazardous because of the ejection forces to which the body is subjected. The zero second delay parachute! configuration used for low altitude escape is restricted to velocities up to approximately 400 knots IAS because! of excessive chute opening shock forces at higher speeds? Whenever circumstances permit, slow the airplane dowi > as much as possible prior to ejection. When ejecting at low altitudes, pull the nose of the airplane above the! horizon if at all possible and use excess speed to gain altitude. Eject at the lowest practical airspeed above 120 knots IAS ("lowest practical" would be that speed below which level flight cannot be maintained). The need to be at the lowest possible airspeed down to 120 knots IAS prior to ejection is predicated on many fac- tors such as avoiding bodily injury, precluding para- chute or seat structural failure, and providing adequate tail clearance. Below 120 knots IAS, airflow is not sufficient to assure rapid parachute deployment. There- fore, it becomes extremely important during low alti- tude ejection to obtain at least 120 knots IAS, if pos- sible, to assure complete parachute deployment at the greatest height above the terrain. During high altitude ejection, observing this minimum airspeed (120 knots IAS) becomes less important since there is adequate time (altitude) for parachute deployment. NOTE These are emergency minimums. Ejection should be started at or above 2000 feet, if possible. 1. All figures applicable to LEVEL FLIGHT only and are to be used only as guides. They are optimistic for diving attitudes and conservative for climbing attitudes. 2. All altitudes given are contingent upon separation from the seat without delay follow- ing ejection. 3. Zero second parachute figures, used during takeoff and landing only, are applicable to airspeeds from 120 to 400 knots IAS. 4. All figures apply to modified B-5 parachute and 1-second harness and lap beltrelease. WARNING | Emergency minimum ejection altitudes quoted in this table were determined through extensive flight tests and are based on distance above terrain on initiation of seat ejection (i.e., time seat is fired). These figures do not provide any safety factor for such matters as equipment malfunction, delays in separating from the seat, etc. These figures are quoted only to show the minimum altitude that must be achieved in the event of such low altitude emergencies as fire on takeoff. They shall not be used as the basis for delaying ejection when above 2000 feet since accident statis- tics show a progressive decrease in successful ejections as altitude decreases be- low 2000 feet. Therefore, whenever possible, eject above 2000 feet. 1 SECOND PARACHUTE 0 SECOND PARACHUTE F-1B Timer Lanyard Hooked To Ripcord T-Handle 0-9 Canopy C-9 Canopy UPWARD EJECTION M-3 CATAPULT 125 Ft 0 Ft DOWNWARD EJECTION M-4 CATAPULT E3ESI Less ESI&ES3 500 Ft 400 Ft BESS plusCS&tffl 300 Ft Emergency Minimum Ejection AltitudesLevel Flight 307 Figure 3-3. Changed 15 February 1961 3-17 CHECK SAFETY BELT LOCKED AND TIGHT, OXYGEN MASK FIRMLY SE- CURED, HELMET VISOR DOWN, BAIL- OUT BOTTLE RELEASE KNOBPULLED. RAISE ARMRESTS, PLACE FEET FLAT ON FLOOR, AND HEAD AGAINST HEAD- REST.SQUEEZE ARMING LEVER RELEASE TO RELEASE ARMING LEVER.Figure 3-4 (Sheet 1 of 5). 3-18 Changed 15 May 1960 From RareAviation.com TO. 18-526-1 ROTATE ARMING LEVERS UPWARD TO LOCKED ARMING POSITION. SQUEEZE FIRING TRIGGER TO FIRE CATAPULT AND EJECT SEAT. Ejection NOTE EQUIPMENT SHOWN MAY NOT BE TYPICALBailout Procedures Figure 3-4 (Sheet 2 of 5). Changed 15 May 1960 3-19 CHECK SAFETY BELT LOCKED AND TIGHT, OXYGEN MASK FIRMLY SE- CURED, HELMET VISOR DOWN, BAIL- OUT BOTTLE RELEASE KNOBPULLED. PLACE HEAD AGAINST HEADREST AND GRASP BOTH ARMING LEVERS. TWO-CONTROL SEAT Bum > Less HI 3-1-600 C. GRASP BOTH ARMING LEVERS AND SQUEEZE ARMING LEVER RELEASE.I Figure 3-4 (Sheet 3 of 5). 3-20 Changed 15 May 1960 From RareAviation.com 7.0. 1B-52G-1 D. ROTATE BOTH ARMING LEVERS UP- WARD AND FORWARD TO THE LOCKED POSITION. E. PULL FEET FULL BACK AGAINST SEAT, THUS TRIPPING ANKLE RESTRAINT TRIGGERS WITH LEGS TO POSITION ANKLE RESTRAINTS. GRASP CATAPULT FIRING TRIGGER RING FIRMLY AND PULL UP TO FIRE CATAPULT AND EJECT SEAT. NOTE EQUIPMENT SHOWN MAY NOT BE TYPICALa Ejection Bailout Procedures (Cont) 308 Figure 3-4 (Sheet 4 of 5). Changed 15 May 1960 3-21 ONE-CONTROL SEAT imk Pius m A. CHECK SAFETY BELT LOCKED AND TIGHT, OXYGEN MASK FIRMLY SE- CURED, HELMET VISOR DOWN, BAIL- OUT BOTTLE RELEASE KNOB PULLED. B. PLACE HEAD AGAINST HEADREST. C. PULL FEET FULL BACK AGAINST SEAT, THUS TRIPPING ANKLE RESTRAINT TRIGGERS WITH LEGS TO POSITION ANKLE RESTRAINTS. D. GRASP EJECTION CONTROL TRIGGER RING AND PULL CONTINUOUSLY TO ROTATE LEG GUARDS, FIRE CATAPULT AND EJECT SEAT. aEjection Bailout Procedures (cont) 3oa Figure 3-4 (Sheet 5 of 5). 3-22 Changed 15 May 1960 From RareAviation.com 7.0. 1B-52G-1 Section III Ejection Procedures The "Regular Crew Member Ejection Bailout Check- list" is provided to ensure that each crew member can utilize the escape system in a minimum amount of time. Seat operation is shown in figure 3-4. Provisions are made in the checklist for integration of additional crew members bailout of the manual (nonejection) type. REGULAR CREW MEMBER EJECTION BAILOUT CHECKLIST Minimum Preparatory Steps 1. WARN CREW (P) Pilot announces over interphone, "Prepare for bailout. " If the interphone is inoperative, only the bailout execution order will be given and there will be no preparatory signal. To accomplish this, pilot places the emergency alarm switch to ABANDON. Any time the pilot gives the abandon (steady) signal when above the minimum altitude for ejection or bailout, personnel will immediately abandon the airplane. 2. GIVE ABANDON SIGNAL (P) Pilot gives abandon-airplane signal by interphone and by placing the emergency alarm switch in ABANDON position. Bailout should be conducted in the order briefed. The navigator is ejected prior to the radar navigator in order to make this hatch available for bailout in case an ejection seat in the compartment fails or for use by extra personnel aboard. Extra crew members will commence bail- out immediately following navigator in order briefed. The radar navigator waits to inform the pilot that all crew members using the navigator's escape hatch have left before ejecting himself. If time permits, each crew member will inform pilot just before leaving the airplane. NOTE LLW ESE3 Less W The radar navigator's interphone switch is located on the escape hatch; therefore, he must not rotate his ejection seat arming levers until the ad- ditional crew members have bailed out. However, if the hatch has been jettisoned, interphone transmissions can be made by holding the inter- phone selector switch in CALL. WARNING D In the event of fire in the forward wheel well area, the jettisoning of an es- cape hatch will cause smoke and flames to be drawn into the crew compart- ment. Therefore, the jettisoning of an upward escape hatch prior to egress of all lower deck crew members could seriously hamper their escape. G Under flight conditions of high cabin pressure differential, the best indica- tion of a hatch having been jettisoned will be a rapid decompression within the crew compartment. 3. Reduce Airspeed - Reduced (P) Pilot reduces airspeed to minimum controllable speed. Changed 15 February 1961 3-22 A and 3-22 B T.O. Ik-526-1 Section III REGULAR CREW MEMBER EJECTION BAILOUT CHECKLIST (Cont) 4. Trim for Level Flight - Trimmed (P) Pilot trims the airplane for level flight and engages the autopilot. NOTE At extremely low altitudes, it is recommended that the nose of the airplane be pulled up in a "zoom up" maneuver during ejection to provide more time for parachute deployment. If an open hatch or bomb bay is being used for bailout however, the airplane should be trimmed for level flight. Upward Seat Ejection (P-CP-EW-G) 1. Acknowledge Warning - Acknowledged Acknowledge the pilot's warning signal in the normal crew report sequence. 2. FASTEN SAFETY BELT Crew member checks safety belt and parachute harness fastened, oxygen mask and chin strap fastened, and helmet visor down. 3. Pull Bailout Bottle Release Cord - Pulled Pull bailout bottle release cord on receiving the pilot's signal to abandon the airplane if above altitude where normal breathing is possible. 4. Assume Position - Accomplished Raise armrests, place feet flat on floor, elbows in guards, head back against headrest, and sit erect. 5. ROTATE ARMING LEVERS Rotating either or both arming levers forward and upward to their full travel locks the inertia reel, stows the control column (on pilots' seats) or gunner's stowable control unit (gunner's seat), jetti- sons the escape hatch, and arms the seat. WARNING If the control column or gunnery control unit fails to stow automatically, it should be stowed manually to prevent possible injury. 6. SQUEEZE TRIGGER Squeeze either trigger against the arming lever to fire the seat. The integrated harness release will operate automatically 1 second after ejection and release the safety belt and parachute shoulder straps from the seat. If the automatic feature fails, pull the yellow integrated harness release handle loca- ted on the left side of the seat to manually accomplish release. The automatic timer will start to op- erate at preset altitude, then, after the delay set on the timer expires, the parachute will open, or, if bailout occurs below the preset altitude, 1 second after separating from the seat. The parachute arming lanyard must be pulled if integrated harness is released by actuation of integrated harness release handle. Pulling the ripcord T-handle will override the automatic device and open the para- chute immediately. Changed 15 November 1960 3-23 From RareAviation.com Section III 7.0. 18-520-1 REGULAR CREW MEMBER EJECTION BAILOUT CHECKLIST (Cont) WARNING G If the trigger does not fire the catapult, lift the manual catapult initiator pin-pull release handle and draw the pin-pull cylinder forward to remove the pin from the catapult initiator. G Immediately after ejection, release arming levers and kick free of seat with positive action. Experience has shown many casualties caused by people freezing in the seat. If the safety belt and parachute harness are manually released, pull the parachute arming lanyard immediately after separation from the seat. O If parachute automatic opening device obviously has failed, pull the rip- cord T-handle manually to open the parachute. Manually pull ripcord T-handle to open automatic parachutes for all ejec- tions below 14, 000 feet. NOTE Pull survival kit release as soon as stable in parachute to lessen impact shock. O If the seat fails to eject, remove survival kit and proceed with nonejection manual bailout. Pull survival kit release handle, then pull integrated har- ness release handle. Occupant can then leave seat wearing the parachute and safety belt. Downward Seat Ejection (N-RN) 1. Acknowledge Warning - Acknowledged Acknowledge the pilots warning signal in the normal crew report sequence. 2. FASTEN SAFETY BELT Crew member will check safety belt and parachute harness fastened, oxygen mask and chin strap fas- tened, and helmet visor down. WARNING Do not attempt downward ejection with safety belt unfastened under any circumstances. 3. Pull Bailout Bottle Release Cord - Pulled Pull bailout bottle release cord on receiving the pilot's signal to abandon the airplane if above altitude where normal breathing is possible. 4. Assume Position - Accomplished Head back against headrests. Sit erect. If legs are not already in the ankle restraints, press legs against restraint triggers. On airplanes I3H1FE023Less El , legs should be placed in the ankle re- straints after rotation of the arming levers to insure ankle restraint actuation. 3-24 Changed 15 May 1961 7.0. 1B-52G-1 Section III REGULAR CREW MEMBER EJECTION BAILOUT CHECKLIST (Cont) NOTE If it is necessary to leave the seat after preejection arming, the ankle re- straints can be released by rotating down and away from the centerline of the seat. If the seat (now armed) is reoccupied with intent to eject, the ankle restraints should be closed manually around the legs. 5. ROTATE ARMING LEVERS (TWO CONTROL SEAT) B2EEJ ESE9 Less Bgj Squeeze either one or both arming lever releases and rotate either one or both arming levers upward and forward to the limit of their travel. This action will cock the ankle restraint triggers, lock the shoulder harness inertia reel, release the trigger ring upward to a "ready" position, stow the table, jettison the escape hatch, and arm the seat. WARNING If the writing table fails to stow automatically, it should be stowed manu- ally to prevent possible injury. 6. PULL TRIGGER RING Grasp the trigger ring with both hands and pull. The integrated harness release will operate auto- matically 1 second after ejection and release the safety belt and parachute shoulder straps from the seat. On airplanes Plu*0H, the man-seat separator throws seat occupant clear of seat imme- diately after integrated harness release. If the automatic feature fails, pull the yellow integrated har- ness release handle located on the left side of the seat to manually accomplish release. The automatic timer will start to operate at preset altitude, then, after the delay set on the timer expires, the para- chute will open, or, if bailout occurs below the preset altitude, 1 second after separating from the seat. The parachute arming lanyard must be pulled if integrated harness is released by actuation of the integrated harness release handle. In either case, pulling the ripcord T-handle will override the automatic device and open the parachute immediately. WARNING The ring must be held tightly during ejection to prevent flailing of the arms. To prevent injury, the elbows must be kept in. against the body when pulling the trigger ring. In the event the trigger ring does not fire the seat, the catapult initiator safety pin may not have been retracted. Pull upward on the manual safety pin-pull release handle on the left side of the seat and again attempt ejection. O If the safety belt and/or parachute harness are manually released, then pull the arming lanyard immediately after separation from the seat. O If parachute automatic opening device has obviously failed, pull ripcord T-handle manually to open the parachute. G Manually pull ripcord T-handle to open automatic parachutes for all ejec- tions below 14, 000 feet. NOTE G If the trigger ring is accidentally dropped, the ring can be recovered by unlocking the inertia reel which will permit leaning forward to recover the ring. To unlock the inertia reel, move the control handle to the locked position, then move the handle to the unlocked position. Be cer- tain to lock the inertia reel after recovering the trigger ring. G Pull survival kit release as soon as stable in parachute to lessen impact shock. Changed 15 May 1961 3-25 From RareAviation.com Section I J] T.O. 18-526-1 REGULAR CREW MEMBER EJECTION BAILOUT CHECKLIST (Cont) NOTE If the seat fails to eject, remove survival kit and proceed with nonejection manual bailout. Pull survival kit release handle, then pull integrated har- ness release handle. Occupant can then leave seat wearing the parachute H and safety belt. On airplanes HAW VWiit Less Iffl, the possibility exists, on downward ejections at low altitudes (be- fore 2000 feet), of holding the ejection ring too long to allow separation from the seat prior to ground contact. This delay in releasing the trigger ring coupled with inherent stability of the downward seat can be fatal. WARNING BlHkl EZEZQ Less BQ Proper hookup of zero delay lanyard is mandatory to obtain parachute open- ing with least possible delay. If not hooked, a 1-second delay will occur be- fore parachute opening sequence begins. ___ SEEQ Plus KQ G Do not connect the zero delay lanyard to the parachute ripcord T-handle. NONEJECTION (MANUAL) BAILOUT If a regular crew member's ejection seat malfunctions or he is out of the crew compartment, it will be nec- essary to make a nonejection manual bailout. The air- plane will be trimmed for straight and level flight. If additional crew members are aboard, they must make manual bailouts (figure 3-2). The minimum safe alti- tude for nonejection bailout is 500 feet above the ter- rain. Because of a lack of interphone communication aft of the crew compartment, only the aft equipment compartment hatch may be used without prearrange- ment with the pilot since all other methods require coordination with the pilot. Emergency alarm lights are provided at all exit points however. All crew com- partment manual bailouts should be made through the downward ejection hatches. Down Ejection Hatch Bailout The open downward ejection hatch from which the ejec- tion seat has ejected (figure 3-5) is recommended for bailout of additional crew members (IN, DI, and IP), for regular crew members whose seats may have mal- functioned, and for bailout of injured personnel by at- tachment of the static line. Aft Equipment Compartment Bailout Bailout through the aft equipment compartment escape hatch (figure 3-5) is the only method of bailout aft oi the crew compartment which is controlled by the crew member independent of the pilot. No interphone com- munication is available at this station. The hatch jet- tison handle must be pulled up after the safety lockpin has been removed in order to jettison the hatch door. Bailout is accomplished facing forward. On airplanes ?lur EQ or W (with GAM-72 launch gear in- stalled), bailout from the aft equipment compartment cannot be accomplished since inflight movement of a crew member to this area is impossible while wearing or carrying a parachute. Bomb Bay Bailout Bailout from the bomb bay may be accomplished pro- vided that the doors have been opened by prearrange- ment with the pilot or the radar navigator and time is available to reach the bailout position at the forward end of the bomb bay. No interphone communication is available at this station. Due to the length of the bomb bay, no special technique is necessary; the crew member drops out from the walkway, taking care not to hit either side of the opening. WARNING WARNING Regular crew members must remove the sur- vival kit (figures 1-53 and 4-68) before leaving his seat to bail out manually since the bulk of the kit would hamper or prevent egress. Bailout procedures for the downward ejection hatch opening are given in the "Additional Crew Members Manual Bailout Checklist." flunMorW I With GAM-72 launch gear installed, bailout from the bomb bay cannot be successfully ac- complished with the launch gear extended since the probability of contact with the gear or mis- sile presents a definite hazard to survival. 3-26 Changed 15 May 1961 T.O. 1B-52G-1 Section III ADDITIONAL CREW MEMBER MANUAL BAILOUT CHECKLIST NOTE The open navigator's escape hatch is used for bailout of additonal crew members (IN-DI-IP). The open radar navigator's escape hatch may be used with equal success. It is necessary that the airplane be under con- trol and the airspeed be reduced to 275 knots IAS or less with the landing gear retracted. If the landing gear is extended, the airspeed should be reduced to 250 knots IAS or less. 1. Acknowledge Warning - Acknowledged Acknowledge the pilot's warning signal in the order briefed and proceed immediately to the lower deck. 2. Check Equipment - Checked NAVIGATORS ESCAPE HATCH AFT EQUIPMENT COMPARTMENT HATCH 2-1-223-2 GEAR UP 275 KNOTS IAS OR LESS GEAR DOWN 250 KNOTS IAS OR LESSManual Bailout Procedures 305 Figure 3-5. Changed 15 November 1960 3-27 From RareAviation.com Section III T.O. 1B-52G-1 ADDITIONAL CREW MEMBER MANUAL BAILOUT CHECKLIST (Cont) 3. Pull Bailout Bottle Release Cord - Pulled If walkaround oxygen bottle is used, pull bailout bottle release cord and disconnect walkaround bottle just before leaving the airplane. 4. BAIL OUT AND PULL PARACHUTE ARMING LANYARD Assume position facing forward and crouch with hands placed on the compartment floor on each side of the hatch opening. Draw arms and legs in close to body. Exit head first, faced away from the slip- stream, by rolling forward and downward through the opening. Hold parachute arming lanyard if using an automatic parachute. Be sure to dudk head and crouch as much as possible to avoid hitting forward part of hatch. No serious turbulence exists in the area inside the open hatch. Altitude does not play a part in clearing the airplane satisfactorily. Pull parachute arming lanyard simultaneously with leaving the airplane if using an automatic parachute. If bailout is accomplished above preset altitude, the automatic timer will start to operate at preset altitude, then, after the delay set on the timer ex- pires, the parachute will open. If bailout is accomplished below preset altitude, parachute will open in 5 seconds. In either case, pulling the ripcord T-handle will override the automatic device and open the parachute immediately. WARNING | O Avoid bailout from either of the lower escape hatches at airspeeds above 275 knots IAS. Between 275 and 305 knots IAS, there is increasing risk of bodily injury in clearing the opening. At airspeeds above 305 knots IAS, serious bodily injury would probably be sustained regardless of the technique used. The above figures should be reduced by 25 knots if the landing gear is extended. Do not attempt to bail out from the side of the escape hatch as this type of bailout cannot be made in a crouched position. Bailout with the body in an extended position would result in bodily injuries even at moderate airspeeds. If parachute opening device has obviously failed, pull the ripcord T-handle manually to open the parachute. EMERGENCY INFLIGHT MOVEMENT EMERGENCY DESCENT An inflight emergency may make it necessary to send a crew member from the forward crew compartment to the unpressurized portion of the fuselage. A para- chute must be worn or carried while traversing the crawlway and its presence in either case will make the movement considerably more difficult and lengthy. There are no oxygen recharge points in the crawlway. Emergency alarm lights along the crawlway are the only means of communication (there are no interphone stations in the crawlway) and must be monitored closely by the crew member in the crawlway. This movement should be made below 10, OOO-foot pressure altitude. NOTE A time delay (up to 2 minutes) may be expected between the time that the cabin pressure is dumped and residual pressure can be depleted, allowing the pressure door to be opened. This procedure involves flying a descent speed schedule which is determined by the initial buffet limit and should not be used unless it is necessary to descend to a low altitude at the maximum rate of descent. If buffeting is encountered, it can be stopped by reducing the speed of the airplane or by lowering the airbrakes to position 4. Do not subject the airplane to negative "g" maneuvers or nose down flight attitudes more severe than is necessary to maintain the emergency descent speed schedule. Maintain a push force of 30 to 40 pounds on the control column, using the stabilizer trim to keep this force constant during the descent down to an altitude of 20,000 feet. Below 20, 000 feet, this control force may be trimmed out. 3-28 Changed 15 August 1960 T.O. Ik-526-1 Section III EMERGENCY DESCENT CHECKLIST 1. THROTTLES IDLE - (P-CP) Copilot will place GAM-77 engine control knobs in IDLE (if applicable). 2. GEAR DOWN (CP) WARNING Temporary loss of stabilizer trim may occur during landing gear exten- sion. 3. AIR BRAKES SIX (P) Raise airbrakes to position 4 initially, then to position 6 only after the landing gear is down and locked. >********************v CAUTION ' ******************** Severe pitchup will be encountered at any altitude if nose down stabilizer trim is not started prior to raising airbrakes. This pitchup becomes less severe at lower altitudes and lower speeds or with less than full airbrake extension. WARNING To prevent loss of airplane control due to possible simultaneous loss of airbrakes and stabilizer trim, a push force of 30 to 40 pounds should be maintained on the control column when using full airbrakes above 20, 000 feet altitude. Below 20, 000 feet, this control force may be trimmed out. 4. SWELL CONTROL PANEL SAFE (IF INSTALLED ) (P) 5. Descend to Safe Altitude at Buffet (P) This speed schedule is shown in Part 8 of the Appendix. Maintain rate of descent less than limit shown in Section V. EMERGENCY ALARM SIGNALS NOTE The interphone must be considered the primary means for crew warning in the crew compart- ment. The emergency alarm lights will be the only means of crew warning outside the crew compartment. The crash landing, ditching, and bailout alarm light signals are as follows: For bailout, one long steady light signal. This is obtained by placing the emergency alarm switch in ABANDON position. In addition, on airplanes IHiliil EUSlFPIos BQ, a steady signal is obtained when either the pilot's or copilot's control column is stowed dur- ing the ejection sequence. For crash landing or ditching, an alert (flashing light) signal. This signal is obtained by placing the emergency alarm switch in ALERT position. The alert signal will remain on until all crew members have acknowledged over interphone. If interphone notification is not pos- sible, the emergency alarm switch will be placed in ALERT position just prior to touchdown as a signal to brace for impact. Use of ABANDON position after con- tact with the ground will be the signal to exit from the airplane. Changed 15 November 1960 3-29 From RareAviation.com Section III T.O. Ik-526-1 warning") After the alert signal has been given to warn the crew to stand by for ditching or crash landing, it must be realized that the situation which dictated the pilot's decision to crash land or ditch may become so critical that the pilot will decide a bailout is mandatory. Therefore, if the abandon (steady) signal is given, the crew should abandon the airplane immediately. pilot to receive an acknowledgement of his bailout com- mand prior to initiating his own ejection sequence. If the pilot determines the airplane is out of control and immediate egress is mandatory, he will announce "Bail out, bail out," over interphone. Upon hearing this com- mand, all personnel will initiate immediate action to abandon the airplane as expeditiously as possible. Be- fore his own ejection, the pilot will determine insofar as possible that all other crew members have left the airplane. TAKEOFF AND LANDING EMERGENCIES At any time an emergency arises which may progress to a point where loss of airplane control is possible, the pilot will alert all aboard over interphone to pre- pare for bailout. It is recognized that emergencies can arise where loss of airplane control may be ex- perienced without sufficient warning to allow the pilot to alert the crew before giving the command to bail out. Furthermore, in these cases, time will not permit the Aborted Takeoff In event a takeoff emergency arises as a result of en- gine fire, tire failure, fire during ground roll, or other airplane malfunction necessitating an aborted takeoff, the procedure to be followed for aborting shall always be the same. Refer- to the following checklist for a standard step-by-step procedure for aborting takeoff. ABORTED TAKEOFF CHECKLIST 1. THROTTLES IDLE (P) 2. AIRBRAKES SIX (P) 3. DEPLOY CHUTE (CP) The drag chute should be deployed at airspeeds above 90 knots. See "Airspeed Limitations, " Section V, for maximum deployment speed. 4. APPLY BRAKES (P) Full brakes should be applied with the antiskid switch ON. 5. GAM-77 ENGINE CONTROL KNOBS OFF (CP)CAUTION A ground loop should not be attempted at heavy gross weights since struc- tural failure may occur at speeds above 30 knots. A turn of any kind should not be attempted unless conditions straight ahead appear more hazardous. TAKEOFF OR LANDING WITH BADLY UNBALANCED TIRE The landing gear can be seriously damaged under high speed taxiing conditions (such as takeoff or landing- ground run) with a badly unbalanced tire. A blowout and subsequent high speed wheel rotation may result in partial disintegration of the tire and cause such an unbalance. Therefore, prior to every takeoff follow- ing a braked landing or refused takeoff, a visual in- spection should be made to determine the safe condi- tion of the tires. In addition, if a tire failure is sus- pected on takeoff before decision point is reached, the takeoff should be discontinued. If a tire failure should occur after decision point is reached, brakes should be applied immediately after the airplane leaves the ground to minimize possible resultant vibration. Landing gear should not be retracted until wheel rotation has stopped. Reduce gross weight to a minimum prior to landing with a badly unbalanced tire. Touch down and apply braking as required to minimize wheel speed and landing gear oscillations. On reaching end of roll, inspect tire to determine if taxiing can be accomplished without dam- age to airplane. 3-30 Changed 15 November 1960 7.0. 1B-52G-1 Section III LANDING WITH PARTIAL GEAR CHECKLIST One Main Gear Retracted or One Forward and One Rear Gear Retracted on Opposite Sides 1. Reduce Gross Weight - Accomplished (P) Reduce gross weight to absolute minimum, if possible. Landing gear loading at 200, 000 pounds with one gear retracted corresponds to a 400, 000-pound landing with all gears extended. Weight reduction can be accomplished by flying at low altitude and high thrust settings with landing gear extended. 2. Accomplish Normal Landing (P-CP) Make normal approach with airbrakes in position 2. Touch down on main gears simultaneously at the minimum rate of descent. Hold the wings level and apply minimum braking and steering. Use all of the runway if necessary to stop the airplane on minimum braking. WARNING G Do not move steering ratio selector lever to TAXI during ground roll. Even if the retracted gear is a forward gear, sufficient steering normally should be available. O Stop the airplane straight ahead on the runway. Do not attempt to taxi with gear retracted. One Forward and One Rear Gear Retracted on Same Side 1. Check Weight Distribution - Checked (CP) The lowest possible gross weight must be attained for landing. The fuel remaining should be in the main tanks except that 5000 pounds of fuel from the main tanks on the side with the gear failure should be transferred to the outboard wing tank on the side that has the extended gear. Full lateral trim plus partial lateral control will be required at all flaps down speeds to compensate for asymmetrical fuel loading. Fuel should be depleted from the main tanks on the side with the gear failure and boost pumps turned off. NOTE If time is available, a controllability check should be made to determine the control characteristics which will be encountered on landing. This check is described under "Stall or Controllability Checks" in Section VI. 2. Open Crossfeed Valves 9, 10, 11 & 12 - Opened (CP) The landing should be made by operating all engines on the fuel remaining in the main tanks on the side with gear extended. Changed 15 November 1960 3-31 From RareAviation.com Section III 7.0. Ik-526-1 LANDING WITH PARTIAL GEAR CHECKLIST (Cont) 3. Accomplish Normal Landing (P-CP) Make normal approach with airbrakes in position 2. Touch down with both main gears simultaneously at the lowest possible rate of descent. Hold the wings nearly level with the tip gear on the side with the extended main gear riding firmly on the runway. Apply minimum braking and steering. Use all of the runway if necessary to stop the airplane on minimum braking. WARNING G Do not move the steering ratio selector lever to TAXI during ground roll. G Stop the airplane straight ahead on the runway. Do not attempt to taxi the airplane. Both Forward Gears Retracted It is not recommended that a gear down landing be made when the forward landing gear cannot be extended. In such a case, all extended landing gear should be retracted if a crash landing must be made. Both Rear Gears Retracted WARNING I r.'zrui Plus M or IS With GAM-72 installed, it is recommended that prior to attempting to land with both rear gear retracted, all missiles aboard the airplane be jettisoned over an uninhabited area in order to minimize fire hazard on landing. NOTE When the rear main landing gears will not extend but the landing conditions are otherwise favorable, a landing on the runway with the forward and tip gears extended is recommended. This will probably result in less damage to the airplane than crash landing off the runway. The fire hazard due to the location of the fuel vent in the bottom of the fuselage is a small addi- tional risk in a rear gear up landing on concrete. 1. Reduce Gross Weight - Accomplished (P) Reduce gross weight to an absolute minimum. Weight reduction can be accomplished by flying at low altitudes and high thrust settings with the landing gear extended. 3-32 Changed 15 May 1961 T.O. 1B-52G-1 Section III LANDING WITH PARTIAL GEAR CHECKLIST (Cont) 2. Prepare for Crash Landing - Accomplished (ALL) Perform the crew warnings, etc, outlined under "Crash Landing and Ditching Checklist, " this section. 3. Lower Wing Flaps - Down (CP) 4. Raise Airbrakes - Position 2 (P) Make normal approach with airbrakes in position 2. Touch down in level attitude at lowest possible rate of descent. 5. Close Throttles - CLOSED except 4 and 5 (P) Cut all engines after touchdown except 4 and 5. Idle these engines until brakes and steering are no longer required. 6. Turn Off Generators - OFF (CP) The copilot should shut down all generators when the pilot cuts engines. 7. Close Throttles 4 & 5 - CLOSED (P) 8. Turn Battery Switch Off - OFF (CP) 9. Abandon Airplane (ALL) Remain in positions until airplane comes to a complete stop. Exit through emergency escape hatches (figure 3-6) using escape ropes. One or Both Tip Gears Retracted 1. Check Weight Distribution - Checked (CP) With one tip gear retracted, transfer 3000 pounds of fuel from main tank (1 or 4) on the side of the re- tracted tip gear to the main tank (1 or 4) on the side with the extended gear. With both tip gears re- tracted, if no crosswind exists, maintain a symmetrical fuel loading. If a landing must be made in a crosswind, transfer 1500 pounds of fuel from the main tank (1 or 4) on the downwind side to the main tank (1 or 4) on the upwind side. NOTE If time is available, a controllability check should be made to determine the control characteristics which will be encountered on landing. This check is described under "Stall or Controllability Checks," Section VI. 2. Accomplish Normal Approach & Landing - Accomplished (P-CP) With one tip gear retracted, make a normal approach and landing, holding wings nearly level with the extended tip gear riding firmly on the runway. Apply minimum braking and steering. warning") Stop the airplane straight ahead on the runway. Do not attempt to taxi the airplane except in an emergency which requires clearing the runway. If taxiing is required, make only large radius turns and make all turns away from the extended tip gear if possible. Changed 15 May 1960 3-33 From RareAviation.com Section III T.O. Ik-526-1 LANDING WITH PARTIAL GEAR CHECKLIST (Cont) With both tip gears retracted make a normal approach and landing, holding the wings as level as pos- sible. If a wing starts to drop while at low speeds during landing roll, even though full lateral control is used, a sharp turn toward the dropping wing may assist in bringing it back up. If crosswind crab is used, brake application may tend to cause the airplane to heel over toward the downwind wing. There- fore, brake application should not be heavy until crosswind crab has been centered during the roll. Ap- ply only small forward gear steering corrections during the roll unless steering is used to bring up a wing. WARNING Stop the airplane straight ahead on the runway. Do not attempt to taxi the airplane with the tip gears retracted. LANDING WITH ONE FORWARD GEAR STEERING FAILURE In case steering is lost on one forward main landing gear, the airplane may still be landed without undue concern. As the other main landing gear is turned, a sufficiently large turning moment is introduced to change the direction of the airplane path down the run- way. The main landing gear on which steering has failed will tend to caster and normally will follow the wheels which are turning unless some unusual failure has occurred. More rudder pedal travel along with more rudder pedal force will be required to obtain the same amount of effective steering as when both steer- ing systems are operating. Maintain the airplane in as near a level attitude as possible during the landing roll and, when the airplane slows down to 11 knots, move steering ratio selector lever to TAXI position. NOTE The rudder pedals should be in neutral when the steering ratio selector lever is moved to the TAXI position. Drag chute deployment during a strong crosswind is not desirable since this tends to turn the airplane. If drag chute deployment is necessary, the chute should be jettisoned early. With Engine No. 5 Inoperative When engine No. 5 has failed and reaches a low wind- milling rpm, hydraulic pressure will not be available on the right body system to provide steering control of the right forward landing gear and may result in the forward gear being out of alignment with each other when steering is attempted at slow taxi speed or if a complete stop is made following landing roll. Standby pump pressure is not available to the right forward land- ing gear since the controllable check valve is not ac- cessible to the flight crew. Steering control may be maintained by avoiding slow turns and complete stops. If engine No. 5 has been shut down in flight but is still capable of windmilling, the procedure listed below can be used to maintain hydraulic pressure for the right forward landing gear steering and brake system. How- ever, if the engine has been shut down due to fire and it is not desired to push the engine fire shutoff switch in, this procedure cannot be used as hydraulic supply fluid is not available to the pump with the engine fire shutoff switch out. It will then be necessary to have ground crew open the manual check valve and allow the forward gear to move to alignment by use of standby pressure.The following procedure can be used to turn off of the active runway and to make subsequent turns -while taxiing. After completion of a turn, No. 5 starter switch should be turned OFF to avoid unnecessary motoring during straight-line taxiing. Should the engine starter limitations as listed in Section V be exceeded, a notation to that effect will be entered in Form 781 indi- cating the time used. 1. Push engine No. 5 fire shutoff switch in. 2. Place starter selector switch to GROUND START. 3. With throttle No. 5 in CLOSED, place No. 5 starter switch ON. 4. Increase engine No. 6 rpm a sufficient amount to allow engine No. 5 to be motored at approximately 20% 3-34 Changed 15 May 1960 7.0. Ik-526-1 f Section III rpm by the engine starter. This will supply sufficient hydraulic pressure to steer the airplane throughout a turn. NOTE Approximately 67% rpm will be necessary ini- tially on engine No. 6 in order to obtain 20% rpm on No. 5. No. 6 throttle must be adjusted thereafter to maintain a constant 20% rpm on No. 5. 5. If engine No. 6 is not available, open the air bleed manifold valves and increase appropriate enginess) rpm in order to obtain 20% rpm on engine No. 5. WARNING~| If operating with the air bleed manifold valves open and using engine(s) other than No. 3 or 4, the manifold temperature gage must be moni- tored to ascertain that the red line of 246 C is not exceeded. If the red line is exceeded, ex- cessive temperatures will be introduced into the wing leading edge, creating a fire hazard. 6. After completion of the turn, place No. 5 starter switch OFF. LANDING WITH COMPLETE STEERING FAILURE WARNING G Prior to landing, crosswind crab should never be set if steering has failed on both forward gears. Rotation of the rear gear only will pro- duce turning moments which may result in a high speed ground loop. G If the forward gear steering fails because of complete loss of right and left body hydraulic system pressure, normal brake operation will not be available and braking will be limited to brake accumulator pressure as supplemented by the left and right body systems standby pumps. Only the left front and right rear brakes will re- ceive pressure from the standby pumps. See "Landing With Brake System Failure," this section. With Failure of Forward Crosswind Crab System It is quite unlikely that both of the forward gear steer- ing systems will fail at the same time. This would re- quire that the left and right body hydraulic system main pumps as well as the left body hydraulic system stand- by pump must fail at the same time, or it would re- quire some multiple failure of the steering or hydraulic mechanism. However, if such a combination of fail- ures is encountered, the airplane can be steered by use of the rear gear through actuation of the crosswind crab system which can be supplied pressure by the right body hydraulic system standby pump. Corrections should be made by turning the crosswind crab control knob and pushing the rudder pedals in the direction in which it is desired that the airplane go. For instance, if the airplane is about to run off the right side of the runway, the knob should be turned to the left by a very small amount. This will cause the rear wheels to turn to the right which in turn will result in the airplane turning to the left. If the crosswind crab system is used on the rear gear in order to keep the airplane on the runway, only a very small turning correction should be applied since a small turning angle introduces large turning components. With Complete Failure of Crosswind Crab System If it is known that both forward gear steering systems have failed while the airplane is still in the air and the crosswind crab system is also inoperative, it is rec- ommended that the landing be made at some field which has no crosswind. If no such field is located within the vicinity, the runway selected should be the one with the least amount of crosswind and the one that has the smoothest grading off the runway proper. Without use of the crosswind crab system on the rear gear, only small turns can be made by applying full rudder. Such action will cause the tires to corner slightly, but is only effective down to speeds of approximately 90% of touchdown speed. At speeds below 90% of touchdown speed, the rudder becomes ineffective in producing any change in direction. Some steering at lower speeds can be accomplished by banking the airplane in the di- rection in which it is desired to turn. In this manner a roller skate turning effect is introduced which may aid in keeping the airplane on the runway. If the fail- ure has occurred because of complete loss of hydraulic pressure, limited braking may be available from brake accumulator pressure. Refer to "Landing With Brake System Failure, " this section. If brakes are avail- able, the drag chute should not be deployed unless the wind is straight down the runway since any wind at some angle off the runway will cause the chute to stream in a similar direction with the result that the airplane will turn further into the wind. The chute should be jetti- soned at any time an insufficient amount of directional control is available to keep the airplane on the runway unless an overrun is probable. Changed 15 May 1960 3-35 From RareAviation.com Section III T.O. Ik-526-1 LANDING WITH INSUFFICIENT STEERING ANGLE Under certain emergency conditions on the ground, if a larger steering angle is necessary to control the air- plane, the steering ratio selector lever may be actuated toward the TAXI position. Applying pressure to the steering ratio selector lever steers the airplane further in the direction applied by the rudder pedals. Gaining this additional steering angle with the steering ratio selector lever may require the application of consider- able force. The action must be smooth and firm. WARNING Do not move the steering ratio selector lever to the TAXI position while the airplane is in the air. CAUTION Extreme caution must be exercised to avoid overcontrolling the airplane and causing struc- tural damage. LANDING WITH CROSSWIND CRAB SYSTEM INOPERATIVE One Gear Inoperative If the crosswind crab control knob is turned and the indicator shows that one or more of the gears has not turned with the others, additional checks must be made to determine whether or not the crosswind crab sys- tem should be used for the landing. It cannot be es- tablished from observations made in the cockpit that the crosswind crab system has failed on any one gear since the indicator is electrically connected only to one forward and one rear gear. Therefore, in order to determine if a single or multiple failure has occurred, a visual inspection of the wheels must be made by a member of the flight crew at the wheel well. If it can be determined that crosswind crab has failed on only one gear, a normal crosswind landing can be accom- plished if the crosswind encountered is of such magni- tude to warrant such use. Such a landing should be accomplished using the minimum rate of sink at touch- down so as to minimize the side loads which will be imposed on the misaligned gear. Depending upon the type of malfunction, the misaligned gear normally will caster so that it will trail in approximately the same direction as the remaining wheels. If the crosswind component is of low magnitude, the crosswind gear should not be used and a normal landing made. The decision to accomplish the landing with or without use of the crosswind crab system will depend upon the ex- perience the pilot has had in making crosswind landings without use of the crosswind crab system. Two or Moro Gears Inoperative WARNING Prior to landing, crosswind crab should never be set if forward gear steering has failed on both the forward gears. Rotation of only the rear gears will produce turning moments which may result in a high speed ground loop. If the magnitude of the cross wind is large and the cross- wind crab system has failed on only the rear gear, then a landing may be made using crosswind crab on the for- ward gear only. Under such a condition the gross weight should be decreased as low as possible and the computed crab angle applied to the forward gear by rotation of the crosswind crab control knob. The crab angle setting must not exceed 8 since the misalignment between the front and rear wheels will tend to swing the airplane in a circle which must be counteracted by the forward gear steering as the airplane swings parallel with the run- way. Eleven degrees of steering are available to coun- teract the 80 of misalignment leaving a 30 margin in case the airplane starts heading off the downwind side of the runway. The approach should be made so as to remove most of the drift by crabbing. The landing should be accomplished using the minimum rate of sink at touchdown so as to minimize side loads imposed on the rear gear and, if possible, touch down all gears at the same time. The drag chute may be deployed, but should be jettisoned if it starts to turn the airplane off the runway. This action will be especially noticeable if the runway is icy. Again, the decision to accom- plish the landing with or without use of partial cross- wind crab will largely depend upon the experience the pilot has had in making crosswind landings without use of the crosswind crab system. LANDING WITH SPOILER CONTROL FAILURES In case of partial loss of operation of any of the spoil- ers, sufficient lateral control will be available frpm the remaining spoilers and the rudder to fly the air- plane satisfactorily during normal flaps-up operation. If complete loss of spoiler operation is experienced, the only remaining lateral control available is that which the rudder can provide. In this circumstance, the air- plane can be flown satisfactorily at altitude, but a land- ing should not be attempted. When landing with partial spoiler operation, the airplane will exhibit lower maxi- mum roll rates, and larger control wheel deflections will be required for normal corrections. In order to 3-36 7.0. 18-526-1 Section III reduce lateral control requirements, the crosswind crab system should always be utilized when making any landing in crosswind conditions after partial loss of lateral control has been experienced. Partial Spoiler Failure on One Wing Loss of either an inboard or an outboard group of spoil- ers will result in a loss of approximately one-half the lateral control power in the direction of the affected wing. A normal landing can be made with more nearly equalized lateral control in the following manner: After the flaps are fully extended; raise the airbrakes to po- sition 2. This will cause the airplane to roll toward the side with the operative spoiler groups. Trim the airplane by applying rudder trim toward the wing with the inoperative spoiler group. Approximately two- thirds directional trim will be required. When sta- bilized in a straight flight path, the airplane will be in a slightly banked and sideslipped attitude. Complete Spoiler Failure on One Wing Loss of both inboard and outboard spoiler groups on one side will result in marginal lateral control for landing purposes. However, the remaining lateral control can be used in both directions by establishing a fuel differ- ential between main tanks 1 and 4, the heavier load be- ing on the side with the inoperative spoilers. Obtain the needed weight differential by turning the master refuel switch ON, the defuel valve switch OPEN, and open valves 9 and 22 to transfer fuel from 1 to 4, or open valves 12, 19, and 29 to transfer fuel from 4 to 1. All auxiliary tank fuel flow control switches should be OFF and all auxiliary tank engine feed control switches should be CLOSED. NOTE G Approximately 4000 pounds of fuel differential should contribute sufficient lateral control. G The copilot should monitor fuel transfer closely since the fuel transfer rate is well over 20, 000 pounds per hour. G If time is available, a controllability check should be made to determine the control char- acteristics which will be encountered on land- ing. This check is described under "Stall or Controllability Checks, " Section VI. Rudder trim, rudder, and differential power is still available as an aid to lateral control. Three Spoiler Groups Inoperative With three spoiler groups inoperative, lateral control will be very low and a landing under anything but ideal conditions will be extremely hazardous. Lateral con- trol can be obtained in both directions by extending the airbrakes to position 2 and applying rudder trim, in the manner described above, toward the wing with both spoiler groups inoperative. In addition, the rudder should be used to augment lateral control. A flaps-up landing is recommended. All Spoiler Groups Inoperative With all spoiler groups inoperative, the only roll con- trol available will be that resulting from sideslip pro- duced by the rudder. The time required to establish a roll rate will be extremely long because a sideslip mo- tion must first be established before any roll motion can be effected. A landing under these conditions is not recommended. LANDING WITH STABILIZER TRIM FAILURE If stabilizer trim should fail during flight the airplane can still be flown satisfactorily through proper appli- cation of the elevator control. Normally, at the time of failure, the airplane would be trimmed to fly hands off for that particular weight and eg location. This eg location should be held at approximately the same value by shifting the fuel loading during the remainder of the flight. If such action is not possible or practicable then the eg location may shift as required since the elevator is powerful enough to counteract for a shift within the limits of 18% and 34% MAC as long as the stabilizer fails within its normal operating range. Needless to say the further the eg location moves from the location which existed at time of stabilizer trim failure, the greater the pilot control column forces will be at the original trim speed. The elevator is also sufficiently powerful to permit a safe landing if stabilizer trim fails within its normal operating range. If sufficient fuel re- mains to do so safely, as the airplane approaches the landing base, the eg should be shifted aft to approxi- mately the 30% MAC position by transferring fuel so as to compensate for the nose up trim which will be required as the speed is decreased. Between 3 and 5 of stabilizer nose down trim normally is required when the wing flaps are moved rapidly from the flaps up to the fully extended position. The wing flaps there- fore should be lowered in small increments. While lowering the wing flaps, the airspeed should be allowed to decrease. This will assist in compensating for the out-of-trim condition by keeping the control forces at low level and will require less down elevator or forward control column travel. The change in trim due to wing- flap extension will actually work to the advantage of the pilot and probably result in the requirement of down elevator and a push force on the control column during the final approach. For this reason, adequate up ele- vator travel will be available for producing the final flare. The airbrakes produce a nose up trim so that considerable trading is available between airbrake po- sition and elevator position for obtaining a desirable trim and control situation for such an emergency. If the emergency is such that, even with the aid of air- Changed 15 May 1960 3-37 From RareAviation.com Section III TO. 18-526-1 brakes, little elevator can be made available for land- ing flare, a very flat approach should be made at nor- mal approach speeds by carrying power. Under such conditions it may not be possible to get the tail down far enough with the result that the forward landing gear will touch down first. Such a landing may cause the airplane to porpoise between the forward and rear landing gear. NOTE If time is available, a controllability check should be made to determine the control char- acteristics which will be encountered on land- ing. This check is described under "Stall or Controllability Checks, " Section VI. LANDING WITH WING FLAPS INOPERATIVE Normally landings should not be made with the wing flaps retracted since the touchdown speed is approxi- mately 35 knots higher than for a wing flaps down land- ing. However, if the wing flaps malfunction or some other emergency exists, a safe landing can be made. The gross weight should be decreased to as low a value as practicable in order to keep touchdown speed low. The landing pattern should be similar to that shown on figure 2-19, allowing for the increased airspeed re- quirements. Control response during the entire land- ing pattern will be more positive than that experienced during a normal flaps down landing because of the higher speed requirements for a flaps up landing. WING FLAPS UP LANDING CHECKLIST 1. Accomplish Normal Descent Checklist and Landing Checklist (Except Airbrakes) - Accom- plished (P-CP) The normal checks should be used for a flaps up landing except that the airbrakes should be left down. 2. Compute Landing Data - Computed (CP) The flaps up best flare speed with no airbrakes should be computed. NOTE If time is available, a controllability check should be made to determine the control characteristics which will be encountered on landing. This check is described under "Stall or Controllability Checks, " Section VI. 3. Maintain Flaps Up Landing Airspeed Schedule - Maintained The airspeed on the downwind leg should be 30 knots above the flaps up best flare speed with no air- brakes. This speed should be reduced gradually to 20 knots above best flare on the base leg and 10 knots above best flare when the airplane has rolled out on final approach. The reduction from 20 to 10 knots above best flare speed will not be made until the airplane has rolled out on final approach. Final approach should be planned so as to arrive over the end of the runway with the throttles at IDLE and at a speed as close as possible to best flare speed. NOTE If it is desired to increase the rate of descent to land over some obstacle near the end of the runway, the airbrakes may be extended; however, such action results in extreme nose high attitudes and causes the pilots to have an uncomfortable feeling. This same nose high attitude will result if the touchdown is made with airbrakes extended. Therefore, it is recommended that the approach be made without extending any airbrakes. 4. Touch Down Rear Gear First (Minimum Touchdown Speed) - Accomplished (P) The airplane should touch down with the rear gear first at a speed slightly above the flaps up minimum touchdown speed. caution :: The gross weight must be low enough that the airplane will not touch down above the tire limitation ground speed. This speed, in terms of IAS, is given in Part 9 of the Appendix. 3-38 Changed 15 May 1960 TO. 18-526-1 WING FLAPS UP LANDING CHECKLIST (Cont) 5. Raise Airbrakes - Position 6 (P) Full airbrakes should be extended as soon as all wheels are on the ground. 6. Deploy Drag Chute - Deployed (CP) Observe maximum deployment speed. See "Airspeed Limitations," Section V. Section III 7. Apply Wheel Brakes - Applied (P) If the stop appears marginal, a maximum effort stop may be required. NOTE Any landing made with flaps up can result in a landing roll up to 90% greater than that for a minimum roll, flaps down landing. See the charts in Part 9 of the Appendix for exact information. LANDING WITH BRAKE SYSTEM HYDRAULIC FAILURE It is probable that the only indication of reduced braking capabilities that will be known in advance by the pilot will be the loss of an engine-driven pump which pro- vides normal body system pressure or the loss of pres- sure on either body system. If the loss of a main pump is experienced, pressure can be supplied to the respec- tive system by use of the standby pump. If the loss of system pressure is due to lack or loss of hydraulic fluid, pressure may still be supplied by the standby pump which has a 1-gallon fluid reserve in the standby tank. Further reduction of the fluid supply will result in the loss of braking capabilities as provided by pres- sure from the respective standby pump. Charts and correction factors for stopping distances when brakes are applied at touchdown and for partial braking are included in Part 9 of the Appendix. LANDING WITH BOTH MAIN HYDRAULIC BODY SYSTEM PUMPS INOPERATIVE When landing with standby pumps as the only source of hydraulic pressure, the following procedure should be used: Turn the antiskid system switch off. Normal approach and landing procedure should be followed ex- cept that crosswind crab cannot be used. Deployment of the drag chute and raising of full airbrakes should take place as soon after touchdown as possible. Brake application should take place as soon as the weight of the airplane is on the wheels and should be smooth and firm. Pumping or repeated brake application should be avoided. LANDING WITH BOTH MAIN HYDRAULIC BODY SYSTEM PUMPS AND BOTH BODY SYSTEM STANDBY PUMPS INOPERATIVE When landing with both main body system pumps and their respective standby pumps inoperative, the only source of hydraulic pressure for the forward brakes and slave control pressure for the rear brakes will be from the forward brake accumulators; therefore, the following landing procedure should be used: Reduce the airplane gross weight as low as practicable in order to keep touchdown speed low. Turn the antiskid system switch OFF. WARNING I Prior to landing, the crosswind crab system should not be moved from the neutral position. With steering inoperative the directional head- ing of the gears should be restricted to that of the airplane. Deployment of the drag chute and raising of full air- brakes should take place as soon after touchdown as possible. Brake application should take place as soon as the weight of the airplane is on the wheels. One smooth and firm brake application should be made. WARNING Do not pump the brakes. Pumping will deplete brake accumulator pressure causing complete loss of all braking action. NOTE The number of brake applications available is dependent on the amount of preload in the brake accumulators and the amount of wear on the brake actuating cylinder pucks. If the hydrau- lic system pressure is 3000 psi and the brake pucks are worn the maximum amount allowable, two brake applications will be available. If the system pressure is 3000 psi and the brake pucks are new, seven applications will be available. Changed 15 November 1960 3-39 and 3-40 From RareAviation.com 7.0. 18-526-1 Section III POSITION PRIMARY EXIT ALTERNATE EXIT PILOTS EJECTION SEAT PILOTS ESCAPE HATCH PILOT'S SIDE WINDOW COPILOT'S EJECTION SEAT COPILOT'S ESCAPE HATCH COPILOTS SIDE WINDOW NAVIGATORS EJECTION SEAT BASIC CREW: COPILOT'S ESCAPE HATCH PILOT'S OR COPILOT'S SIDE WINDOW INSTRUCTOR CREW: GUNNERS ESCAPE HATCH PILOTS OR COPILOT'S SIDE WINDOW RADAR NAVIGATOR'S EJECTION SEAT BASIC CREW: EW OFFICERS ESCAPE HATCH PILOT'S OR COPILOTS SIDE WINDOW INSTRUCTOR CREW: GUNNERS ESCAPE HATCH PILOTS OR COPILOT'S SIDE WINDOW EW OFFICER'S EJECTION SEAT EW OFFICER'S ESCAPE HATCH PILOT'S OR COPILOTS SIDE WINDOW INSTRUCTOR PILOTS SEAT COPILOTS ESCAPE HATCH PILOTS OR COPILOTS SIDE WINDOW INSTRUCTOR NAVIGATORS SEAT GUNNERS ESCAPE HATCH PILOTS OR COPILOTS SIDE WINDOW DEFENSE INSTRUCTORS SEAT EW OFFICERS ESCAPE HATCH PILOT'S OR COPILOT'S SIDE WINDOW GUNNERS SEAT GUNNERS ESCAPE HATCH PILOTS OR COPILOTS SIDE WINDOW NOTE Utilize escape ropes where applicable. 11 primary exit route is blocked, proceed to alternate exit. Any additional passengers will exit as instructed at crew briefing. 1 1 Takeoff and Landing Emergencies Exit Chart Figure 3-6. ^hanged 15 November 1960 3-41 Section III T.O. 1B-52G-1 LANDING WITH DRAG CHUTE INOPERATIVE If the drag chute fails to deploy when the drag chute deployment lever is actuated, there is nothing else that the pilot can do to get the drag chute out of the compartment. The effect of the drag chute on ground roll distance is shown by the landing charts in Part 9 of the Appendix. LANDING WITH LAUNCH GEAR FULLY EXTENDED OR PARTIALLY RETRACTED I (GAM-72 MISSILE ATTACHED) Plus E3 or IS If the launch gear becomes jammed in a fully or par- tially extended position and cannot be retracted, the following procedure is recommended: 1. Check GAM-72 circuit breakers on aft BNS and pi- lot's circuit breaker panels closed. 2. Evaluate position of missile and launch gear visu- ally or by chase plane. NOTE The lower area of the launch gear track is painted blue and yellow. This area will en- able an observer to determine if the extended missile will contact the runway on landing. If the carriage is retracted above the painted area, the missile will clear the runway and a normal landing may be accomplished. If the carriage is extended below the top of the painted area, the missile will contact the runway on landing. 3. If missile will clear the ground, airplane may be landed. 4. If missile will not clear the ground on landing, pilot I will instruct navigator to place applicable gear jettison switch ON. NOTE When the GAM-72 launch gear track assembly is jettisoned, a muffled explosion and indica- tion of separation will be heard and felt through- out the airplane. 5. If missile will not clear the ground on landing and if the launch gear will nd jettison, the pilot will declare an emergency and advise the tower of the situation prior to landing. A normal approach and landing will then be accomplished. See "Crash Landing, " this section, if any crew members are to bail out prior to landing. NOTE It is highly probable that the missile and car- riage will move up the track upon impact. LANDING WITH LAUNCH GEAR FULLY EXTENDED OR PARTIALLY RETRACTED (GAM-72 MISSILE NOT ATTACHED) E^EE Plus CS or EJ A normal landing may be accomplished with a fully ex- tended launch gear since the launch gear will not con- tact the runway. CRASH LANDING WARNING Bail out all crew members if a crash landing becomes imminent provided time and conditions permit. See "Bailout, " this section. Bailout of all crew members is recommended unless ultimate survival of the crew is dependent upon remain- ing with the airplane and assuming the calculated risk involved with crash landing. Night crash landing should never be attempted if any alternative exists. When an I emergency arises which requires a crash landing, care- ful analysis of the situation must be made prior to final decision. See figure 3-6 for crew escape routes. Data gained from the accident history of the airplane indi- cates that under any but the most ideal conditions (i. e., a prepared runway with fire and rescue equipment stand- ing by), the airplane will probably be destroyed in the ensuing fire. It must also be recognized that it is ex- tremely difficult for crew members to evacuate the airplane while wearing or carrying a survivalkit, par- ticularly in the time available following a crash landing. On the other hand, all basic crew members can abandon the airplane completely equipped with survival kit via the normal bailout route. It is therefore recommended that even under the most ideal conditions, full consid- eration be given to bailout of all nonessential crew mem- bers prior to attempting a crash landing. Manual Hatch Release A manual hatch release handle (figure 1-50) is provided Inside each escape hatch in order that the hatch may be manually opened from inside the airplane during ground emergency, crash landing, or ditching. If manual re- moval of the hatch is necessary, observe the following procedure: UPPER DECK CREW MEMBERS (P-CP-EW-G) 1. Install armrest pins. 1A. Unfasten safety belt. 2. Remove parachute and survival kit by unfastening parachute leg and chest straps. 3. Disconnect oxygen hose and interphone at quick- disconnects. 3-42 Changed 15 May 1961 From RareAviation.com 7.0. 1B-52G-1 Section III 4. Stow control column (P-CP) 4A. Stand facing aft. 5. Pull hatch release handle down and rotate full length of travel (approximately 80). 6. Release hatch release handle. NOTE It is not necessary to hold the hatch release handle when removing the hatch. Although the hatch settles somewhat when the handle is re- leased (because of hatch weight), the locking cam will not travel back past overcenter. 7. Push hatch upward and aft, stepping into seat while doing so. Continue pushing until hatch has rotated ap- proximately 95= and falls free of airplane. NOTE As the hatch is rotated, the mechanical link connecting the hatch to the catapult safety pin- pull initiator will fire the initiator. Do not be alarmed; although the seat catapult is now armed, it will not fire unless the firing trigger on the armrest is squeezed. LOWER DECK CREW MEMBERS (N-RN) 1. Install ejection control ring safety pinKtEtUkPlus G3. 1A. Unfasten safety belt. 2. Remove parachute and survival kit by unfastening parachute leg and chest straps. 3. Disconnect oxygen hose and interphone at quick- disconnects. 4. Reach down and forward of footrest, grasp hatch release handle, and rotate upward full length of travel (approximately 80). Hatch will fall free of airplane. NOTE As the hatch falls, the mechanical link connect- ing the hatch to the catapult safety pin-pull ini- tiator will fire the initiator. Do not be alarmed: although the seat catapult is now armed, it will not fire unless the firing trigger ring is pulled. CRASH LANDING AND DITCHING WARNING | O Bold faced items should be accomplished for a crash landing immediately after takeoff If a crash landing or ditching becomes imminent and time and conditions permit, a bailout of crew members is recommended. However, if con- ditions dictate for survival or other reasons, extra crew members may, at pilot's discretion, stay with the airplane. These people are taking a calculated risk and they should brace themselves as best they can. Indi- viduals have crash landed in this airplane under these conditions and were not injured. G If an emergency arises necessitating immediate abandonment of the air- plane under unplanned circumstances, all crew members free themselves of parachute and survival kit in the quickest possible manner to evacuate the airplane. Changed 15 February 1961 3-43 and 3-44 TO. 1B-52G-1 Section III CRASH LANDING AND DITCHING CHECKLIST (Cont) 1. ALERT CREW (P) Pilot announces over interphone, "Prepare for crash landing (or ditching), " and actuates emer- gency alarm switch to ALERT. Gunner acknowledges for the gunner, EW officer, and defense instructor; radar navigator acknowledges for the navigator, radar navigator, and instructor navi- gator; and copilot acknowledges for the copilot and instructor pilot. Pilot returns the emergency alarm switch to OFF. Immediately following acknowledgement, crew members in ejection seats pull the survival kit release handle to release the survival kit from parachute harness (figure 3-6A). WARNING | Pulling the release handle with the survival kit suspended will cause the liferaft to inflate, leaving the crew member attached to the inflated liferaft and opened survival kit. This could cause fatal delay in escaping from the airplane. After completing required duties, crew members will assume crash landing or ditching stations. 2. Lower Landing Gear (Up for Ditching) - Down (or Up) (CP) Landing gear will only be lowered after it has definitely been determined that a crash landing will be made. 3. Lower Wing Flaps - Down (CP) 4. Salvo Stores as Directed - Salvoed (P-RN) At the pilot's discretion, the stores may be jettisoned as directed. 5. Close Bomb Doors - Closed (RN) The radar navigator will close the bomb doors immediately after completing salvo operation. 6. Complete Emergency Radio Transmission - Accomplished (CP) The IFF will be set to EMERGENCY. The pilot will call "Mayday" over UHF. 7. Release Aft Upper Escape Hatches - Released (EW-G) WARNING Because of high noise level, air buffeting, and the circulation of foreign particles by turbulent air, the aft upper escape hatches should be jetti- soned below 250 knots IAS (no minimum speed) and at a low altitude, pref- erably not lower than 1000 feet. The forward upper escape hatches will not be jettisoned until airplane comes to a complete stop. NOTE Although manually jettisoning the upper escape hatches arms the upward ejection seats, inertia forces due to crash landing or ditching normally are not great enough to fire these seats. If time permits, safety pins should be reinserted in the seats to prevent accidental firing of the seats during egress. 8. Raise Airbrakes - Position 2 (P) At gross weights above 325, 000 pounds, the airbrakes should be used only as required to maintain pitch control. Changed 15 February 1961 3-45 From RareAviation.com Section 111 T.O. Ik-526-1 CRASH LANDING AND DITCHING CHECKLIST (Cont) 9. Accomplish Final Crew Warning - Accomplished (P) Warn crew members of impending impact over interphone and again actuate emergency alarm switch to ALERT. Crew members will unbuckle parachute leg straps, lock inertia reels, unfasten oxygen mask, and raise helmet visor. All personnel brace for impact. caution j: The crew member is prevented from bending forward when the shoulder harness inertia reel is LOCKED. Therefore, all switches not readily accessible should be properly positioned prior to locking the shoulder harness. 10. Close Throttles (After Impact) - Closed (P) WARNING | Do not cut engines prior to touchdown. This would result in a loss, after a few seconds, of all primary electrical power and all hydraulic pressure. Control of the stabilizer trim will be lost. The spoilers will operate for only a few seconds on accumulator pressure. Do not stall the airplane. Such action will probably result in complete destruction of the underside of of the fuselage and may cause the fuselage to break completely apart. 11. Turn Battery & Generator Switches Off - OFF (CP) Immediately after touchdown, turn battery and generator switches OFF if time permits. 12. Abandon Airplane (ALL) Remain in positions until airplane comes to complete stop. After complete stop is made, pilot places emergency alarm switch to.ABANDON and pilot and copilot remove the two forward escape hatches. It may be necessary to unbuckle the safety belt and manually lift the hatch from the airplane. NOTE If time permits, safety pins should be reinserted in the seats to prevent ac- cidental firing of the seats during egress. Defense instructor (instructor crew) or radar navigator (basic crew) remove blood plasma kit, battle dressing kit, first aid kits, emergency axe, and emergency knife from their stowed positions at the ditching station, carry them to the aft escape hatches, and pass them to crew members who have al- ready abandoned the airplane. If time permits, remove survival kits from upper deck seats also. All crew members exit through upward ejection hatches using escape ropes. WARNING To prevent personal injury, ascertain that the escape ropes are fully extended before using them. See figure 3-6 for crew escape routes. 3-46 Changed 15 May 1961 T.O. 1B-52G-1 Section III PULL SURVIVAL KIT RELEASE HANDLE PULL INTEGRATED HARNESS RELEASE HANDLE LEAVE SEAT DISCONNECT OXYGEN HOSE CONFIGURATION SHOWN IS FOR NON-EJECTION (MANUAL) BAILOUT. PROCEDURE FOR CRASH LANDING OR DITCHING IS TO MANUALLY OPEN SAFETY BELT AND UNFASTEN PARACHUTE, THUS LEAVING SURVIVAL KIT AND PARACHUTE IN SEAT EXCEPT THAT PARA- CHUTE MUST BE WORN IF DITCHING HAMMOCK IS TO BE UTILIZED. Emergency Release From Ejection Seats 317 Figure 3-6A. 3-47 From RareAviation.com 7.0. 18-526-1 NOTE FOAM Slightly alkaline. Corrosive if left on. Wash off with water. Non- toxic. WATER FOG Plain water. Non-corrosive, non-toxic. No residue. CO2 A heavy colorless gas. Leaves the bottle under pressure and extreme low temperature. Evaporates quickly and leaves no residue. Do not remain in confined areas where CO2 has been released. CB or CBM (CHLOROBROMOMETHANE) Toxic. Avoid prolonged or repeated breathing of vapor. Avoid use of water. Heat or moisture breaks down CB into acids which are corrosive to aluminum and other metals. Purge areas with clean CARBON TETRACHLORIDE Breaks down to form gases which are highly toxic and corrosive. Avoid prolonged breathing of vapor. 1. ENGINE ACCESSORY AND COMBUSTION SECTION (HINGED SPRING-LOADED DOORS) CAUTION DO NOT PUT co, IN ENGINE INLET OR TAILPIPE. IT WILL DO NO GOOD AND CAN CAUSE SERIOUS DAMAGE TO A HOT ENGINE. 2. CREW COMPARTMENT EMERGENCY ENTRANCE THROUGH EJECTION SEAT HATCHES 3. CREW COMPARTMENT NORMAL ENTRY 4. CREW COMPARTMENT UPPER DECK CHOP-IN AREA 5. FORWARD WHEEL WELL AREA EQUIPMENT 6. WING FLAP MOTORS IN CENTER WING EQUIPMENT BAY (ACCESS THROUGH BOMB BAY) 7. WING EQUIPMENT BAY ACCESS 8. AFT WHEEL WELL AREA COMPARTMENT 9. CAMERA COMPARTMENT ACCESS 10. AFT EQUIPMENT COMPARTMENT ACCESS Emergency Entrance and Ground Fire Access Figure 3-7. 3-48 Changed 15 May 1960 7.0. Ik-526-1 Section III EMERGENCY ENTRANCE Entrance into the airplane during any emergency such as a fire or crash can best be accomplished by using the various hinged or latched access doors and escape hatches (figure 3-7) located throughout the airplane. The escape hatches located in the top of the airplane are the primary entrances for use in crew rescue work. Each upper hatch has a push and pull-up type of flush surface latching handle for easy removal of the hatch from the outside. Secondary access for crew rescue and primary access to fuselage fires is gained through use of the bomb bay, wheel wells, aft equipment com- partment door, and camera door. Access to wing fires is accomplished through use of hinged flush-latching doors in the wing surface and by placing the wing flaps down. The knock-in panels in the engine nacelles are hinged and spring-loaded. In case the escape hatches are jammed and access to a crew compartment is com- pletely blocked, use must be made of the chop-in area. However, this method must not be used except as a last resort since the structure of the airplane is such as to make this extremely difficult. DITCHING WARNING Bailout of all crew members is recommended in a ditching situation. The airplane should be ditched only as a last resort. If an emergency condition arises when over water which indicates that continued flight is impossible, it is not recommended that the crew ditch the airplane. The airplane is not structurally designed to withstand ditch- ing, and no information is available to indicate the re- sultant structural condition of the airplane if ditched. Further, crew members with survival kits attached would find escape from the airplane difficult after ditch- ing even though the airplane was not badly damaged. Therefore, it is recommended that the airplane com- mander bail out all crew members in any ditching situ- ation where time and conditions will permit. This pro- cedure will ensure that each crew member is equipped with liferaft and survival kit upon abandoning the air- plane. NOTE For procedure to be followed when there is no alternative to ditching, see "Crash Landing and Ditching Checklist, " this section.DITCHING STATIONS Crew stations, duties, and exit routes for ditching are listed in figure 3-8. DITCHING TECHNIQUE The airplane should be prepared for ditching by trans- ferring fuel to move the eg aft of 27% MAC. After the alert signal has been given, the direction of the ditching operation should be chosen carefully. The recommended procedure is to ditch into the wind unless very high swells are running, accompanied with very light wind conditions. Try to touch down on the crest of the swell if landing across the swells. Under light wind condi- tions accompanied with uniform wave or swell patterns, best results will be achieved by ditching parallel to the waves or swells. Under such a condition, try to touch down on the crest of the swell or just after the crest passes. Touch down at a speed of approximately 5 knots above initial stall warning, if possible. Airbrakes do not provide a lower stalling speed but may be used as desired to vary the approach path and determine the point of touchdown. In a properly executed ditching, the control cabin and the body and wing fuel tanks should keep the airplane afloat long enough to allow the crew members to abandon the airplane. If the airplane re- mains afloat after ditching, stay with the airplane. However, if the airplane appears as though it will sink, get clear of the airplane prior to the time it sinks. OIL SYSTEM EMERGENCY OPERATION ERRATIC OIL PRESSURE Under normal circumstances, if an engine oil pressure gage shows erratically lowering oil pressure below 40 psi, shut down the engine. In an emergency, the engine may be operated between 35 and 40 psi. In any event, if oil pressure falls below 35 psi, the engine should Changed 15 May 1960 3-49 From RareAviation.com Section III 7.0. 1B-52G-1 CREW MEMBER DUTY POSITION EXIT ALL CREW MEMBERS Unbuckle parachute, tighten shoulder harness and safety belt (if not seated in ejection seat). Check shoulder harness locked (if applicable) and safety belt fastened. Lock inertia reel (if seated in ejection seat). Do not leave station until airplane comes to a complete stop. Carry parachute and any other equipment assigned under DUTY, below, on leaving the airplane. When and if time permits. PILOT Warn crew by interphone or emergency alarm system. Check landing gear up (down for crash landing). Check that copilot lowers wing flaps. Have radar navigator jettison bomb load, if conditions are critical, then close bomb doors. Make emergency radio calls Turn IFF to EMERGENCY Airbrakes as required. Unbuckle parachute leg straps. Give final brace-for-impact warning approximately 5 sec- onds before touchdown over interphone or with alarm sys- tem to ALERT. Close throttles after impact. Unbuckle parachute chest strap after forward motion stops. Actuate emergency alarm switch to ABANDON. Manually release upper escape hatch. Pilots seat Pilots escape hatch COPILOT Acknowledge warning over interphone. Extend wing flaps. Check landing gear up (down for crash landing). Unbuckle parachute leg straps. Turn battery and generator switches OFF after impact. Unbuckle parachute chest strap after forward motion stops Manually release upper escape hatch. Copilot's seat Copilot's escape natch RADAR NAVIGATOR Acknowledge warning for all lower deck-stations. Jettison bomb load at pilot's discretion. Close bomb doors after salvo operation. Move to ditching station with parachute after N, close hatch grate over ladder. Install ditching hammock (if applicable). Fasten safety belt. Unbuckle parachute leg straps. Unbuckle parachute chest strap after forward motion stops. Remove nlood plasma kit, battle dressing kit, first aid kits, axe, and knife from stowed positions and pass to crew members who have already evacuated the airplane. (This duty only applies when ditching with basic crew.) Remove survival kits from upper deck seats if time permits. Basic Crew Defense instruc- tors seat Instructor Crew Aft ditching ham- mock EW officers escape hatch Gunners escape hatcnFigure 3-8 (Sheet 1 of 2). 3-50 Changed 15 February 1961 7.0. 18-526-1 Section III CREW MEMBER DUTY POSITION EXIT NAVIGATOR Acknowledge warning to radar navigator. (Radar navigator reports for all lower deck stations.) Check bulkhead door secure. Move to ditching station with parachute before RN. Carry first aid kit. Install ditching hammock (if applicable). Fasten safety belt. Fasten shoulder harness (if applicable). Unbuckle parachute leg straps. Unbuckle parachute chest strap after forward motion stops. Basic Crew Instructor pilot's seat or forward hammock Instructor Crew Center ditching hammock Pilots or copilot's es- cape hatch Gunner's escape hatch EW OFFICER Acknowledge warning to gunner. (Gunner reports for all aft upper deck stations.) Manually release upper escape hatch. Unbuckle parachute leg straps. Unbuckle parachute chest strap after forward motion stops. EW officer's seat EW officer's escape natch GUNNER Acknowledge warning over interphone for all aft upper deck stations. Hold upper deck hatch grate open until all lower deck crew members have proceeded to upper deck. Manually release upper escape hatch. Unbuckle parachute leg straps. Unbuckle parachute chest strap after forward motion stops. Gunners seat Gunnels escape hatch INSTRUCTOR PILOT Acknowledge warning to copi lot. (Copilot reports for both.) Unbuckle parachute. Instructor pilots seat Copilot's escape hatch INSTRUCTOR NAVIGATOR Acknowledge warning to radar navigator. (Radar navigator reports for all lower deck stations.) Move to ditching station with parachute before N. Install ditching hammock. Fasten hammock safety belt. Unbuckle parachute leg straps. Unbuckle parachute chest strap after forward motion stops. Forward ditching hammock Gunner's escape hatch DEFENSE INSTRUCTOR Acknowledge warning to gunner. (Gunner reports for all aft upper deck stations.) Unfasten parachute. Remove blood plasma kit, battle dressing kit, first aid kits, axe, and knife from stowed positions and pass to crew members who have already evacuated the airplane if time permits. Defense instructor's seat EW officer's escape hatch ! a Ditcl ling Chart Figure 3-8 (Sheet 2 of 2k 31 Changed 15 Nover nber 1960 3-51 From RareAviation.com Section III T.O. Ik-520-1 be shut down. If an oil system malfunction (as evi- denced by high or low oil pressure or excessively low oil quantity) has caused prolonged oil starvation of en- gine bearings, the result will be a progressive bearing failure and subsequent engine seizure. This progression of bearing failure starts slowly and will normally con- tinue at a slow rate up to a certain point at which the progression of failure accelerates rapidly to complete bearing failure. The time interval from the moment of oil starvation to complete failure depends on such fac- tors as the condition of the bearings prior to oil starva- tion, operating temperatures of bearings, and bearing loads. /************< CAUTION Bearing failure due to oil starvation is gener- ally characterized by a rapidly increasing vi- bration; when the vibration becomes moderate to heavy, complete failure is only seconds away and may be avoided only by immediately shut- ting down the engine. Since the end result of oil starvation is engine seizure, the following procedures should be observed in an at- tempt to forestall engine seizure as long as possible. At first sustained indication of oil system malfunction: 1. Immediately shut down the affected engine unless a critical thrust condition exists. 2. If thrust is required from the affected engine, re- duce thrust to the minimum required to maintain flight. Avoid rapid and large variations in thrust setting on the affected engine; the initial minimum thrust setting estab- lished after malfunction is detected should be high enough to avoid the necessity for subsequent variations. 3. External stores not required - jettison if necessary. 4. Avoid all abrupt maneuvers causing high "g" forces. 5. After the critical thrust condition no longer exists, immediately shut down the affected engine. FUEL SYSTEM EMERGENCY OPERATION NOTE An emergency condition may make it necessary to deviate from the prescribed normal fuel se- quence. After the emergency has passed, the remaining fuel load should be adjusted to re- establish a proper eg. See Section V for flutter limits if using other than normal fuel sequence. FUEL MANAGEMENT WITH MANIFOLD INTERCONNECT VALVES FAILED CLOSED Due to accumulation and freezing of water in valve bod- ies, failure of the main manifold interconnect valves (No. 29 and 29A) has been experienced and, in practi- cally all cases, has occurred with the valves closed. If the valves fail in closed position, it will be indicated during the fuel feed sequence of "Mid to All" by a gradual decrease in quantity of fuel in No, 1 and 2 main tanks while the quantity in No. 3 and 4 main tanks will remain unchanged. A gradual increase in the amount of lateral trim will be required to keep the right wing up. If failure of the main manifold interconnect valves is en- countered when attempting the fuel usage sequence of "Mid to All, " proceed as follows: 1. Place mid body fuel flow control switch (No. 27) in ENGINE FEED. 2. Place auxiliary tank engine feed control valve switches No. 15 and 16 in OPEN. 3. Place engine crossfeed manifold valve switches No. 9, 10, 11, and 12 in OPEN. Failure of the main manifold interconnect valves will be indicated during normal air refueling to all body and center wing tanks simultaneously by the airplane center of gravity moving forward with no indication of fuel quantity increase in the aft body tank. EMERGENCY EMPTYING OF A MAIN TANK Severe fuel leaks or combat damage could make it nec- essary to empty a main tank to prevent loss of fuel. In this event, fuel remaining in the tank should be routed to feed all eight engines. This is accomplished by turn- ing engine crossfeed manifold valve switches 9, 10, 11, and 12 to OPEN position and turning OFF all of the main tank boost pump switches except the switch for the tank to be emptied. All auxiliary tank fuel flow control switches should be OFF and all auxiliary tank engine feed control switches should be CLOSED. This panel configuration directs fuel from the one main tank to all engines (figure 3-9). When the main tank low warning light glows as a result of the rapid depletion of fuel in the affected tank, another main tank boost pump switch (preferably the corresponding switch on the opposite wing) should be turned ON. This will allow two main tanks to feed the crossfeed manifold and will insure against flameouts that would result from letting a single main tank run dry that was feeding all engines. When the affected main tank fuel quantity gage indicates "0," auxiliary tank fuel should be directed to the engines and the engine crossfeed manifold valve switches ro- tated to CLOSED. If this emergency should occur after all auxiliary tank fuel has been consumed, the cross- feed manifold valves may be adjusted to allow the en- gines for the empty tank to be fed by the corresponding tank on the opposite wing. This will aid in balancing the remaining fuel load. EMERGENCY EMPTING OF AN AUXILIARY TANK An auxiliary tank may be emptied quickly by routing fuel from it to all engines. This is accomplished by moving the respective auxiliary tank fuel flow control switch to ENGINE FEED and moving switches 13, 14, 15, 16, and 29 to OPEN (figure 3-9). When the affected tank is empty the main tank boost pumps will take over fuel supply to the engines with no interruption in fuel flow. FUEL LEAKS Outside of combat damage or structural failure, the possibility of a serious auxiliary or main tank fuel leak is remote. If a fuel leak is indicated (by visual means or excessive fuel consumption for any particular tank), it most probably will be downstream of the firewall fuel 3-52 Changed 15 May 1961 7.0. 1B-52G-1 Section HI shutoff valves. Use the following procedure: 1. Close throttles to both engines in affected pod. 2. For weight distribution, it may be desirable to transfer fuel from the affected main or auxiliary tank. See emergency emptying of main or auxiliary tank in this section. 3. After transfer has been accomplished, turn off any applicable valves, crossfeed valves, or boost pump switches to affected tank. 4. Follow six-engine flight procedures. MAIN TANK COMPLETE BOOST PUMP FAILURE In the event that all boost pumps in a main tank fail and it is impossible to use the fuel, engines normally supplied by that tank can be supplied fuel from another main tank by using the crossfeed manifold (figure 3-9). If this emergency should occur before all auxiliary tank fuel is used, fuel can be supplied to the affected engines from any auxiliary tank by using the normal override system fuel control selections. NOTE The engines may be operated at substantial power with the boost pumps inoperative. The engine-driven fuel pumps can supply sufficient fuel pressure to sustain power but fuel avail- able will vary with altitude and temperature. EMERGENCY FUEL TRANSFER FOR WEIGHT REDISTRIBUTION - AUXILIARY TANK TO MAIN TANK Emergency conditions may make it necessary to trans- fer fuel to correct airplane eg location or to obtain de- sired balance of wing fuel loading. Airplane eg may be moved forward by transferring fuel from a rearward body tank to the inboard wing tanks and balance of wing fuel loading may be adjusted by transferring fuel from a body tank to a wing tank. This is accomplished by turning the master refuel switch ON, turning the de- sired main tank fuel level control valve switch to OPEN, turning main manifold interconnect valve No. 29 to OPEN if necessary, and turning the desired auxiliary tank fuel flow control switch to ENGINE FEED (figure 3-9). EMERGENCY FUEL TRANSFER FOR WEIGHT REDISTRIBUTION - MAIN TANK TO AUXILIARY TANK Emergency conditions may make it necessary to trans- fer fuel to correct airplane eg location. Airplane eg may be moved aft by transferring fuel to the rearward body tanks as discussed in "Landing With Stabilizer Trim Failure," this section. This is accomplished by turning the master refuel switch ON, the defuel valve switch OPEN, the desired engine crossfeed manifold valve OPEN, main manifold interconnect valve OPEN if necessary, and the desired auxiliary tank fuel flow control switch to REFUEL (figure 3-9). This routes main tank fuel from the crossfeed manifold through the defuel valve to the main manifold and then to the de- sired auxiliary tank. ELECTRICAL SYSTEM EMERGENCY OPERATION A-C POWER SYSTEM FAILURE The electrical power system has been designed to au- tomatically clear system faults and shut down malfunc- tioning generator drives. When a generator fails during normal (parallel) operation, its loads are automatically redistributed. During parallel operation, the load of a failed generator receives power from the central bus tie. If a generator drive fails to trip off automatically when an abnormal operating condition is indicated on the a-c control panel, the generator should be isolated or turned off, depending upon the situation. If a bus tie circuit breaker opens automatically and cannot be closed, the generator should be operated isolated rather than shut down if the voltage and frequency are stable and within limits. For a list of possible generator failures, their probable causes, and the corrective action to be taken, see "Generator Emergency Operation, " figure 3-10. When operating with one generator isolated and that gen- erator fails, its load will be automatically placed on the central bus tie. If the load is not automatically placed on the central bus tie, the failed generator load may be placed on the central bus tie by placing the respective generator switch to OFF position and checking the bus tie circuit breakers closed. Faults on load buses with two or more generators isolated may cause the loss of two generators and their associated loads. Although three generators should supply normal load require- ments, it may be wise to terminate the flight if one is lost. If two generators are lost, electrical loads must be kept at a minimum and the flight ended as soon as the situation permits. All unneeded load should be dropped off the line by turning their respective switches OFF. For further information on loads, see "Electri- cal Loads Chart," figure 3-11. A-C Power Loss Due to Engine Shutdown The shutdown of engine 1, 3, 5, or 7 will be accom- panied by the loss of electrical power from the gen- erator geared to that engine. Although an engine at idling speed will transmit enough energy to the gen- erator drive to maintain full a-c power output, a wind- milling engine will not. The underexcitation (under- voltage) relay will detect the low output and will auto- matically trip the generator circuit breaker and de- excite the generator. As during generator failure for any other reason, the electrical loads on the remain- ing generators should be closely monitored through the ammeters to prevent overloading. If failure of the un- derexcitation (undervoltage) relay and associated cir- cuits allows the generator to remain on (field excited) and paralleled when engine is windmilling, it could be motored by power provided through the central bus tie from the remaining generators. Since the motoring of a generator will drain a-c power which may be needed for other equipment, the generator on the dead engine should be taken off the line. Pulling the fire shutoff switch in the course of engine shutdown will open the generator circuit breaker taking the generator off the line. If the fire shutoff switch is not pulled, the gen- erator switch may be used placing it to OFF position. Changed 15 May 1961 3-53 From RareAviation.com Section III 7.0. 1B-52G-1 EMERGENCY EMPTYING OF A MAIN TANK - Main Tank NO. 1 8-2-33 MAIN TANK COMPLETE BOOST PUMP FAILURE - Main Tank NO. 1 EMERGENCY EMPTYING OF AN AUXILIARY TANK - Aft Body Tank MM NORMAL FUEL FLOW kSASSSA EMERGENCY FUEL FLOW I' ~ 1 STATICFigure 3-9. (Sheet 1 of 2). 3-54 7.0. 18-526-1 Section III EMERGENCY FUEL TRANSFER FOR WEIGHT REDISTRIBUTION - Left Outboard To NO CHECKOUT PRIMARY' EMERGENCY FUEL TRANSFER FOR WEIGHT REDISTRIBUTION - NO. 3 Main a Fuel System Emergency Operation Figure 3-9. (Sheet 2 of 2). Changed 15 May 1961 3-55 From RareAviation.com T.O. 1B-52G-1 Section III Generator drive trips or protective circuit trips Generator circuit breaker position in- dicator open Bus tie circuit breaker position indi- cator open INDICATION OF TROUBLE POSSIBLE CAUSE REMEDY Place generator switch momentarily in ON. If load is fluctuating, place generator switch in OFF. Abnormal excitation tripped bus tie circuit breaker Place generator switch momentarily in ON. If bus tie circuit breaker remains open, operate generator isolated. Fluctuating voltage on affected gen- erator Place faulty generator switch in OFF. Multiple bus tie position indicators open Multiple malfunctions All bus tie circuit breaker position indicators open Fault on central bus tie Multiple generator and bus tie circuit breaker position indicators open Multiple malfunctions No ammeter reading Generator carrying no load or being motored Abnormally unbalanced ammeter reading Misadjusted loads or multiple mal- functions Noticeable load oscillations Fluctuating frequency Failure of three generators Multiple malfunctions which cannot be corrected Attempt reparalleling. If circuit breakers do not close, operate gener- ators isolated if within limits. Place generator switches in ON. If bus tie circuit breakers trip, operate isolated. Push master isolate switch in and hold while placing generator switches ON. Push master isolate switch. Place remaining generator switches mo- mentarily in ON. Faulty generator is then operated isolated. If reading on ammeter indicated an unbalanced load, press isolate switch. Check voltage, frequency, and load. If not correct, place faulty generator switch in OFF, and place remaining generator switches ON. Push master isolate switch. Place remaining generator switches in ON. Place generator switch OFF on generator exhibiting fluctuating frequency. Push master isolate switch. Turn off nonessential loads. Place good generator switch ON, monitor loads to avoid overloading the genera- tor. Attempt to restart failed generators by placing generator switches ON. If fai led generators do not restart, place failed generator switches OFF. Complete failure of all generators Multiple malfunction which cannot be corrected Push master isolate switch in and hold while placing generator switches ON. Check frequencies. Repeat this procedure if desired. Monitor d-c system by observing the battery low volt lights. Generator Emergency Operation Figure 3-10. 3-56 Changed 15 May 1961 7.0. 1B-52G-1 lion A-C Trantformer Failure COMPLETE A-C POWER FAILURE \ If the forward or aft 28-volt a-c auto-transformer fails, flight will be continued with the loss of some units, mostly lights and heaters which are powered by the transformers. No emergency power for these units is available. A-C CIRCUIT FAULTS Current Limiters (Fuses) If all four generators fail and the procedures outlined in figure 3-10 do not result in restarting any generator, the only power source remaining will be the batteries. NOTE With all electrical power turned off, the fuel boost pumps will be inoperative and the engines will operate at reduced thrust. Each fuse has a red element which discolors if the fuse has blown. In this manner short-time electrical faults will burn themselves out (with the multiwire feeder sys- tem) without interruption of electrical power. The cur- rent limiters will blow for faults of longer duration. WARNING Changing fuses in flight is extremely dangerous because of high voltage and should not be at- tempted unless a serious emergency occurs. If possible, all electrical power including battery power should be shut off before changing fuses. Care should be exercised to use fuses of the correct rating. NOTE Any fuse which is in series with a blown fuse should be replaced because it may have been damaged, if not blown. Circuit Breakers In case a circuit breaker opens because of a fault, it may be reset but, even if held down, will not close the circuit if the fault still remains. Therefore, if a cir- cuit breaker opens, it should be reset several times. If this procedure fails to close the circuit, the fault will not clear by itself. Unless the trouble can be cor reefed, the unit on the circuit should be shut down. D-C POWER SYSTEM FAILURE Transformer-Rectifier Unit Failure There is no indication of aft TR unit failure other than the equipment supplied aft TR power being inoperative. There is no means of indication of forward TR units partial failure. Complete forward TR units failure may be detected through the battery-not-charging lights. If both batteries are not being supplied with 24-volt TR power, both the battery-not-charging lights will illu- minate. The units receiving battery power are shown on figure 1-20. It may be necessary to drop unneeded d-c loads. For information on d-c loads, see "Electrical Loads Chart," figure 3-11. The battery system is designed to provide 4 hours of battery power to the loads con- nected to the emergency battery switch. This time element is based on fully charged relatively new bat- teries. If a landing can be made within approximately 2 hours (leaving 2-hour margin for less than fully charged batteries or for old batteries) the procedures outlined below under "Operation on Battery Power Checklist" should be followed. For the maximum practical conservation of battery power, use the pro- cedure under "Conservation of Battery Power Check- list, " this section. Fuel Management After complete electrical failure occurs, the only fuel available for the engines will be that which remains in the main tanks. Use of auxiliary tank fuel will not be possible because the boost pumps are powered by al- ternating current and the engine-driven fuel pumps are capable of drawing fuel from the main tanks only. The auxiliary tank boost pumps incorporate pressure-loaded check valves that prevent engine-driven fuel pumps from drawing auxiliary fuel. The engine-driven fuel pumps tend to cavitate at altitudes above 40,000 feet without boost pump operation. This may cause some or all engines to flameout. A restart should be attempted since engine ignition will be available from battery power. See "Engine Air Starting" and "Engine Flame- out and Relight," this section. The engine crossfeed manifold valves (switches No. 9 through 12) can be op- erated by battery power. WARNING When fuel in the main tanks has been used to the point that the boost pumps are uncovered, air will be drawn into the fuel lines resulting in fuel starvation. The fuel management pro- cedure should be such that each main tank is supplying its own nacelle with the engine cross- feed manifold valves CLOSED. Changed 15 May 1961 3-57 From RareAviation.com Section III 7.0. 1B-52G-1 !!< Figure 3-11 (Sheet 1 of 4). 3-58 Changed 15 May 1961 7.0. 1B-52G-1 Section II i A-C LOADS EQUIPMENT AMPERES (APPROX.) GENERATOR M 1 No. 1 No. 3 No. 5 N..r Navigation Lights Terrain Clearance Light Wing Taxi Lights MISCELLANEOUS BNS Ground Blowers Food Warmers MISSILE SYSTEM (GAM-72) MISSILE SYSTEM (GAM-77) (Maximum Load) PHOTOGRAPHIC Camera Door POWER (DC) TR Units - Fwd TR Units - Aft RADIO AND NAVIGATION Liaison Radio (AN/ARC-58) Liaison Receiver (AN/ARC-65) Liaison Transmitter (AN/ARC-65) RADAR BNS System (AN/ASB-9) BNS Pressure Kit BNS Ground Heat Doppler Radar (AN/APN-89) ECM Transmitters (AN/ALT-6B) LessE ECM Transmitters (AN/ALT-6B) (AN/ALT-13) (AN/ALT-15) (AN/ALT-16) S3 IFF (AN/APX-25A) Rendezvous Beacon (AN/APN-69) Surveillance Radar (AN/APS-81) Radar Warning System (AN/APS-54) SPECIAL ELECTRONICS Astrocompass ECM Receivers (AN/APR-9) ECM Receivers (AN/APR-14) 2 9 9 19 5 25 6.5 1 30 (max) 24 (max) 6 2 8 24 8 9 5 70 98 3 6 12 2 2 8 2 X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X NOTE: Only equipment requiring approximately 1 amp or more is listed. Electrical Loads Chart (Typical) Figure 3-11 (Sheet 2 of 4). Changed 15 May 1961 3-59 From RareAviation.com Section III 7.0. 1B-52G-1 D-C LOADS (FORWARD) EQUIPMENT AMPERES EQUIPMENT AMPERES ARMAMENT AND BOMBING LIGHTING Weapon Heaters 24 Emergency Instrument Lights .9 Weapon Control 7 Fire Control System 25 MISCELLANEOUS Relays 6 ENGINE CONTROL Window Wiper 10.6 Ignition (2 starts) 60 Start Valves (2 starts) 24 MISSILE SYSTEM (GAM-72) 4 Compressor Control 2 Ground Cool Valves 8 MISSILE SYSTEM (GAM-77) (Maximum Load) 3.6 ENGINE INSTRUMENTS Fuel Flow Meters 2.2 PHOTOGRAPHIC Camera 10 FLIGHT INSTRUMENTS Instrument Inverter 8 POWER Turn-and-Slip Indicator .3 Battery Charge 24 N-l Compass 1 Relays 2.4 FLIGHT CONTROLS RADIO Autopilot (Steady) 23.1 Interphone (AN/AIC-10A) .3.8 Autopilot (Turn) 45.5 Command Transmitter (AN/ARC-34) 18 Flap Brake 20 Command Receiver (AN/ARC-34) 13 FUEL RADAR Fuel Pump Relays 3.6 BNS System (AN/ASB-9) 17.9 Fuel Shutoff Valves 21 BNS Pressure Kit .5 ECM Transmitter (AN/ALT-6B)Less[B 110 HEAT AND ANTI-ICE Pitot Heat Face Plates 12 .6 ECM Transmitter (AN/ALT-6B) (AN/ALT-13)E3 IFF (AN/APX-25A) Radar Warning System (AN/APS-54) 106 1.8 1.4 Relays and Valves 5 Surveillance Radar (AN/APS-81) 7 LANDING GEAR Doppler Radar (AN/APN-89) 2.7 Valves Relays .9 .3 SPECIAL ELECTRONIC Astrocompass (MD-1) 4.5 Chaff Dispenser (AN/ALE-1) 6 ECM Receiver (AN/APR-9) 4 ECM Receiver (AN/APR-14) 2.9 BBBBBBBBBBBBBBBBBaBBBBBBBBBBBBBGBBBBBKBBBBBBBBBBBBa Figure 3-11 (Sheet 3 of 4). 3-60 Changed 15 May 1961 7.0. 1B-52G-1 Section III Electrical Loads Chart (Typical] (cont) 314 Figure 3-1 J. (Sheet 4 of 4). Changed 15 May 1961 3-61 From RareAviation.com Section 111 TO. 18-526-1 1. D-C LOADS AVAILABLE WITH BATTERY SWITCH OFF AND EMERGENCY BATTERY SWITCH NORMAL FORWARD BATTERY AFT BATTERY Aft and Forward Weapon 1FC Forward Battery Bailout Warning Lights (Crew Compartment) Left Aft and Right Aft Antiskid Valve Missile Jettison (GAM-77) (No. 1 and No. 2) Right Aft and Left Forward Main Landing Gear Emergency Control SWESS * Power for GAM-77 missile manual release is supplied from a separate nickel-cadmium battery Aft Battery Bailout Warning Lights (Aft Fuselage) Airbrake Control Bailout Warning Control Body Fire Warning (GAM-72) Entry Light GAM-72 Gear Jettison GAM-72 Gear Jettison Cartridges Interphone Jettison Power Left Forward and Right Forward Antiskid Valves Right Forward and Left Aft Main Landing Gear Emergency Control 2. ADDITIONAL D-C LOADS AVAILABLE WITH BATTERY SWITCH OFF AND EMERGENCY BATTERY SWITCH IN EMERGENCY FORWARD BATTERY AFT BATTERY Airbrake Control Bailout Warning Control Body Fire Warning (GAM-72) Emergency Flight Instrument Lights Flight Gyro Emergency Inverter Interphone Power Left Pitot Tube Heater Pilots Turn and Slip Indicator No additional loads 3. ADDITIONAL D-C LOADS AVAILABLE WITH BATTERY SWITCH ON (ESSENTIAL BATTERY POWER) FORWARD BATTERY AFT BATTERY Antiskid: Left and right aft antiskid control Battery Charging Indicator Light * Aft Battery Low Volts Relay and Low Volts Light Antiskid: Left and right forward antiskid control Battery Charging Indicator Light Relay and light do not receive essential power and may be switched from one battery to the other by use of the emergency battery switch Figure 3-12. (Sheet 1 of 2). 3-62 Changed 15 November 1960 7.0. 18-526-1 Section III 3. ADDITIONAL D-C LOADS AVAILABLE WITH BATTERY SWITCH ON (ESSENTIAL BATTERY POWER) (cont) FORWARD BATTERY AFT BATTERY Bomb Door: Bomb door control relays Bomb door forward valve control Bomb door aft valve control Engine Fire Detectors-Engines 2,4,6, and 8 Engine Firewall Fuel Shutoff Valves-Engines 2,4,6, and 8 Engine Firewall Hydraulic Shutoff Valves-Engines 5, 6, and 7 * Forward Battery Low Volts Relay and Low Volts Light Fuel: Engine crossfeed manifold valve No. 10 and 11 Auxiliary tank, engine feed control valve No. 13 and 16 Generator Control: Engine No. 3 and 5 exciter control Bus tie and generator circuit breaker position indi- cators (inbd) Master circuit breaker trip indicator light Generator trip indicator box power External power and bus tie isolate Ignition for Engines 2,4,6, and 8 Landing Gear Control: Right forward gear (normal) Left aft gear (normal) Left aft and right forward squat switch control (normal and emergency) Right tip gear (normal), Left tip gear (emergency) MISSILE SYSTEM (GAM-77) Armament Control (No. 2) Lock control "B" Jettison B" Separation B Temperature control (No. 2) * Relay and light do not receive essential power and may be switched from one battery to the other by use of the emergency battery switch Bomb Door, Forward Emergency Valve Engine Fire Detectors - Engines 1,3,5, and 7 Engine Firewall Fuel Shutoff Valves-Engines 1, 3, 5, and 7 Engine Firewall Hydraulic Shutoff Valves-Engines 1, 3, and 4 Fuel: Engine crossfeed manifold valve No. 9 and 12 Auxiliary tank, engine feed control valve No. 14 and 15 Generator Control: Engine No. 1 and 7 exciter control Bus tie and generator circuit breaker position indi- cators (outbd) Ignition for Engines 1,3,5, and 7 Landing Gear Control: Left forward gear (normal) Right aft gear (normal) Left forward and right aft squat switch control (normal and emergency) Left tip gear (normal) Right tip gear (emergency) MISSILE SYSTEM (GAM-77) Armament control (No. 1) Engine emergency shutoff (No. 1 and No. 2) Fuel control Lock control A Jettison "A Separation "A" Temperature control (No. I) Battery Loads (Typical) Figure 3-12. (Sheet 2 of 2). Changed 15 November 1960 3-63 From RareAviation.com Section III T.O. 1B-52G-1 If complete electrical failure occurs, accomplish the following: 1. If on an override sequence, close all auxiliary tank engine feed control valves (13 through 16) as soon as possible, using essential battery power. 2. If on a crossfeed operation, close all engine cross- feed manifold valves (9 through 12) as soon as possible, using essential battery power. 3. Maintain airplane in as nearly level attitude as pos- sible and avoid abrupt changes in speed or direction. WARNING Changes in flight attitude or acceleration forces may cause main tank boost pumps to become un- covered allowing air to be drawn into the system, thus causing engine flameout. Instrument Operation The only instruments operating after complete a-c electrical failure will be 1) the airspeed indicators (with pitot head heat available to the pilot's system only) 2) the altimeters, 3) the pilot's turn-and-slip indi- cator, 4) the vertical velocity indicators, 5) the mag- netic standby compass, 6) the clocks, 7) the pilot's attitude indicator, 8) the tachometers, 9) the EGT in- dicators, and 10) the copilot's directional indicator. In addition, the emergency instrument lights for the pilot's flight instruments, the emergency alarm sys- tem, and interphone power for all stations will be avail- able. The EPR gages and the fuel quantity gages will be inoperative. In case of a complete a-c power failure, an emergency flight gyro inverter will supply 115-volt three-phase a-c power to the pilot's attitude indicator and copilot's directional indicator. In addition, the in- verter supplies lighting power for the pilot's altimeter and attitude indicator. The inverter utilizes emergency d-c power through a circuit breaker marked "Emer Invtr" on the "Flight Gyro" portion of the pilot's cir- cuit breaker panel and is automatically controlled by a-c failure relays when the gyro power switch is in ON position. If for any reason the gyro power indicating type fuses illuminate (indicating open), or the power failure indicator flags in the pilot's attitude indicator and the copilot's directional indicator appear, or the No. 3 generator fails and its bus tie circuit breaker cannot be closed, a simulated complete a-c power fail- ure should be used. The following procedure should be used to obtain power for the affected flight instru- ments: 1. Place gyro power switch ON. 2. Place emergency d-c power switch to EMERGENCY (EMER). 3. Pull circuit breaker marked "Cont" on the "Flight Gyro" portion of the pilot's circuit breaker panel. 4. If the inverter does not operate, the battery con- trol switch should be placed in OFF (this eliminates the possibility of an overvoltage trip-off condition). If step "4" is used, placing the battery switch in OFF will disconnect the battery charging cir- cuit and leave the inverter and loads connected to the 24-volt battery output. This condition should be used only in case of extreme emer- gency as the resultant battery life will be lim- ited. OPERATION ON BATTERY POWER CHECKLIST 1. Check Battery Switch On - Checked (CP) 2. Extend Gear - Gear Down (CP) If fuel, gross weight, and other conditions permit, the landing gear should be lowered as soon as it is determined that generator power will not be available for the remainder of the flight. Gear must be lowered before batteries go dead. 3. Check Emergency Battery Switch NORMAL - NORMAL (CP) 4. Check Aft Battery Low Voltage Light - Checked (CP) Check aft battery low volts light for voltage. The light is the only means of indicating voltage and will illuminate when the battery voltage decreases to 18.0 (0.6) volts or below. When the aft battery low volts light illuminates, the forward battery should be used for emergency battery loads. 5. Place Emergency Battery Switch On EMERGENCY - Accomplished (CP) 6. Check Battery Switch On - ON (reduce battery loads) (P-CP) Turn off all unneeded switches and emergency battery loads, particularly pitot heat. 7. Monitor Forward Battery Low Voltage Light - Accomplished (CP) Check forward battery low volts light for voltage. The light is the only means of indicating voltage and will illuminate when the battery voltage reaches 18. 0 (0. 6) volts or below. 3-64 Changed 15 August 1960 7.0. 1B-52G-1 Section III CONSERVATION OF BATTERY POWER CHECKLIST 1. Place Emergency Battery Switch to EMERGENCY - Accomplished (CP) 2. Turn Battery Switch Off - OFF (CP) 3. Monitor Forward Battery Low Voltage Light (Battery Switch ON Momentarily) - Accomplished (CP) In order to accomplish this, the battery switch must be turned ON periodically. The forward battery low volts light is the only means of indicating forward battery bus voltage. The light will illuminate when battery voltage decreases to 18. 0 (0. 6) volts or below. NOTE The following steps will be accomplished after the forward battery low volts light comes on. 4. Turn Battery Switch On - ON (CP) 5. Return Emergency Battery Switch to NORMAL - NORMAL (CP) 6. Reduce Battery Loads - Reduced (P-CP) Turn off all unneeded switches and emergency battery loads, particularly pitot heat. 7. Extend Gear - Gear Down (CP) Gear must be extended before batteries go dead. HYDRAULIC SYSTEM EMERGENCY OPERATION -W******W**4**WV\ CAUTION HYDRAULIC SYSTEM FAILURE If any hydraulic system fails to operate, the cause may be hydraulic fluid loss, mechanical failure of the engine- driven pump, or failure of the engine which drives the pump. All important and necessary hydraulically op- erated systems have an alternate source of hydraulic pressure available as described in "Hydraulic Power Supply Systems, " Section I. In event of failure of No. 5 engine and the engine reaches a low windmilling speed at which hydraulic pressure is no longer furnished, it is difficult to turn the airplane at the end of a landing roll. After a complete stop, the right forward gear will not caster into alignment with the left forward gear. See "Landing With One Forward Gear Steering Failure" under "Landing Emergencies, " this section, for a pro- cedure to obtain hydraulic pressure to allow the gear to be steered and the airplane taxied from the runway. In event of a complete loss of right body hydrau- lic system pressure, the bomb bay doors should not be operated at airplane speeds in excess of 325 knots IAS, if practicable, as a precaution against buffeting and structural damage to the doors. See bomb door operation with failure of the right body hydraulic system, Section IV. LOW PRESSURE WARNING LIGHT FLICKER A low pressure warning light cycling between on and off may indicate hydraulic reservoir pressurization has been lost. This can occur with the airplane at or above 13,000 feet altitude and is dependent on atmos- pheric pressure. It is caused by not maintaining an adequate head of available hydraulic fluid at the pump. Under these conditions, the pump cannot suck fluid from the reservoir fast enough to keep up with demand and momentary low pressure conditions occur. Equipment will still operate through its complete range but opera- tion will be on a start-stop-start basis. Below 13,000 feet altitude, atmospheric pressure will be great enough to overcome this difficulty. Changed 15 November i960 3-65 From RareAviation.com T.O. 1B-52G-1 Section III HYDRAULIC SYSTEM FAILURE CHECKLIST 1. Turn Standby Pump Switch to STANDBY - STANDBY (P) Upon indication of failure of hydraulic system pressure, turn hydraulic standby pump switch to STANDBY. NOTE Failure of hydraulic system pressure normally will be indicated by illumi- nation of the respective hydraulic pressure low light on the hydraulic con- trol panel and the master caution light on the pilots' instrument panel. If system pressure, as indicated by the gage, continues to stay up after op- eration of a hydraulic power supply system, it is the warning system which has malfunctioned. 2. Check Hydraulic Pressure for Buildup - Checked (P) If hydraulic pressure builds up slowly, pressure loss was due to engine-driven pump failure or tubing break upstream of the check valve. The low pressure warning lights will remain illuminated even though the standby pump provides system pressure. NOTE G The standby pumps are capable of operating continuously at pressures up to 3000 psi; therefore, there is no time limit on operation of the standby pumps. O Each standby pump provides ample flow and pressure for normal opera- tion of a system; however, with continuous use of the various hydraulic power supply systems, the response of operation will slow down because the rate of flow is considerably less than that of an engine-driven pump. 3. If Pressure Stays Down, Check Standby Pump Circuit Breakers In - In (P) 4. If Pressure Still Down, Turn Standby Pump Switch Off - OFF (P) If pressure is not increased by the standby pump, it is possible that a tubing break exists and the fluid is depleted. As a result, all equipment depending on that hydraulic system will not be supplied hydraulic power for normal operation. However, equipment which is supplied alternate power from another system may be operated from that system by use of the emergency (or alternate) switch for that system. FLIGHT CONTROL SYSTEM EMERGENCY OPERATION NOTE The following correctional procedures apply to recovery from unusual pitch attitudes (Section VI). LATERAL TRIM MALFUNCTION Unscheduled operation of the lateral trim system due to an electrical control circuit malfunction can be stopped by actuation of the guarded lateral control trim cutout switch on the pilot's side of the aisle stand. STABILIZER TRIM MALFUNCTION Unscheduled stabilizer trim operation in flight can cause severe attitude changes if immediate correc- tive action is not taken. The time required for the stabilizer to travel beyond the limit of elevator con- trol capability is approximately 5 seconds under most conditions. However, at maximum indicated airspeeds the time may be as short as 2 seconds; therefore, it is essential that immediate corrective action be taken by 3-66 7.0.1B-52G-1 Section III the pilots when an unscheduled or runaway trim condi- tion arises in flight. In most cases of runaway stabiliser trim, one of the following has occurred to give the pilots the idea that the stabilizer trim was running away: 1. A malfunction of the autopilot, causing the trim to move. 2. One of the pilot's trim buttons stuck in NOSE UP or NOSE DN. 3. The airplane has been thrown out of trim by use of flaps and/or airbrakes. For complete information on flaps and airbrakes, see "Flight Controls, " Section VI. 4. One of the pilots actuating the trim button, causing the other pilot to believe that the trim was malfunction- ing. Any of the above situations can cause the pilots to take emergency actions resulting in a dangerous flight con- dition, therefore the "Runaway or Unscheduled Stabi- lizer Trim Checklist" should be used whenever stabi- lizer trim malfunction is suspected. RUNAWAY OR UNSCHEDULED STABILIZER TRIM CHECKLIST NOTE For complete information on nose high and dive recoveries, see "Recovery from Unusual Maneuvers, " Section VI. 1. OPERATE AUTOPILOT RELEASE BUTTON, CONTROL COLUMN & TRIM BUTTON (P-CP) As soon as an unscheduled trim indication is noted, both pilots depress the autopilot release button; at the same time the pilot not flying the airplane turns the autopilot master switch OFF. The pilot flying the airplane applies immediate control column movement and moves the stabilizer trim button in the opposite direction to the nose up or nose down condition. He should monitor the manual trim wheel to make sure the trim is actuating in the proper direction. 2. OPERATE AIRBRAKES (P) Pilot applies airbrakes to correct for a nose down condition and lowers the airbrakes, if they are up, for a nose up condition. CAUTION Incorrect actuation of the airbrakes during recovery from a runaway or un- scheduled trim condition will aggravate an already dangerous situation. Caution should be exercised not to retract extended airbrakes during a nose down trim condition and, conversely, airbrakes should not be extended dur- ing a nose up trim condition. 3. CUT OUT STABILIZER TRIM (P OR CP) If electrical trim cannot be obtained in the desired direction, the stabilizer trim switch will be actua- ted to CUTOUT. 4. MANUALLY TRIM (P) Pilot utilizes the manual trim wheel to reposition the stabilizer. If the application of opposing trim and the actuation of the cutout switch plus the autopilot disengagement fail to stop the trim runaway, the manual trim wheel must be held against rotation. 5. Extend Landing Gear for Nose Up - As required (CP) Copilot extends landing gear if additional trim compensation is required, but only if a performance penalty can be tolerated. Changed 15 February 1961 3-67 From RareAviation.com - SECTION III T.O. Ik-526-1 RUNAWAY OR UNSCHEDULED STABILIZER TRIM CHECKLIST (Cont) 6. Transfer Fuel - As required (CP) Copilot transfers fuel, if required, to accomplish a eg shift. NOTE The manual trim wheel should be used to make any additional trim adjust- ments required during the remainder of the flight. The stabilizer trim cut- out switch should be retained in CUTOUT (guard open) during this period to insure that the electrical trim circuit remains interrupted. Leaving the switch in CUTOUT will also aid ground maintenance personnel in trouble shooting. ASYMMETRICAL AIRBRAKE CONTROL Whenever a hydraulic or mechanical malfunction oc- curs to a spoiler group, pulling the respective (inboard or outboard) airbrake control circuit breaker will as- sure symmetrical airbrake position during subsequent airbrake operation. If a malfunction affects any out- board spoiler group, turn the applicable outboard wing system standby pump switch to STDBY prior to pulling the circuit breaker. If this does not restore system pressure, pull the outboard airbrake control circuit breaker. Pulling these circuit breakers does not af- fect the operation of the spoilers. Airbrake effect will be reduced for a selected airbrake position, but the desired results can be obtained by using a higher air- brake position, if available. If airbrakes are used after a hydraulic failure has occurred, and the applicable circuit breaker is not pulled, a sudden roll to the side of the operating airbrakes will occur. The character of the roll will depend upon the spoiler group or groups inoperative and the position of the airbrakes used. Al- though the airplane is less maneuverable, it can be flown without the assistance of one or two spoiler groups. With one or more spoiler groups inoperative, see "Land- ing with Spoiler Control Failure" under "Takeoff and Landing Emergencies, " this section. WING FLAP SYSTEM EMERGENCY OPERATION NOTE The airplane is not equipped for emergency ex- tension or retraction of the flaps, however all four flap sections are simultaneously driven by a power unit which normally has two 206-volt a-c motors operating at the same time. Nor- mally the flaps will fully extend or retract in approximately 60 seconds. If either motor be- comes inoperative, the other motor will extend or retract the flaps in approximately 120 sec- onds. ASYMMETRICAL WING FLAP CONDITIONS An asymmetrical wing flap condition will be evidenced to the pilot by an unusual rolling and yawing moment. This latter effect arises from the increased drag of the flapped wing as compared to that of the wing with- out flaps. Furthermore, when the rolling moment is counteracted by spoiler action the resulting yawing mo- ment adds to that from the flaps. Effective counter- measures for asymmetrical wing flap conditions will then include the application of opposite rudder in addi- tion to lateral control. Flap damage which could re- sult in an asymmetrical condition is most likely to occur during extension or retraction. To success- fully counteract the adverse rolling moment due to asymmetrical flaps, it is essential that corrective action be taken immediately. The possible conditions which could cause asymmetrical flaps and the results expected are as follows: 1. An outboard section could leave the airplane in- stantaneously with the other three sections either full or partially down. This condition can be adequately counteracted at all speeds above unstick speed by the application of full lateral control and rudder. 2. An inboard section could leave the airplane instan- taneously with the other three sections either full Or partially down. Experience shows that this condition can be counteracted by application of one-half to two- thirds of the lateral control. 3-68 Changed 15 February 1961 7.0. 1B-52G-1 Section III 3. If a torque tube fails between the two sections on one side, the outboard section could go to full up while the others went to full down (corrective capabilities are the same as for the first condition above) or could go to full down when the other three sections went to full up. In the latter case, full lateral control and rud- der can counteract the rolling moment at speeds over 20% above unstick speed. 4. If a torque tube breaks between an inboard flap sec- tion and the power unit, both sections on one side could go up or down while the two sections on the other side went in the opposite direction. This condition may be controlled by immediately chasing the free flap sections with the driven sections. Free travel of a broken torque tube is limited by an overspeed flap drive brake which allows enough time to establish control if immediate corrective action is taken. Full lateral control and rudder can control a maximum of 25% asymmetry in the up position (flaps up on one side and 25% extended on the other side) and a maximum of 60% asymmetry in the down position (flaps down on one side and 40% down on the other side). Wing Flap Movement Following Torque Tube Failure If the flaps are less than 20% extended and a section becomes disconnected from the torque tube drive, air- loads will probably carry the section to the full up po- sition. If the break occurs when the flaps are 30% or more extended, the airloads will probably move the section to the full down position. In the range between 20% and 30% extended, airloads could move the section either up or down with the probable crossover point at 25%. Therefore, if a torque tube broke when the flaps were 30% extended and the flap lever was immediately moved to DN, a free flap section could reach full down in not less than 25 seconds. The maximum asymmetry would occur at that time with the free section, or sec- tions, full down and the driven section 71. 5% down. the flap lever to OFF or UP as required to synchronize the needles. 2. If the needles become unsynchronized and the flaps are less than 25% down, move the flap lever to the UP position. Monitor the needles to insure that both are moving in the up direction. If one needle has stopped or is going in the down direction, reposition the flap lever to OFF or DN as required to synchronize the needles. 3. If the wing flap indicator needles remain synchro- nized during extension or retraction but an airplane rolling moment is experienced, move the flap lever to OFF position. Be prepared to move the lever to UP or DN if the moment becomes uncontrollable. The movement of the lever to the UP or DN position will normally depend on whether the rolling moment oc- curred during flap extension or retraction. 4. If both needles stop during extension or retraction and no rolling moment is experienced, immediately move the flap lever to OFF position. Use caution in reactuating the flap lever and be prepared to counteract any unusual rolling moment that may be encountered. Discontinue actuation if flap motion becomes jerky (as indicated by the needles) or if the needles stop or be- come unsynchronized. NOTE If time is available, the use of a chase plane to observe the wing flaps will greatly aid the pilot in determining the best corrective action to be taken. If the observation reveals that one of the flap sections is cocked, further operation of the flaps must be discontinued and a landing made with the flaps remaining in the position in which they stopped. If the observation re- veals no unusual position or alignment of the flaps, the operation of the flaps can be con- tinued under the observation of the chase plane pilot. Action To Be Taken With Asymmetrical Wing Flaps When any unusual rolling moment is encountered during wing flap operation, action must be taken immediately. The copilot must be prepared to take the following steps while monitoring flap retraction: 1. If the flap position indicator needles become un- synchronized during either extension or retraction and the flaps are more than 25% down, move the flap lever to the DN position. Monitor the needles to insure that both are moving in the down direction. If one needle has stopped or is going in the up direction, reposition 5. After any asymmetrical flap condition has been en- countered, the flaps must be left in as near a symmet- rical condition as possible and, if necessary, a flaps up landing made. See "Takeoff and Landing Emergen- cies, " this section. NOTE When an asymmetrical flap condition exists, a check of airplane controllability should be made. See "Stall or Controllability Checks, " Section VI, for procedure to be used. 3-69 From RareAviation.com Section III T.O. 18-526-1 LANDING GEAR SYSTEM EMERGENCY OPERATION LANDING GEAR EMERGENCY OPERATION CHECKLIST NOTE Failure of a landing gear to retract or extend could be caused by a mal- function of the electrical control system, loss of hydraulic pressure, or a malfunction of the retraction mechanism itself. If all the main gears fail to retract due to a centering failure, the probable cause is failure of the centering motor or its circuits. A maladjustment of one or more of the main landing gear centering switches may result in failure of these gears to retract.1. Position Landing Gear Lever - Accomplished (CP) Leave the lever in the selected position. 2. Check Crosswind Knob Centered - Centered (P) If landing gear appears to be centered and fails to retract, leave the landing gear lever in GEAR UP and use 5 crosswind crab control either left or right. If the gear was not centered, it should retract when it reaches center position. 3. Check Hydraulic System Pressure & Gear Circuit Breakers - Checked (P) Check normal pressure source on failed gear or gears. If pressure is normal, proceed with item 5. If circuit breaker is popped, reset and attempt normal operation again. 4. Turn on Standby Pump if Pressure Low - On (P) Reset standby pump circuit breaker if pressure increase is not shown after standby pump switch is placed in ON. If the gear does not retract or extend or the hydraulic pressure does not increase, a leak or break in the line may be bleeding off the hydraulic fluid. If possible, check the main gear wheel well for leakage. Use of the emergency switch in case of leakage may bleed the supply also. 5. Actuate Emergency Landing Gear Switch if Pressure is Normal - Actuated (P) If pressure is normal, move the respective emergency landing gear switch to the desired position. NOTE G The tip gear cannot be retracted using the landing gear emergency switch. O The standby pump switch for either body system does not have to be ON unless normal pressure is not provided by the engine-driven pump. The standby pump for the left body system will provide pressure to actuate both front gear, and the standby pump for the right body system will provide pressure to actuate both aft gear. G Pressure for emergency actuation is provided by the opposite body system source when the emergency switch for the failed gear is used. The standby pump for either body system should be energized only when normal pres- sure has failed on that particular system. 6. Turn Emergency Landing Gear Switch Off - OFF (P) As soon as the landing gear is locked in the desired position, return emergency switch to OFF. Re- turn landing gear emergency switch to EXTEND or RETRACT only if the landing gear attempts to move to the opposite position when the emergency switch is returned to OFF. 3-70 Changed 15 May 1960 7.0. 1B-52G-1 Section ill LANDING GEAR EMERGENCY OPERATION CHECKLIST (Cont) CAUTION G The landing gear emergency switch should be returned to OFF after use as there are no limit switches in the emergency system and the emergency circuits are energized when the emergency switch is in either operating position. If necessary, the standby pump switches may be turned ON for landing; standby pump pressure will then be available, as needed, for brak- ing regardless of the position of the landing gear emergency switches. G Do not attempt extension of the tip gear on the emergency system more than twice. Further attempts may result in a complete loss of hydraulic fluid if a rupture exists in hydraulic fluid lines or component parts within the sys- tem. A 120 cubic inch automatic reset fuse exists in the emergency tip gear system. Two cycles of the fuse will not deplete the system to such an extent that normal spoiler operation will be impaired. G After extension of a landing gear by use of an emergency switch, pull the respective circuit breaker which controls normal gear extension before en- ergizing the system standby pump. This may prevent further loss of fluid if loss of normal system pressure was due to loss of fluid when the normal control circuit was energized. Pulling the circuit breaker which controls tip gear extension on an outboard wing system will reserve standby pres- sure for operation of the outboard spoilers and will prevent loss of fluid available for spoiler control through a leak in the tip gear portion of the system. AIR BLEED SYSTEM EMERGENCY OPERATION In case of an air bleed system malfunction, air bleed manifold temperatures in excess of the red-lined 246 C on the manifold temperature gage may occur. Such excessive temperatures may be controlled by reducing power settings of engines supplying overtemperature bleed air to the system or by placing the air condition- ing master switch in RAM or OFF position. The pro- cedure utilized should be selected according to altitude, power requirements, and system demands. Excessive manifold temperatures may be caused by: Use of emergency bleed air (bleed selector switch to EMERO RH INBD) (see "Emergency Operation of Air Conditioning System, " Section IV) Malfunction of automatic regulation of the No. 2 na- celle heat exchanger bleed air output temperature Failure of a strut bleed valve to close when mani- fold valve switch is returned to CLOSE after starting engines. To determine which nacelle is the source of overtem- perature air, retard throttles in pairs in the following sequence: 3 and 4, 1 and 2, 7 and 8, and 5 and 6. In each case, check for a drop in manifold temperature before restoring power and retarding the next pair. Relatively small reductions in power should close en- gine bleed air check valves in one nacelle if engines in another nacelle are supplying bleed air to the system. Continued operation with a differential power setting may be necessary to maintain safe manifold tempera- fl tures. If a landing is being made with the bleed se- lector switch in EMERG RH INBD position, change the cabin pressure master switch to RAM position to avoid an overtemperature condition in the air bleed duct sys- tem in case a go-around is necessary. ACCIDENTAL DRAG CHUTE DEPLOYMENT The drag chute is designed to operate without failure at indicated airspeeds (IAS) of 140 knots or less. If the drag chute is fully inflated at higher speeds, it will se- riously weaken the risers and failure may result. If deployment occurs above 160 to 180 knots IAS on the ground or 170 to 190 knots IAS in the air, a shear pin will fail, thus releasing the chute. Such deployment will exert only minor effect upon the airplane handling characteristics but deployment at lower airspeeds would be critical. It would induce considerable drag causing a pitch-down tendency with wing flaps up or a slight pitch-up with the wing flaps extended. This pitching would be controllable but the sudden decrease in air- speed could result in a stall condition. It is necessary, therefore, to increase thrust and to jettison the drag chute immediately under,these conditions. If the drag chute is jettisoned or deployed over 150 knots IAS, the pilot shall so note on the Form 781. The drag chute mechanism is designed so that if the drag chute door should open inadvertently while the drag chute lever is in the LOCKED position, the chute will jettison auto- matically. Changed 15 May 1961 3-71 From RareAviation.com Section III 7.0. 1B-52G-1 GAM-72 EMERGENCY OPERATION KE9 Plus EiorlS Amplified checklists for B-52G/GAM-72 emergency operation are published in T. O. 1B-52G-1-2. Corre- sponding abbreviated checklists are not published. GAM-77 EMERGENCY OPERATION Amplified checklists for B-52G/GAM-77 emergency operation are published in T. O. 1B-52E-30-1 (Secret). The corresponding abbreviated checklists are published in T.O. 1B-52G-(CL)1-1, pilots; T.O. 1B-52G-(CL)1 -2, navigator's; andT.O. lB-52G-(CL)l-3, radar navi- gator's. RADOME FAILURE Failure of the large nose radome may begin as a col- lapse in the form of an inward bulge against the radar antenna. Such a collapse could result from a delami- nated or soft spot in the radome caused by inflight col- lision with birds or hailstones or by ground damage. Failure will be audible as a loud thump accompanied by noise of the antenna bumping or scraping against the radome. If the antenna is completely jammed, the scope will so indicate. Therefore, in the event of a collapsed radome: 1. Immediately shut down radar. 2. Reduce airspeed to the lowest value that will leave a safe and reasonable margin above stall (See "Airspeed Indication Failure, " this section, in case of lost air- speed indication.) 3. Continue flight only as long as necessary. WARNING ~| O Continued flight with radome collapsed may re- sult in further structural failure with subsequent departure of the radome and loss of airspeed indications. O Inflight loss of the nose radome will cause com- plete loss of airspeed and Mach indications dur - ing all flight conditions. An extreme increase in noise level will occur, accompanied by pos- sible buffeting. AIRSPEED INDICATION FAILURE Loss of the large nose radome will result in complete loss of airspeed and Mach indications accompanied by extreme increase in noise level and possible buffeting. Loss of airspeed indication can also result from pitot ice, leaks, and other system malfunctions. The air- plane can be successfully operated without airspeed indications as follows: 1. In the event of inaccurate airspeed indication as a result of radome loss, all crew members will assume their egress stations. Additional airplane damage is possible when a radome is lost. 2. Request the immediate services of a chase airplane for obtaining accurate airspeed checks and land as soon as conditions permit. NOTE A VFR landing with chase airplane to monitor approach speed would be the most desirable procedure after due consideration of the follow- ing factors: gross weight, weather conditions at intended place of landing, length of time chase airplane can remain in formation with B-52, and advisability of reducing gross weight prior to landing. If landing above 325,000 pounds gross weight becomes necessary, see "Heavy Weight Landing," Section H. WARNING Pacer airplane should fly only wing formation. It is unsafe to fly two airplanes in close vertical proximity because of the magnitude of interre- lated aerodynamic effect. 3. Maintain the altitude and power setting existing at the time of loss of airspeed indication if the airplane is in level flight. 4. If the airplane is in climb or descent when airspeed indication is lost, maintain if possible the existing at- titude and power setting until level flight fuel flow value is obtained and level flight is established. 5. See fuel flow charts in Part 5 of the Appendix for fuel flow required to maintain level flight at existing weight and altitude for the Mach number shown below: ALTITUDE MACH NO. SL 0.35 5, 000 feet 0. 38 15, 000 feet 0.45 25, 000 feet 0. 55 35, 000 feet and above 0. 7 3-72 Changed 15 May 1961 1B-52G-1 T.O. NOTE Adjusting to the proper fuel flow will provide an adequate speed above low speed buffet for the higher gross weights. For the lower gross weights, these Mach numbers will result in flight speeds higher than necessary to main- tain controlled flight; therefore, the fuel flow should be altered to a value that will maintain a flight approximately 0.1 Mach above the low speed buffet line. This will reduce the possi- bility of subsequent damage to the airplane. 6. To the fuel flow required to maintain level flight at established airspeed, add 10% to compensate for the Section III NOTE drag increase resulting from radome loss and adjust power accordingly. The addition of 10% to the fuel flow required value is not applicable except to compensate for drag increase due to radome loss, and does not apply when airspeed loss or inaccuracies are experienced for other reasons. 7. If altitude changes become necessary because of weather or other reasons before chase airplane arrival, the rate of change shall not exceed 100 to 200 fpm. Changed 15 November 1960 3-73 and 3-74 From RareAviation.com 7.0. 18-526-1 E E E E E Section III CUT ON LINE 3-75 luoDuoi^eiAX/sJey luojj 9Z-E 3NI1.NO ino 3 3 3 3 1-OC9-8L O1 III uoipss 7.0. 1B-52G-1 Section HI CUT ON UNE 3-77 luoDuoi^eiAX/sJey luojj 8Z- CRASH LANDING AND DITCHING Bailout will be accomplished in preference to crash landing or ditching if time and altitude permit. 1. Alert Crew - Accomplished (P) 2. Raise Landing Gear - tip (P) 3. Lower Wing Flaps - Down (CP) 4. Salvo Bomb as Directed - Salvoed (P-RN) 5. Close Bomb Doors - Closed (RN) 6. Complete Emergency Radio Transmission - Accomplished (CP) 7. Release Aft Upper Escape Hatches - Released (EW-G) 8. Raise Airbrakes - Position 2 (P) 9. Accomplish Final Crew Warning - Accomplished (P) 10. Close Throttles (After Impact) - Closed (P) 11. Turn Battery & Generator Switches Off - OFF (CP) 12. Abandon Airplane (ALL) OPERATION ON BATTERY POWER 1. Check Battery Switch On - Checked (CP) 2. Check Emergency Battery Switch NORMAL - NORMAL (CP) 3. Check Aft Battery Low Voltage Light - Checked (CP) 4. Place Emergency Battery Switch on EMERGENCY - Accomplished (CP) 5. Check Battery Switch On - ON (reduce battery loads) (P-CP) 6. Monitor Forward Battery Low Voltage Light - Accomplished (CP) 7. Extend Gear - Gear Down (P) CONSERVATION OF BATTERY POWER 1. Turn Battery Switch Off - OFF (CP) 2. Place Emergency Battery Switch to EMERGENCY - Accomplished (CP) 3. Monitor Forward Battery Low Voltage Light (Bat Sw ON Momentarily) - Accomplished (CP) 4. Turn Battery Switch On - ON (CP) 5. Return Emergency Battery Switch to NORMAL - NORMAL (CP) 6. Reduce Battery Loads - Reduced (P-CP) 7. Extend Gear - Gear Down (P) TO. 1B-52G-1 1 November 1959 awn no ino L-9ZS-BL 01 HI uoipes T.O. 1B-52G-1 ion CUT ON LINE ELECTRICAL SYSTEM EMERGENCY OPERATION GENERATOR EMERGENCY OPERATION INDICATION OFTROU BLE POSSIBLE CAUSE REMEDY Generator circuit breaker position in- dicator open Generator drive trips or protective circuit trips Place generator switch momentarily in ON. If load is fluctuating, place genera- tor switch in OFF. Bus tie circuit breaker position in- dicator open Abnormal voltage tripped bus tie cir- cuit breaker Place generator switch momentarily in ON. Fluctuating voltage on affected genera- tor Place faulty generator switch in OFF. Multiple bus tie po- sition indicators Multiple malfunc- tions Attempt restart. If circuit breakers do not close, operate generators isolated if within tolerance. All generator circuit breaker position in- dicators open Fault on central bus tie Place generator switches in ON. If fault is not corrected, hold master is- olate switch in while placing generator switches ON. Multiple generator and bus tie circuit breaker position in- dicators open Multiple malfunc- tions Push master isolate switch in and hold while placing generator switches ON. No ammeter reading Generator carrying no load or being motored Push master isolate switch. Place re- maining generator switches momentarily in ON. Faulty generator being operated isolated T.O. 1B-52G-1 1 November 1959 3-79 luoDuoi^eiAX/sJey luojj 08- 3NI1 NO ino 1-OC9-8 L O1 III UOJ439S T.O. 1B-52G-1 Section III CUT ON LINE ELECTRICAL SYSTEM EMERGENCY OPERATION (cont) BATTERY SYSTEM LOADS 1. D-C loads available with switch OFF and emergency battery switch NORMAL. FORWARD BATTERY AFT BATTERY Forward Battery Bailout Warning Lights (Crew Compartment) "Missile Manual Jettison (GAM-77)(No. 1 and No. 2) Left Aft and Right Aft Antiskid Valves Right Aft and Left Forward Main Landing Gear Emergency Control Aft Battery Bailout Warning Lights (Aft Fuselage) Airbrake Control Bailout Warning Control Bomb Salvo Entry Light GAM-72 Gear Jettison GAM-72 Gear Jettison Cartridge "Power for GAM-77 Missile Manual Jettison is Supplied from a Separate Nickel-Cad- mium Battery Interphone Left Forward and Right Forward Antiskid Valves Right Forward and Left Aft Main Landing Gear Emergency Control 2. Additional d-c loads available with battery switch OFF and emergency battery switch EMERGENCY. FORWARD BATTERY AFT BATTERY Airbrake Control Bailout Warning Control Body Fire Warning (GAM-72) Emergency Flight Instrument Lights Flight Gyro Emergency Inverter Lights Interphone Power Left Pitot Tube Heater Pilots Turn-and-Slip Indicator No additional loads T.O. 1B-52G-1 1 November 1959 9 I 3-81 luoDuoi^eiAX/sJey luojj C8- ELECTRICAL SYSTEM EMERGENCY OPERATION (cont) BATTERY SYSTEM LOADS (Cont) 3. Additional d-c loads available with battery switch ON (essential battery power) FORWARD BATTERY AFT BATTERY Antiskid: Aft Battery Low Volts Relay Left and right aft antiskid control Antiskid: Battery Charging Indicator Light Left and right forward antiskid control Bomb Door: Battery Charging Indicator Light Bomb door control relays Battery Low Volts Light Bomb door forward valve control Bomb Door, Forward Emergency Valve Bomb door aft valve control Engine Fire Detectors - Engines 1,3, 5, Engine Fire Detectors - Engines 2, 4, 6, & 7 & 8 Engine Firewall Fuel Shutoff Valves - Engine Firewall Fuel Shutoff Valves - Engines 1, 3, 5, & 7 Engines 2,4,6, & 8 Engine Firewall Hydraulic Shutoff Valves Engine Firewall Hydraulic Shutoff Valves - Engines 1, 3, & 4 - Engines 5, 6, & 7 Fuel: Forward Battery Low Volts Relay Engine crossfeed manifold valve No.9 & Fuel: 12 Engine crossfeed manifold valve No. 10 Auxiliary tank,engine feed control valve & 11 No. 14 & 15 Auxiliary tank,engine feed control valve Generator Control: No. 13 & 16 Engine No. 1 & 7 exciter control Generator Control: Bus tie and generator circuit breaker po- Engine No. 3 & 5 exciter control sition indicators (outbd) Bus tie and generator circuit breaker po- Ignition for Engines 1, 3, 5, & 7 sition indicators (inbd) Landing Gear Control: Master circuit breaker trip indicatorlight Left forward gear (Normal) Generator trip indicator box power Right aft gear (Normal) External power and bus tie isolate Left forward and right aft squat switch control (Normal and Emergency) o Right tip gear (Normal and Emergency) T.O. 1B-52G-1 1 November 1959 10 3NI1 NO 100 L-OCS-RL OL III uoipaj TO. 18-520-1 Section III CUT ON LINE 3-83 luoDuoi^eiAX/sJey luojj W- RUNAWAY OR UNSCHEDULED STABILIZER TRIM CHECKLIST 1. OPERATE AUTOPILOT RELEASE BUTTON, CONTROL COLUMN & TRIM BUTTON - OPERATED (P-CP) 2. AIRBRAKES OR STEEP TURN - AS REQUIRED (P) 3. STABILIZER TRIM - CUTOUT (P OR CP) 4. MANUALLY TRIM - AS REQUIRED (P) 5. Extend Landing Gear for Nose Up - As required (P) 6. Transfer Fuel - As required (CP) LANDING GEAR EMERGENCY OPERATION 1. Position Landing Gear Lever - Accomplished (P) 2. Check Crosswind Knob Centered - Centered (P) 3. Check Hydraulic System Pressure & Gear Circuit Breakers - Checked (P) 4. Turn On Standby Pump if Pressure Low - ON (P) 5. Actuate Emergency Landing Gear Switch if Pressure Normal Actuated (P) 6. Turn Emergency Landing Gear Switch Off - OFF (P) TO. 1B-52G-1 1 November 1959 3NI1 NO ino L-OZS-ai 0'1 uoipei 7.0. 18-526-1 Section IV Auxiliary Equipment section IVtable of contents page AIR CONDITIONING SYSTEM__________________________4-2 ANTI-ICING 4-13_________________________________ COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT (Also See T O. 1B-52G-1A)4-17_____________________ ECM EQUIPMENT (Also See T O. 1B-52G-1A)4-34A___________________ LIGHTING EQUIPMENT____________________________4-34A OXYGEN SYSTEM_______________________________4-42 AUTOPILOT_________________________________4-47 INSTRUMENT LANDING SYSTEM (ILS) EQUIPMENT________________4-54A AUTOMATIC APPROACH EQUIPMENT 4-57______________________ NAVIGATION EQUIPMENT___________________________4-57 WEAPONS CONTROL SYSTEM OFFENSIVE (AN/ASQ-38(v))4-62 A___________ (also see T O. 1B-52G-1A) BOMBING SYSTEM 4-87______________________________ BOMB DOOR SYSTEM____________________________4-100 MISSILE SYSTEM (GAM-72)4-113___________________________ MISSILE SYSTEM (GAM-77)4-113___________________________ GUNNERY SYSTEM 4-113______________________________ AIR REFUELING SYSTEM 4-125____________________________ SINGLE POINT GROUND REFUELING SYSTEM__________________4-152C EW OFFICERS AND GUNNERS EJECTION SEATS_________________4-152C NAVIGATORS DOWNWARD EJECTION SEATS 4-152C__________________ INTEGRATED HARNESS SYSTEM________________________4-157 MISCELLANEOUS EQUIPMENT 4-164_________________________ Changed 15 May 1961 4-1 Section IV T.O. 18-526-1 AIR CONDITIONING SYSTEM The air conditioning system (figure 4-2) provides crew compartment ventilation with filtered temperature con- trolled air, piped cooling to electronic equipment, pres- surization, and emergency ram air ventilation. High pressure hot air from the air bleed system (figure 1-27) provides the energy to air condition and pressurize the crew compartment utilizing approximately 6% of thrust output of one engine. The bleed air supply is normally collected from engines 3 and 4 and precooled to approxi- mately 232 C (450 F) in a ram air heat exchanger in the No. 2 strut before delivery to the air conditioning system. An emergency (not precooled) bleed air sup- ply from engines 5 and 6 is available when selected with a bleed selector switch on the aisle stand. Bleed air is admitted to the system by the air conditioning shutoff valve which is operated electrically by the cabin pressure (air conditioning) master switch on the aisle stand. From the air conditioning shutoff valve, bleed air passes through a catalytic filter and an automatic flow control valve, then divides. Part of the hot air is cooled by an air conditioning pack operated by energy exchanged during the heat transfer cycle. Up to 70% of the total hot airflow, depending upon the position of a temperature modulating valve, bypasses the air con- ditioning pack in maintaining a selected cabin tempera- ture. The temperature modulating valve is electrically regulated remotely from a combination switch-rheostat on the pilots' instrument panel and an automatic elec- tronic cabin temperature regulator. The bypassed hot air is ducted through a check valve directly to the cabin and the crew station hot air outlets for heating the cabin. The air cooled by the air conditioning pack also goes through a check valve into the pressurized compart- ment, where it supplies piped cooling to electronic equipment and crew station cooling air outlets. Con- trol of the quantity of air to each crew station is pro- vided at that station. Cabin pressurization and venti- lation is provided by regulating the discharge of cabin air through combination cabin pressure safety and out- flow valves. The pilot and copilot each have a sliding side window for additional ventilation on the ground or as required during unpressurized operation. Emer- gency ram air ventilation of the crew compartment and cooling of electronic equipment may be obtained by po- sitioning the air conditioning master switch to shut off bleed air and open the emergency ram air valve. This same switch position is used for ground operation when the MA-3 weather simulator is connected to the cabin ram air intake to cool electronic equipment and venti- late the compartment. AIR CONDITIONING PACK The air conditioning pack located just aft of the pres- surized compartment cools the hot bleed air by means of two air-to-air heat exchangers and an air cycle ma- chine. Both heat exchangers, known respectively as the ram and the blower heat exchangers, use ram air as the coolant which is obtained through separate ducts from a common anti-iced airscoop in the leading edge of the left inboard wing panel. The air cycle machine consists of an expansion turbine and a centrifugal blower directly coupled together. Part of the bleed air heat energy is transformed into work as the blower assists ram pressure in drawing cooling air through the second stage (blower) heat exchanger. The cold air output must be warmed above freezing, when operating at airplane altitudes less than 25,000 feet, to prevent ice blockage of the water separator and to minimize snow buildup within cabin ducting. An electronic controller auto- matically maintains an above freezing temperature in the cold air output by operating a modulating (anti- icing) valve to bypass bleed air from the first stage (ram) heat exchanger output into the output of the air cycle machine. An aneroid switch operates at 25,000 feet to close the modulating valve and actuate a sole- noid which allows the water separator bypass valve to open, since air above this altitude contains little mois- ture. Water Separator The centrifugal-type water separator removes part of the moisture precipitated by refrigeration of engine bleed air to minimize fogging and snow conditions in the cabin. The separator is installed with an auto- matically controlled bypass just downstream of the air cycle machine. Water collected is drained overboard. The water separator bypass valve is opened automati- cally at altitudes above 25,000 feet r at any other al- titude as a fail-safe feature if a malfunction or a freeze- up restricts airflow. Excessive amounts of moisture as introduced during a water injection takeoff will not be removed by the separator. AIR DISTRIBUTION Cabin air is distributed by separate hot air foot outlet spray tubes at all crew members' feet, by cold air foot outlet spray tubes at pilots' and defense stations, by auxiliary cold air overhead outlets at all stations, and by piped forced air cooling to electronic equipment. The foot outlets are intended to provide the normal air distribution for the crew, while head outlets provide an auxiliary source of cold air for low altitude cooling. The cold air supply is divided between crew and equip- ment cooling so the crew will receive up to 75% of the cold air output for low altitude cooling with all outlets open. With the head outlets all closed and the foot out- lets open, 40% of the cold air will be distributed by the foot outlets while 60% is piped to the electronic equip- ment. CAUTION | ' 4WMMWWWWWMV At flight altitudes above 45,000 feet, the crew head outlets must be closed tb provide adequate cooling of electronic equipment. All the crew air outlets have positive shutoff controls except the hot air spray tube behind the BNS station which relieves pressure on the system ducting when all other outlets are closed. The shutoff controls, also Changed 15 February 1961 From RareAviation.com T.O. 1B-52G-1 Section IV used to control quantity, are mechanically operated from each crew station. In addition, the head outlets are adjustable to control direction of flow, thus giving the crew complete control of the auxiliary cold air. Quantity of air output from pilots' and defense stations foot outlets is variable by means of controls which si- multaneously operate butterfly valves in the respective hot and cold air supply ducts. Defense station crew members have an additional control which operates an independent butterfly valve to close their cold air foot outlet supply duct when warmer air is desired at their feet. An auxiliary heat control at the BNS station op- erates a butterfly valve which restricts the hot airflow downstream to the other crew stations in order to in- crease the hot airflow from BNS station foot outlets. The quantity and temperature of air to the piped equip- ment depends upon the variable airflow split. The air- flow split is governed by the cabin temperature control system regulation of the amount of hot air bypassing the air conditioning pack and by manual control of crew air distribution outlets. The piped cooling to the elec- tronic equipment is supplemented by circulation of cabin air through the electronic compartments to the controlled outflow valve located at the left side of the upper deck. CABIN ALTITUDE VS AIRPLANE ALTITUDE FOR EACH PRESSURE DIFFERENTIAL ALLOWABLE TOLERANCE ISIIIIIHIIHKiaillREBIRIII Cclhill Figure 4-1. Pressure Schedule 402 4-3 Section IV T.O. 18-526-1 i BLEED IsTRUT NO. r Ei> ---1 STRUT I RAM MANIFOLD VALVE SWITCH & BODY CROSSOVER EM ERG R.H. INBD (118V AC) SHUT OFF (118V AC) EMER RAM 7.45 PSI OFF NORMAL LH. INBD AIR CONDITIONING PACK (118V AC) (TR) VALVES BLEED SELECTOR SWITCH HA- Ifwd CABIN TEMP mod valveI NO. 1 STRUT BLEED VALVE COOLANT EXHAUST FLOW CONTROL VALVE TEMPERATURE MODULATION RELAYS COMBAT 4.50 PSI CABIN TEMPERATURE MODULATING VALVE CABIN PRESSURE MASTER SWITCHFROM NO. 2 STRUT (NORMAL SOURCE) BODY CROSSOVER MANIFOLD VALVE (ENGINE NO. 3 GENERATOR POWER BOX 205V 30 AC) PHASE PHASE PHASE ABC (118V AC) TEMP REG NO. I & 4 AIR TO PRESSURE REGULATOR 4.50 PSI SOLENOID (TR) CONTR TO AIR CONDITIONING PACK OUTPUT TEMP- ERATURE 35F CON- TROLLER AND WATER SEPARATOR BYPASS SOLENOID CL NO; 3 STRUT BLEED VALVE NO. 4 STRUT BLEED VALVE AIR CONDITIONING SHUT OFF VALVE OP FILTER OP EMERGENCY CABIN RAM AIR VALVE FROM RAM AIR SCOOP IN WING (PACK COOLANT) LIMIT SWITCHES HOT AIR TO PRESSURIZED COMPARTMENT CABIN RAM AIR 20 CABIN PRESSURE RELEASE f SWITCH THRU LANDING GEAR SQUAT SWITCH Ito PRESSURE T RELEASE SOLENOID VALVE o AUTO- y MATIC CABIN TEMPER- ATURE REGU- LATOR AUTOMATIC RANGE 30 COOLER1 WARMER OFF MANUAL ^QMA Tic 50 60 70 CABIN TEMPERATURE SELECTOR SWITCH CIRCUIT BREAKER MOTOR OPERATED SHUTOFF VALVE SOLENOID CONTROLLED AIR ACTUATED SHUTOFF VALVE (NORMALLY & FAIL-SAFE CLOSED) AIR OUTLET VALVE I ENGINE BLEED AIR (HOT) (FIGURE 1-27) COOLED AIR RAM AIR ELECTRICAL CIRCUITS ---- MECHANICAL ACTUATION coot AIR I I PRESSURIZED COMPARTMENT TO PRESSURIZED COMPARTMENT a Figure 4-2. (Sheet 1 of 2). 4-4 From RareAviation.com 7.0. 1B-52G-1 Section IV (OUTSIDE HANDLE) STATIC PORT FROM TEMPERATURE MODULATING VALVE ( UPPER ( LOWER GUNNER FOOT OUTLETS OUTLETS RADAR NAVIGATOR'S LEFT SIDE WALL LEFT SIDE (TYPICAL SPRAY TUBE SHUTOFF 1 PILOT AND COPILOT) ' Air Conditioning System FROM PRESSURE RELEASE (DUMP) SWITCH, RAM POSITION OF MASTER SWITCH, ANO LANDING GEAR SQUAT SWITCH FROM AIR CONDITIONING PACK CABIN AIRFLOW LOW WARNING LIGHTCABIN AIR FLOW LOW /PRESSURE RELEASE SOLENOID VALVE (NORMALLY CLOSED) STATIC PORT OUT FLOW VALVE UPPER (LH) PRES- > ( SURE REGU- LATOR Z 3 FROM COMBAT 4.50 PSI POSITION OF MASTER SWITCH STATIC PORT OUT FLOW VALVE LOWER (RH)CHECK VALVE LOW FLOW DETECTOR CHECK VALVE PIPED COOLING TO ELECTRONIC EQUIPMENT EMERGENCY CABIN PRESSURE RELEASE HANDLES (FIGURE 4-4) NAVIGATOR HEAD OUTLETS L RADAR NAV. BNS STATION HEAD OUTLETS UPPER PULL TO OPEN DEFENSE ECM OPERATOR OUTLETS PILOTS STATION COPILO' STATION PILOT LOWER OVERHEAD BETWEEN ECM OPERATOR AND GUNNER AT LOWER OUTBOARD CORNERS OF INSTRUMENT PANEL ROTATE 90 TO OPEN OR CLOSE (TYPICAL PILOT AND COPILOT) FOOT PULL LWR. OPEN PULL LWR. OPEN (COPILOT'S! (PILOTS) Figure 4-2. (Sheet 2 of 2). 4-5 TO. 1B-52G-1 Section IV PRESSURE PLEASE MANIFOLD VALVE SWITCH COOLER OFf WARMER MANUAL TEMPERATURE CONTROL LAKIN ALTIMETER oooooo ----BLEED SELECTOR SWITCH 5-1-170 3-1-139 X 00 OPEN 90 MANIFOLD TEMPERATURE GAGE 7.45 PST C0MB^ OFF BLEED ScLtCTOt? HSgiM , L.H ch , .GSVch Ci; - .'60 PRE 5URE 70AUTOMATIC * F 50 60 7030 20MANIFOLD VALVE OPEN FOR ENGINE START CAUTION CLOSE AFTER START CLOSE TEMPERATURE CONTROL RHEOSTAT-SWITCH PILOTS' INSTRUMENT PANEL M ESS Less S3 COPILOTS SIDE PANEL EKS) Plus S3 PRESSURE RELEASE SWITCH RESET RAM CA6iN PRESSURE MASTER SWITCH WAR BEFORE SELE OR "DUMP" H TO GO ON OX FOR EXTENDED UN PRESSURIZED OPERATION SEI.ECT DUMP' EMERG .. ..... kNSo OUMP CABIN PRESSURE (AIR CON- DITIONING) MASTER SWITCH > Air Conditioning Panels Figure 4-3. Changed 15 May 1961 4-7 From RareAviatioh.com Section IV TO. 1B-52G-1 the "Cabin Air Cond" portion of the right load central circuit breaker panel. AIR CONDITIONING SYSTEM CONTROLS Manifold Valve Switch The OPENCLOSE manifold valve switch (figure 4-3) is described as part of the "Air Bleed System, " Sec- tion I. OPEN position opens No. 1 strut bleed valve, No. 3 strut bleed valve, No. 4 strut bleed valve, and the body crossfeed manifold valve and removes all control from the bleed selector switch and the air con- ditioning master switch (figure 4-2). This position di- rects hot bleed air, interconnected between all engines (figure 1-27), to the air conditioning shutoff valve. CLOSE position closes No. 1 strut and No. 4 strut bleed valves and returns control of No. 3 strut bleed valve and the body crossfeed manifold valve to the bleed selector switch and the air conditioning master switch. Cabin Pressure (Air Conditioning) Master Switch A four-position RAMOFF7.45 PSICOMBAT 4. 50 PSI cabin pressure (air conditioning) master switch (figure 4-3) is on the aisle stand located between the stabilizer trim wheels, grouped with the pressure re- lease and bleed selector switches, and is accessible to both pilots. Either RAM or OFF position shuts off the hot air supply to the air conditioning system by supplying 118-volt single-phase ac to close the air conditioning shutoff valve and, when the manifold valve switch is in CLOSE and the bleed selector switch is in NORMAL LH INBD position, to close the body mani- fold crossover valve while maintaining the No. 3 strut bleed valve closed. Also, RAM or OFF position re- moves TR control power and 118-volt single-phase ac from temperature control circuits preventing the 205- volt three-phase a-c operating power from reaching temperature modulating valve motors. The emergency cabin ram air valve will be driven closed by 118-volt single-phase ac in every position of the switch except RAM position, which is used to open the ram air valve. RAM position also dumps cabin pressure by supplying TR power to open the emergency pressure release solenoid valve. OFF position does not dump cabin pressure which, however, will bleed down by normal leakage. Both 7. 45 PSI and COMBAT 4. 50 PSI posi- tions close the emergency ram air valve while at the same time opening the air conditioning shutoff valve to admit bleed air to the air conditioning system from the air bleed system according to positions of the mani- fold valve switch and the bleed selector switch. Also, 7. 45 PSI and COMBAT 4. 50 PSI positions energize the temperature control circuits for either manual or au- tomatic operation, and remove power from the emer- gency pressure release solenoid valve which then closes to permit cabin pressurization according to the selected schedule. COMBAT 4. 50 PSI position provides a low differential pressurization schedule by connecting TR power to the 4. 50 psi solenoid in the pressure regu- lator to shift the regulator from high (7. 45 psi) to low pressure differential operation. Bleed Selector Switch A guarded NORMAL LH INBDEMERG RH INBD bleed selector switch (figure 4-3) is on the aisle stand with the cabin pressure master switch and the pressure re- lease switch accessible to both pilots. NOTE The manifold valve switch must be in the guarded CLOSE position and the cabin pressure (air con- ditioning) master switch must be in either 7.45 PSI or COMBAT 4. 50 PSI position for the bleed selector switch to be energized. With the bleed selector switch energized, the guarded NORMAL LH INBD position connects 118-volt single- phase a-c power so as to simultaneously close the No. 3 strut bleed valve and open the body crossover mani- fold valve thus providing the normal precooled bleed air supply from the No. 2 strut to the air conditioning system. Lifting the guard and moving the switch to EMERG RH INBD position reverses the electrical con- nections thus closing the body manifold crossover valve while the No. 3 strut bleed valve opens to provide an emergency hot (not precooled) bleed air supply to the air conditioning system. Cabin Pressure Release Switch A guarded RESETDUMP cabin pressure release switch, (figure 4*3) is on the aisle stand, grouped with the cabin pressure master switch and the bleed se- lector switch, accessible to both pilots. During pres- surized operation, the switch will be in the guarded RESET position and will be energized by TR power through the cabin pressure master switch. Raising the guard and actuating the switch to DUMP position energizes the emergency pressure release solenoid valve to the open position causing the connected out- flow valve to open and dump cabin pressure. Emergency Cabin Pressure Release (Dump) Handles An emergency cabin pressure release (dump) handle (figure 4-4) with DUMP--CLOSED positions is pro- vided just above each side of the pressure bulkhead door. Moving the handle to DUMP position mechani- cally actuates the emergency pressure release solenoid valve to the open position causing the connected outflow valve to open and dump cabin pressure. CLOSED po- sition of the handle permits the emergency pressure release solenoid valve to return to the normal spring- loaded closed position allowing the outflow valve to re- sume a selected pressurization schedule. NOTE G The emergency cabin pressure release handle is lockwired to CLOSED position to prevent in- advertent opening of the valve by partial actua- tion of either the outside or the connected inside handle. The lockwiring is designed to break 4-8 7.0. 18-526-1 Section IV when either handle is actuated intentionally. On airplanesESEJ the handle on the unpres- surized side of the pressure bulkhead door is lockwired; while on the handle on the pressurized side of the door is lockwired, A guard is installed around the handle on the pressurized side of the door to prevent inad- vertent depressurization caused by clothing or equipment catching on the handle during move- ment of a crew member. Cabin Temperature Selector Switch "Automatic Range" with graduations marked "Auto- matic F" from 20 to 100 and "Manual Temperature Control" with COOLEROFFWARMER positions indicate two modes of controlling cabin temperature, automatic and manual, with separate means of regu- lation. NOTE The cabin pressure (air conditioning) master switch must be in 7. 45 PSI or COMBAT 4. 50 PSI position for cabin temperature control cir- cuits to be energized. The rotary cabin temperature selector switch (figure 4-3) on the pilots' instrument panel or the copilot's side panel is a combination switch-rheostat. Markings of When the knob is positioned on the graduated scale of the "Automatic Range, TR power is switched to the electronic automatic cabin temperature regulator for Emergency Cabin Pressure Release (Dump) Handles (Typical) Figure 4-4. Changed 15 August 1960 4-9From RareAviation.com Section IV 7.0. 18-520-1 cycling cabin temperature modulation relays which con- nect 205-volt three-phase a-c power to the motor-driven cabin temperature modulating valve in the hot air duct, as required, to drive the valve toward open or toward closed in maintaining the temperature selected. Ro- tating the knob to OFF position removes the power from the cabin temperature modulating valve, which then re- mains stopped at the last position to which cycled, caus- ing a constant ratio of hot to cold air to be delivered to the cabin regardless of temperature. Holding the knob momentarily from OFF to WARMER or COOLER posi- tion switches the TR power directly to the cabin tem- perature modulation relays to connect the 205-volt three-phase a-c power as necessary to reposition the cabin temperature modulating valve toward open for increased temperature or toward closed for decreased tempe rature, setting up a new constant ratio of hot to cold air in manual regulation of cabin temperature. Air Outlet Knobs Knobs marked "Air Outlet" (figure 4-2) at each crew station remotely control shutoff and quantity of airflow from outlets at that station and may affect the overall distribution as described under "Air Distribution. " The knobs on the radar navigators left sidewall, those overhead between the EW officer and gunner, and those at the lower part of each end of the pilots' in- strument panel are placarded "Pull to Open" for in- creased airflow. By an arrow indicated tum-clockwise- to-lock feature, the knobs may be set at a desired in- termediate point between all the way in and out. The pilots head outlets and spray tubes do not have remote control knobs, but are regulated directly by controls which are part of the outlets themselves. The spray tube above each pilot's head is controlled by a knurled thumb lever which is rotated 90 outboard from the ex- tended (off) position to open an internal damper-type valve for airflow from the spray tube holes. Each pi- lot's moveable head outlet, ball-mounted at the forward end of the spray tube, may be opened or closed by 90 rotation of the cylindrical portion of the outlet. Each head outlet other than the pilots' has, in addition to remote control of shutoff and quantity at the station, a separate built-in control of the direction and amount of air flowing from the particular outlet. : CAUTION I At flight altitudes above 45t 000 feet, the crew head outlets must be closed to provide adequate cooling of electronic equipment Auxiliary Heat Knobs A knob marked "Warmer" (figure 4-2) is grouped with the air outlet knobs beside the "Pull to Open" placard at the BNS station and the defense station. Pulling ei- ther knob out remotely controls a butterfly valve in the lower air supply duct for that station to increase the air temperature at those crew members' feet. An ar- row indicated turn-clockwise-to-lock feature provides for any desired intermediate setting of a knob between all the way in and out. Operating the defense station valve to obtain warmer air decreases the cold air sup- plied those foot outlets. Operating the BNS station valve restricts hot airflow to both other crew stations (pilots' and defense) to force a greater proportion of the avail- able hot airflow through BNS station foot outlets. AIR CONDITIONING SYSTEM INDICATORS Cabin Altimeters The single pointer Type MA-2 cabin altimeter (figure 4-3) marked "Cabin Pressure Alt" on the eyebrow in- strument panel or on the pilots' instrument panel is graduated to indicate cabin pressure altitude in 1000- foot increments to 50,000 feet, then in 5000-foot incre- ments from 50, 000 to 80, 000 feet. The instrument is a self-contained unit requiring no external power source. Cabin Airflow Low Warning Light A red press-to-test cabin airflow low warning light (7, figure 4-39) on the "Air Flow Low" portion of the navigator's front panel ig described as part of the bombing navigational system (BNS), this section. The light is illuminated by action of a cabin airflow detector within a duct delivering piped cooling to electronic equipment when flow becomes insufficient to safely cool the equipment. NORMAL OPERATION OF AIR CONDITIONING SYSTEM /************** , CAUTION G Do not run the air conditioning pack with the heat exchanger ram air duct plugs in place in the wing. Such operation will over speed the expansion turbine-driven blower to destruction with possible damage to the airplane. G The necessary airflow for adequate equipment cooling above 54, 000 feet flight altitude will require 93% NRT on engine 3 or 4, while air conditioning airflow for a 50 F cabin at such altitudes can be maintained with approximately 85% NRT on engine 3 or 4. To prevent possibility of damage to electronic or other equipment from water in the form of rain which is not removed from bleed air dur- ing a water injection takeoff, such takeoffs should be made with the air conditioning system on RAM. The system must then be returned to 7. 45 PSI within 10 minutes after the cabin I airflow low warning light illuminates to pre- vent overheat damage to AN/ASB-9 equipment. For normal pressurized operation, the air conditioning system should be used from the ground up (except that ram air is used during a water injection takeoff) and is placedin operation as follows: 1. Emergency Cabin Pressure Dump Handle - CLOSED 4-10 Changed 15 February 1961 7.0 1B-52G-1 Section IV CAUTION For the cabin to be pressurized, the emergency cabin pressure dump handle must be set posi- tively to CLOSED. If the dump handle is cocked slightly from the shallow CLOSED position de- tent, to which position it has been lockwired, the lockwire may be stretched or broken and cabin pressure may be inadvertently dumped. 2. Cabin Pressure Release Switch - RESET 3. Manifold Valve Switch - CLOSE 4. Bleed Selector Switch - NORMAL LH INBD 5. Cabin Pressure (Air Conditioning) Master Switch - 7. 45 PSI (or COMBAT 4. 50 PSI may be selected, ac- cording to operational requirements) NOTE Heating or cooling, according to cabin tempera- ture selector switch settings and availability of pneumatic system hot air, is provided with the air conditioning master switch in 7.45 PSI (or COMBAT 4. 50 PSI) whether the cabin is pres- surized or not. During extended periods of unpressurized op- eration, move cabin pressure release switch to DUMP position in order to provide additional airflow for cooling of electronic equipment. 6. Cabin Temperature Selector Switch - AUTOMATIC (Set at desired temperature) NOTE Allow cabin temperature to stabilize with all air outlet knobs in midposition and auxiliary heat knobs pushed in before accomplishing steps "7" through "9." 7. Air Outlet Knobs - Set for desired airflow I CAUTION I At flight altitudes above 45, 000 feet, the crew head outlets must be closed to provide adequate cooling of electronic equipment. 8. Auxiliary Heat Knob (defense station) - ECM op- erator or gunner adjust for comfortable temperature at feet 9. Auxiliary Heat Knob (BNS station) - Radar navi- gator adjust for comfortable temperature at feet. NOTE Air conditioning individual outlet and auxiliary temperature control adjustments that result in optimum crew comfort during high altitude cruise conditions are as follows: Pilot and Copilot - Upper outlets closed, lower outlets open Gunner and EW Officer - Lower outlets open, all other knobs in Radar Navigator-Navigator - All knobs in. The system is shut down by placing cabin pressure master switch in RAM position and, after bleed down of cabin pressure, opening copilot's side windows ap- proximately 2 inches. warning") To prevent injury to ground crewmen, the crew compartment should be depressurized and the copilots side window opened approximately 2 inches before the main entry door is opened. Otherwise, a small residual cabin pressure will build up during ground operation of the air conditioning system. This pressure may im- pose sufficient load on the door to cause injury to anyone in its path when it is unlatched. The residual pressure is due to the need to maintain the outflow valve preloaded to the closed posi- tion by a slight spring pressure when the cabin is depressurized. With the crew compartment closed and the air conditioning system opera- ting, a residual cabin pressure must build up to balance the spring pressure before the out- flow valve will open to permit the necessary airflow for ventilation. An unusually high re- sidual cabin pressure, as noted by means of the cabin altimeter, can be relieved by turning the air conditioning master switch to RAM and then opening the side window. The air conditioning master switch should then be returned to the 7.45 PSI position to insure cooling of electronic equipment, if operating. Prior to ground op- erations, opening the copilot's side window be- fore closing the entry door will prevent buildup of residual pressure. To obtain air conditioning for ground operation from a connected MA-3 weather simulator, place cabin pres- sure (air conditioning) master switch in RAM position. To obtain air conditioning for ground operation from an external air supply attached to the ground start connec- tion at No. 3 nacelle, place bleed selector switch to EMERG RH INBD position and further operate per steps "5" through "7. " Ground air conditioning may also be obtained from ground operation of an engine in No. 2 nacelle and system operation per steps "3" through EMERGENCY OPERATION OF AIR CONDITIONING SYSTEM Failure of Water Separator To prevent or minimize reduction of visibility from fogging caused by a failed water separator, the fol- lowing procedures should be used: 1. During takeoff, increase the cabin temperature setting if fog streamers come from air outlets and tend to reduce visibility. 2. During descent, and at approximately 10, 000 feet altitude, fog streamers in excess of 15 inches may is- sue from air outlets. Increase the temperature set- ting until fog streamers are reduced to approximately 6 inches in length. Changed 15 February 1961 4-11 From RareAviation.com Section IV 7.0. 1B-52G-1 3. During descent at approximately 5, 000 feet alti- tude, if fog streamers exceed 6 inches in length, turn the cabin pressure master switch to RAM and continue descent and landing. NOTE The windshield anti-ice and defogging switch should be in NORMA L or HIGH position at all times during flight. Failure of Normal Bleed Air Source on the Ground For maximum safety and equipment life, emergency air bleed should not be selected for air conditioning while on the ground, as there is a possibility of reach- ing excessive duct temperatures and of reducing air conditioning pack bearing life. In case of failure of normal bleed air source for air conditioning on the ground, the following procedure should be observed: 1. BNS Equipment - OFF 2. Cabin Pressure Master Switch - RAM 3. Takeoff - Deferred until failure is remedied. Failure of Normal Bleed Air Source in Flight To regain air conditioning and pressurization in the event of failure of the normal bleed air source, place bleed selector switch in EMERG RH INBD position. If a landing is being made with the bleed selector switch in EMERG RH INBD position, change the cabin pres- sure master switch to RAM position to avoid an over- temperature condition in the air bleed duct system in case a go-around is necessary. WARNING G Above red-line manifold temperatures, as in- dicated on the manifold temperature gage, may result when using emergency bleed air. Such excessive temperatures may be controlled by reducing power of engines supplying the system as described under "Air Bleed System Emer- gency Operation, " Section IH. G Engines in outboard nacelles should not be con- sidered an alternate source of emergency bleed air (by use of OPEN position of the manifold valve switch) since outboard sections of the air bleed manifold are not insulated ajid may con- tact fuel vapors. 4. Continuing contamination on alternate source of bleed air indicates probable malfunction of the air con- ditioning pack, which should then be shut down by plac- ing cabin pressure master switch in RAM position. This action also depressurizes the cabin and provides ram air ventilation. 5. Monitor engines in affected nacelle for signs of malfunction if alternate air bleed source cleared con- tamination of cabin. NOTE Only the engine at the highest rpm of those con- nected to the air bleed system manifold will sup- ply the manifold due to check valves at the air bleed ports on the engines. Therefore, by par- tially retarding the throttle of a suspected en- gine, it is possible to isolate that engine as a source of bleed air contamination. Failure To Regulate Cabin Temperature In case of difficulty in controlling cabin temperature, proceed as follows: 1. If the automatic control system fails to provide the proper temperature regulation, turn the cabin tempera- ture selector switch to OFF position of "Manual Tem- perature Control. " Then manually control cabin tem- perature by actuation of the switch momentarily to COOLER or to WARMER as necessary. NOTE To minimize overshooting of desired tempera- tures, on manual control, allow sufficient time between readjustments for cabin temperature to change, then make new changes in increasingly smaller increments. 2. If only hot air is available from the upper outlets, turn cabin pressure master switch to RAM when the cabin airflow low warning light glows since air at the same temperature is delivered to electronic equip- ment as from crew upper air outlets. Since cabin pres- sure will be dumped, crew will use oxygen as indicated under "Oxygen System," this section. Filter Failure Filter failure in the air conditioning system is indicated by a finely divided black powder being deposited in the cabin. FAILURE OF AN ENGINE OR A SYSTEM IN A NA- CELLE SUPPLYING THE AIR CONDITIONING SYSTEM CAUSING OIL OR FUMES TO ENTER CABIN. In case of such cabin air contamination, proceed as follows: 1. Crew warning - Accomplish 2. Oxygen - 100% and EMERGENCY 3. Bleed Selector Switch - Place switch in position opposite to that in use (NORMAL LH INBD or EMERG RH INBD) WARNING J To avoid possible harmful effects of breathing the powder when failure of the filter occurs dur- ing flight, crew must go on 100% OXYGEN as described in "Oxygen System Emergency Op- eration, " this section. 4-12 Changed 15 May 1961 7.0. 18-526-1 Section IV Releasing Cabin Pressure If for any reason immediate release of cabin pressure is desired, place the cabin pressure release switch to DUMP or the cabin pressure master switch to RAM position. If these electrical means of dumping cabin pressure are not operable, turn the manual emergency cabin pressure dump handle to DUMP position. If it should become necessary to bleed cabin pressure down to zero differential in order to open the pressure bulk- head door, turn the cabin pressure master switch to OFF. tUUHHWHUHUW, *: CAUTION The BNS equipment must be turned OFF when the cooling airflow is stopped by turning off the air conditioning system. Shutdown of Air Conditioning System Without Dumping Cabin Pressure To shut down the air conditioning system in flight with- out dumping cabin pressure, turn the cabin pressure master switch to OFF position. However, the cabin will depressurize in a few minutes due to normal leak- age and no ram air will be provided. Repressurizing To repressurize, check that: 1. Cabin Pressure Release Switch - RESET 2. Cabin Pressure Master Switch - 7. 45 PSI (or COM- BAT 4. 50 PSI) 3. Emergency Cabin Pressure Dump Handle - CLOSED ANTI-ICING Anti-icing of engines, nacelles, scoops, windshield, windows, and pitot heads is provided. On airplanes | anti-icing is provided for missile (GAM -77) engine nacelles and pitot-static probes. The anti- icing controls are all grouped together at the left side of the pilots' instrument panel. A single switch provides connections to cause anti-icing of the engine inlet compo- nents, nacelles, and the air conditioning pack heat ex- changer ram airscoop in the left wing by engine bleed air as well as the Q-spring ram air inlet by an electric | heater. On airplanes [33 , this switch also controls anti-icing of the missile (GAM-77) engine na- celles by engine bleed air and the missile pitot-static probes by electric heaters. Two switches (left and right) operate electrical heaters for the pitot tube and fairing on the respective side of the airplane. A rotary switch provides two heats for selection in electrical op- eration of windshield anti-icing and defogging. ENGINE, NACELLE, AND SCOOPS ANTI-ICING SYSTEM Engine, nacelle, and scoops anti-icing (figure 4-5) is accomplished thermally by hot air bled from the engine high pressure compressors except for the Q-spring ram air inlet which is heated electrically. Engine inlet guide vanes and nose domes receive hot compressor bleed air independently, as an individual system on each engine, by means of a duct on each side of each engine, each duct having a thermal restrictor and a TR powered re- lay-controlled motor-driven shutoff valve. Nacelle anti-icing uses hot air from the air bleed system through a shutoff valve in each nacelle to prevent ice formation on the leading edges of the nose cowls, oil cooler inlets, and, on engines 1, 3, 5, and 7, alternator cooling air inlets. For anti-icing each engine nose cowl, hot air from the shutoff valve is directed through a venturi at each engine to mix with ambient air drawn through ducts from the oil cooler inlet. The mixture provides suffi- cient volume at safe temperatures and pressures for anti-icing that engine nose cowl without need for over- heat controls. The nacelle anti-icing shutoff valves are air actuated, fail-safe-to-closed, and solenoid- operated to open when the air bleed system is pres- surized and the solenoid is energized by TR power. Engine and nacelle anti-icing shutoff valves are sup- plied TR power (left or right) through a circuit breaker numbered for each nacelle and marked "Pod Control" on the "Anti-Ice" portion of the load central circuit breaker panel with pods No. 1 and 2 on the left and No. 3 and 4 on the right, respectively. The ram airscoop in the left wing, which supplies the ram air coolant to the air conditioning pack heat exchangers, receives anti-icing air from the air bleed system through a shut- off valve which is air actuated, fail-safe-to-closed, and solenoid-operated to open when the air bleed system is pressurized and the solenoid energized by TR power. The Q-spring ram air inlet is electrically anti-iced by 118-volt single-phase ac and relay controlled by TR power. TR power to turn on both bleed air and elec- trical anti-icing of scoops is supplied through a circuit breaker marked "Air Scoop Shutoff Valve" on the "Anti- Ice" portion of the left load central circuit breaker panel and thro ugh the landing gear squat switch relay, when airplane weight is off the wheels, for inflight use only. Engine, Nacelle, and Scoops Anti-Icing Switch The ON--OFF engine, nacelle, and scoops anti-icing switch (1, figure 4-6) on the anti-ice control panel controls anti-icing of engine inlet components, nacelle leading edge areas, the ram airscoop lip in the left wing, and the Q-spring ram air inlet area in the lead- ing edge of the fin. ON position makes the connections to supply TR power to energize the various solenoids and relays which cause the anti-icing air valves to open and turn on the electrical heater power. OFF position deenergizes the solenoids and relays, causing engine, nacelle, and scoop anti-icing to be shut off. On air- planes EBE Plus 133 , the engine, nacelle, and scoops | anti-icing switch also controls the missile (GAM-77) anti-icing systems. In ON position, the switch supplies TR power to open the missile engine anti-icing valve which in turn routes engine bleed air for missile engine anti-icing. In ON position, TR power also closes a re- lay which supplies missile a-c power for pitot-static probe anti-icing. In OFF position, the missile anti- icing systems are deenergized. Changed 15 August 1960 4-13 From RareAviation.com Section IV T.O. 1B-52G-1 Normal Operation of Engine, Nacelle, and Scoops Anti-Icing System Normal operation of engine, nacelle, and scoops anti- icing consists of turning the control switch ON hi time for anti-iced areas to heat 5 minutes before entering possible icing conditions and turning the switch OFF as soon as there is no further need for anti-icing. NOTE O Possible icing conditions are indicated by either of the following speed, temperature, and mois- ture combinations: 1. Ground operation or flight below 250 knots TAS, with OAT true 5 C (41 F) or lower and the dew point within 4 C (7 F) of OAT true or with visible moisture present. 2. Flight above 250 knots TAS with OAT true below 0 C (32 F) and with visible moisture present. G Turn ON the engine, nacelle, and scoops (anti- ice control) switch during all low altitude mis- sions whenever the indicated OAT is below 10 C (50 F). O When using anti-icing with EPR below 1. 5 units, increase EPR to 1. 5 units or above on all en- gines every 5 minutes for a period of 1 minute. Proper operation of the anti-icing system is in- dicated when an EPR drop of 0. 02 to 0. 03 on all engines is noted upon actuating the anti-icing control switch to ON. TO MISSILE (GAM-77) ANTI-ICING SYSTEM ENGINE, NACELLE, AND SCOOPS ANTI- ICING SWITCH OFF A GROUND LANDING GEAR SQUAT SWITCH RELAY FROM AIR BLEED SYSTEM NACELLE ANTI-ICE SHUTOFF SOLENOID VALVE (NORMALLY CLOSED) HOT BLEED AIR TO OTHER NACELLES AMBIENT AIR EJECTOR MIXING ENGINE PITOT (TYPICAL EACH ENGINE) OIL COOLER SCOOPS NACELLE NOSE COWL RING ANTI-ICING (TYPICAL EACH NACELLE) ENGINE ANTI- ICE VALVES RELAY (TYPICAL) TO OTHER ENGINE ANTI-ICE SHUTOFF VALVES SAME NACELLE A-C GENERATOR SCOOP FROM AIR BLEED SYSTEM TO Q-SPRING ANTI-ICE RELAY TO ELECTRICALLY HEAT Q-SPRING RAM AIR INLET OP OP Cl CL (TYPICAL EACH ENGINE) AIR TEMPERATURE REGULATOR THERMAL RESTRICTOR TYPE (TYPICAL) ENGINE ANTI-ICE SHUTOFF VALVE (TYPICAL) AIR CONDITIONING PACK AIR SCOOP LIP ANTI ICING SHUT-OFF SOLENOID VALVE (NORMALLY CLOSED) BLEED AIR MIXED WITH AMBIENT AIR ELECTRICAL CIRCUITS Engine, Nacelle, and iiiiiiifliiiiiiiiiiiiiin Scoops Anti-icing System Figure 4-5. 4-14 Changed 15 May 1961 T.O. 18-526-1 Section IV CAUTION ' 4W*UHMUW*MMV ' WARNING G To prevent loss of thrust and possible engine damage due to ice ingestion, engine, nacelle, and scoops anti-icing must be turned ON prior to encountering ice. G To prevent cracking of inlet guide vanes, en- gine, nacelle, and scoops anti-icing should be used only as necessary in prevention of icing and not for prolonged periods in dry air. When using engine, nacelle, and scoops anti- icing during takeoff, the ground run will be in- creased approximately 5% (see "Takeoff Ground Run" and "Minimum Runway Required" charts in Parts 2 and 3 of the Appendix). Emergency Operation of Engine, Nacelle, and Scoops Anti-Icing System 1. ENGINE, NACELLE, AND SCOOPS ANTI-ICING SWITCH 2. PITOT HEAT SWITCHES 3. WINDSHIELD ANTI-ICE AND DEFOGGING SWITCH There is no provision for emergency operation of this system. PITOT ANTI-ICING Both left and right pitot tubes are electrically heated as is also each pitot tube fairing leading edge. Auto- matic current control reduces overheating of the tubes during ground operation and provides additional heating during extreme cold weather operation. The left (pi- lot's) pitot tube heating normally operates on left TR power from the left essential bus through a circuit breaker marked "Left Pitot Tube Htr" on the pilot's circuit breaker panel. However, if left TR power should fail, as indicated by the aft battery-not-charging light, the left essential bus can supply de from the aft battery when the battery switch is ON. Also, power from the forward battery bus can be made available by switching the emergency battery switch to EMERGENCY position. The left (pilot's) fairing heater operates on right TR power through a circuit breaker marked "Left Pitot Fairing Htr" on the copilot's circuit breaker panel. The right (copilot's) pitot tube heating and fairing heater both operate on right TR power from the same circuit breaker marked "RH Pitot & Fair Htr" on the copilot's circuit breaker panel. No alternate sources of power are provided for the left fairing heater or the right pitot tube heating and fairing heater. Pitot Heat Switches Left and right ON--OFF pitot heat switches (2, figure 4-6) are located on the left side of the pilots' instru- ment panel. ON position of each switch energizes the pitot tube and fairing heaters on the respective (left or right) side of the airplane to prevent pitot tube stoppage by icing. OFF position removes power from the heaters. Anti-Ice Control Panel Figure 4-6. Normal Pitot Anti-Icing Operation Pitot heat switches should be ON prior to takeoff or in flight whenever icing conditions are anticipated to pre- vent ice formation and loss of airspeed indication. Switches should be turned OFF after landing. Changed 15 August 1960 4-15 From RareAviation.com Section IV 7.0. 1B-52G-1 CAUTION r To reduce overheating of the elements and cur- rent control, do not leave pitot heat switches ON for extended periods while the airplane is on the ground. Emergency Pitot Anti-Icing Operation Emergency power for heating the left (pilot's) pitot tube may be obtained from the aft battery if the battery switch is ON or from the forward battery by switching the emergency battery switch to EMERGENCY position. NOTE Neither the right or left fairing nor the right pitot tube are provided emergency power for heating. , WARNING Caution must be observed when flying in known or suspected icing conditions with TR power failure and the battery switch ON or the emer- gency battery switch in EMERGENCY position, since no fairing heat will be provided. Flight tests in icing conditions have indicated that without fairing heat the pitot tubes will ice up even though the left (pilot's) pitot tube will be heated when turned ON. Therefore, loss of airspeed indication at both pilot's and copilot's stations can result. WINDSHIELD ANTI-ICING AND WINDOW DEFOGGING The main windshield windows and all auxiliary windows except the panes at each side of the upper center win- dow are heated for anti-icing or defogging by means of transparent electrically conductive film between the glass laminations. The main windshield windows are numbered (figure 4-7) right and left from the center, which is No. 1 through 4L & R, and are anti-iced by having the conductive film next to the outer pane. Inner surfaces of the main windows are defogged by part of the anti-icing heat being conducted through the lami- nated glass. The auxiliary windows include those num- bered 5L & R, 6L & R, 7, and the pilot's and copilot's escape hatch windows. The auxiliary windows, except 6L & R which are unheated, have the conductive film next to the inner pane with the primary purpose of de- fogging the inner glass surface. A-C power at the nec- essary voltages for heating the respective conductive films to the required operating temperature for each heated window is supplied by 118-volt a-c auto-trans- formers. The auto-transformers are energized from NOTE 61 and 6R not anti-iced Windshield and Window Numbering Figure 4-7. 4-16 Changed 15 May 1961 7.0. 1B-52G-1 Section IV circuit breakers on the pilot's and copilot's circuit breaker panels marked "Window Heat Power, " "1, " "2 Left" (and Right), "3 & 4 Left" (and Right), and "Aux Windows Left" (and Right) when connected by re- lays actuated by left (or right) TR power through "Win- dow Relays" or "Aux Window Relays" circuit breakers in the left (and right) load central circuit breaker panels as directed by the windshield anti-ice and defogging switch. Circuit breakers marked "Window Contr Units" on the left (and right) load central circuit breaker panels supply 118-volt a-c power to operate electronic tem- perature control units for automatically regulating anti- icing temperatures of the main windshield windows (1 through 4L & R) as monitored by sensing elements in the respective conductive films. Heater power to the auxiliary windows is interrupted by individual thermal snap switches on the inner surface of each window as protection from overheating. The main windshield windows may be heated at either of two heating rates while only a single heating rate is provided for the aux- iliary windows, as selected by the windshield anti-ice and defogging switch. Main windshield windows 3L & R are the pilot's and copilot's sliding windows. When either sliding window is opened a limit switch also opens causing power to be removed from the autotransformer supplying both 3L (or R) and 4L (or R) so main wind- shield windows 3 and 4 will neither one be anti-iced while the sliding window on that side is open. Windshield Anti-Ice and Defogging Switch The three-position OFFNORMALHIGH rotary se- lector windshield anti-ice and defogging switch (3, fig- ure 4-6) is located on the left end of the pilots' instru- ment panel. The switch electrically controls applica- tion of power to auto-transformers supplying the re- spective window heater voltages as required. In OFF position, no power reaches the auto-transformers and a-c power is removed from the main windshield window electronic temperature control units so windows will not be heated. NORMAL position causes the auxiliary window power auto-transformers to be energized to heat the auxiliary windows for defogging. NORMAL position also causes the main windshield window power transformers to be energized to produce the lower of two output voltages for anti-icing the main windows with the necessary a-c power supplied to operate the electronic temperature control units. HIGH position, in addition to connections given in NORMAL, switches connections to the main windshield window power trans- formers so they produce the higher output voltage re- quired for anti-icing the main windows (1 through 4L & R) under the most severe icing conditions. Windshield Anti-Icing and Window Defogging Normal Operation NORMAL position of the windshield anti-ice and de- fogging switch will give the longest main windshield service life, and will provide satisfactory anti-icing and defogging under normal flight conditions. The fol- lowing procedure is recommended: 1. Turn windshield anti-ice and defogging switch to NORMAL prior to takeoff. Leave the switch in this position as long as satisfactory anti-icing and defog- ging is obtained. Under instrument conditions when fogging or frosting is anticipated, the pilot will check window heat by touch while taxiing out for takeoff. >***4*****M4******v CAUTION To prevent damage to the heated windows, op- erate on NORMAL 15 minutes before turning switch to HIGH position. 2. The switch should be set to HIGH 15 minutes be- fore descent when icing conditions are anticipated, or at any time the NORMAL setting does not provide sat- isfactory anti-icing or defogging of main windshield windows. 3. Turn the switch to OFF after landing. Windshield Anti-Icing and Window Defogging Emergency Operation In case of arcing at the power terminals on the heated windows, arcing at the sensing element, cracking, or discoloration or bubbles in the windows, immediately pull the individual circuit breakers for each affected window autotransformer. These circuit breakers, as previously noted, are located on the pilot's and copilot's circuit breaker panels and marked for identification with the respective windows as shown on figure 4-7. NOTE G Do not pull the window control units and relays circuit breakers located on the left and right load central circuit breaker panels for an indi- vidual window malfunction since these circuit breakers each provide power for control of heat to more than one window. The structural integrity of a cracked window may be checked by sliding a hand across the inner surface to feel for the crack. Since the inner pane of a heated window is the primary structure, a crack in only the outer pane will not impair the strength. (Unheated windows, 6L and 6R, are made of laminated plastic and carry the load on the outer surface.) COMMUNICATION AND ASSOCIATED ELECTRONIC EQUIPMENT The communication and associated electronic equip- ment (figure 4-8) includes an interphone system, UHF command radio, liaison radio, TACAN radio, omni- range radio, glide slope equipment, marker beacon receiver, rendezvous radar, IFF radar, radar warn- ing receiver, fire control radar, bombing navigational radar, navigation radar, and forward surveillance ra- dar. For antenna locations, see figure 4-10, this sec- tion, and Section IV of T. O. 1B-52G-1A. Changed 15 May 1961 4-17 From RareAviation.com00 TYPE DESIGNATION FUNCTION OPERATOR HORIZONTAL RANGE LOCATION OF CONTROLS INTERPHONE AN/AIC-10A Intercrew communication Any crew member Each crew station UHFCOMMAND UHFCOMMAND NO. 2 AN/ARC-34 AN/ARC-34 Short range, two-way voice and code communication Pilot and Copilot 75 to 150 miles Pilots' overhead panel LIAISON RADIO AN/ARC-65 C2S1 ESH an/arc-58 Long range, two-way voice and code communication Copilot 800 to 1500 miles Copilot's side panel TACAN RADIO AN/ARN-21 Plus E3 UHF navigation Pilot and Copilot 195 miles Pilots overhead panel OMNI RANGE RADIO AN/ARN-14 Indicates lateral alignment with runway and used for VHF navigation Pilot and Copilot Line of Sight Pilots overhead panel GLIDE SLOPE AN/ARN-31 Indicates glide angle for landing Pilot and Copilot 15 miles Operates through omni range radio MARKER BEACON AN/ARN-32 Receives location marker signals on navigation beam Pilot and Copilot Low altitude Operates through omni range radio RADAR ALTIMETER AN/APN-22 Measures terrain clearance Pilot and Navigator Pilots instrument panel and navigators side panel Section IV T.O. 1B-52G-1 n RENDEZVOUS RADAR AN/APN-69 Aerial rendezvous Navigator 150 to 200 miles Navigator's side panel IFF RADAR AN/APX-25 Aircraft recognition Pilot Line of Sight Pilots side panel TERRAIN RADAR SYSTEM SEED pi us ns (COMPONENT OF AN/ASQ-38(V)) Provides low level flight assist Pilot, Copilot, and Radar Navigator Pilot, copilot, and radar navigators station AUTOMATIC ASTROCOMPASS SYSTEM (COM- PONENT OF AN/ ASQ-38(V)) MD-1 Provides heading reference Navigator Navigators station NAVIGATION RADAR (COM- PONENT OF AN/ ASQ-38(V)) AN/APN-89 Ground speed and wind drift Navigator Navigators side panel BOMBING NAVIGATION SYSTEM (COM- PONENT OF AN/ASQ-38(V)) AN/ASB-9 Bombing and navigation Radar navigator Radar navigators station FIRE CONTROL SYSTEM AN/ASG-15 Fire control Gunner Gunners station 7.0. Ik-526-1 Section IV Section IV TO. Ik-526-1 TYPICAL INTERPHONE PANEL FOR THE PILOT, COPILOT, INSTRUCTOR PILOT, RADAR NAVI- GATOR, NAVIGATOR, INSTRUCTOR NAVIGA- TOR, EW OFFICER, DEFENSE INSTRUCTOR, AND GUNNER TYPICAL AUXILIARY MIXER SWITCHES FOR THE PILOT, COPILOT, INSTRUCTOR PILOT, RADAR NAVIGATOR, NAVIGATOR, INSTRUCTOR NAVI- GATOR, EW OFFICER, AND DEFENSE INSTRUCTOR 15-1-9 INTERPHONE POWER SWITCH, PILOTS SIDE PANEL TYPICAL TRIGGER SWITCH ON PILOTS AND COPILOTS CONTROL WHEELS NORMAL AUX LISTEN> VOLUME TYPICAL INTERPHONE PANEL FOR THE FOR- WARD WHEEL WELL HAND SWITCH FOR THE INSTRUCTOR PILOT, INSTRUCTOR NAVIGATOR, AND DEFENSE INSTRUCTOR STATIONS. FOOT SWITCH FOR THE RADAR NAVI- GATOR, NAVIGATOR, EW OFFICER, AND GUNNER. 1. INTERPHONE MIXER SWITCH 2. COMMAND RADIO MIXER SWITCH 3. LIAISON RADIO MIXER SWITCH 4. COMMAND AUXILIARY MIXER SWITCH 5. TACAN ODR MARKER MIXER SWITCH (PILOT, COPILOT, NAVIGATOR, RADAR NAVIGATOR, INSTRUCTOR PILOT, INSTRUCTOR NAVIGATOR) APS-54 Al MIXER SWITCH (GUNNER! 6. AUXILIARY LISTEN SWITCH 7. INTERPHONE SELECTOR SWITCH 8. INTERPHONE VOLUME CONTROL KNOB 9. APN-69 MIXER SWITCH (PILOT, COPILOT, NAVIGATOR, RADAR NAVIGATOR, INSTRUCTOR PILOT, INSTRUCTOR NAVIGATOR) APR-14 MIXER SWITCH (EW OFFICER, DEFENSE INSTRUCTOR) 10. APS-54 Al MIXER SWITCH (PILOT, COPILOT, INSTRUCTOR PILOT, EW OFFICER, DEFENSE INSTRUCTOR) 11. APS-54 LD MIXER SWITCH (PILOT, COPILOT, INSTRUCTOR PILOT EW OFFICER, DEFENSE INSTRUCTOR) 12. APR-9 NO. 1 MIXER SWITCH (EW OFFICER, DEFENSE INSTRUCTOR) 13. APR-9 NO. 2 MIXER SWITCH (EW OFFICER, DEFENSE INSTRUCTOR) 14. CALL BUTTON a Interphone System Controls (Typical) 409 Figure 4-9. 4-20 T.Q. 1B-52G-1 Section IV INTERPHONE SYSTEM AN/AIC-10A A transistorized interphone system provides inter- communication between the crew stations, transmis- sion and reception on UHF command and liaison radio sets, and reception of audio signals from specialized receivers. Control panels (figure 4-9) vary accord- ing to station requirements. The pilots, copilots, instructor pilot's, radar navigator's, navigator's, in- structor navigator's, gunner's, EW officer's, and de- fense instructor's stations each have a control panel containing a selector switch and five mixing switches. In addition, each of the above named stations, with the exception of the gunners, have an auxiliary interphone panel containing an additional five mixing switches. The selector switch is used for selecting transmitting and receiving channels. The mixing switches permit simul- taneous monitoring of channels essential to the station. Stations of limited use (forward wheel well) utilize in- terphone and call functions only. Only direct battery power is used to power the system, all stations being in parallel. Normal power is from the aft battery bus and emergency power from the forward battery bus. The power is supplied to the system through a circuit breaker marked "Main Inph Pwr" located on the pilot's circuit breaker panel. Interphone System Controls INTERPHONE SELECTOR SWITCH. A selector switch (7, figure 4-9) on each crew member's interphone panel has CALLINTERCOMMLIAAUX UHFPVT INTER positions. When any selector switch is held in CALL position (the switch is spring-loaded away from this position), all stations are contacted simul- taneously regardless of their selector switch positions. The INTER position provides normal interphone com- munication between crew members. COMM, LIA, and AUX UHF positions permit corresponding transmission and reception via UHF command, liaison, and No. 2 UHF command radios. The PVT INTER position pro- vides another interphone channel identical in function to the normal channel and can be used at the same time for private or extended communication between two or more crew members. NOTE When the call channel is energized, it is not necessary to depress any mike switches to talk on this channel, as the mike switches are by- passed. Use the call channel only in emer- gencies or to direct someone to another facility. INTERPHONE VOLUME CONTROL KNOB. A volume control knob (8, figure 4-9) on each interphone panel regulates the volume level received at that station. Normally the volume control knob should be set at or less than the midposition (usually, but not necessarily, the 12 o'clock position). When the volume control knob is rotated beyond the midposition, distortion becomes excessive. When the auxiliary listen switch is in AUX LISTEN position, the volume control knob is ineffective. It is also ineffective at all stations except the forward wheel well stations when the auxiliary listen switch is in NORMAL position and the call channel is energized. AUXILIARY LISTEN SWITCH. An auxiliary listen switch (6, figure 4-9) on each interphone panel is used to provide listening facilities at that station if the ampli- fier in that panel fails. This switch has NORMALAUX LISTEN positions and is lockwired in the NORMAL posi- tion. If the amplifier in the panel should fail, breaking the lockwire and positioning the switch to AUX LISTEN will permit a crew me mber to listen to one facility at a time at that panel. If the panel has mixer switches and they are off or if the panel does not have mixer switches, then the facility heard will be selected by the selector switch. If the panel has mixer switches and any of them are on, then the facility heard will be the one associated with the farthest left switch which is on. NOTE The mixer switches on the interphone control panel take precedence over the auxiliary mixer switches on the auxiliary interphone control panel. MIXER SWITCHES. The mixer switches (figure 4-9) on the pilot's, copilot's, radar navigator's, naviga- tor's, EW officers, gunner's, instructor pilot's, instructor navigator's, and defense instructors in- terphone panels allow them to monitor channels es- sential to individual crew positions. Placing one or more mixer switches to the ON (up) position provides \ listening to the corresponding channel(s) simultane- ' ously with transmission or reception on any other chan- nel selected on the interphone selector dial. The mixer switches allow listening to the interphone system, UHF command radio, liaison radio, No. 2 UHF command, TACAN or omni-range radio, and marker beacon (pilot, copilot, navigator, radar navigator, instructor pilot, and instructor navigator), APN-69 (pilot, copilot, navi- gator, radar navigator, instructor pilot, and instructor navigator), APS-54 Al (pilot, copilot, instructor pilot, gunner, EW officer, and defense instructor), APS-54 LD (pilot, copilot, instructor pilot, EW officer, and defense instructor). The mixer switches APR-9 No. 1, APR-9 No. 2, and APR-14 are available only to the EW officer and the defense instructor. INTERPHONE POWER SWITCH. An ON--OFF inter- phone power switch (figure 4-9) is located on the pilot's side panel. The ON position provides direct battery power to the entire interphone system, all stations being in parallel. NOTE This switch provides a direct connection to the batteries, independent of the battery switches. To conserve batteries this switch should be placed in OFF position whenever a-c power is lost or removed from the airplane and the interphone system is not to be operated. CALL BUTTON. A call button (14, figure 4-9) on the interphone panel at the forward wheel well when pressed down, is used to call all other stations on the call chan- nel. Changed 15 February 1961 4-21 From RareAviation.com Section IV 7.0. 1B-52G-1 1. GLIDE SLOPE ANTENNA ARN-31 2. UHF COMMAND NO. 2 RADIO ANTENNA ARC-34 3. DELETED 4. OMNI RANGE RADIO ANTENNA ARN-14 5. RENDEZVOUS RADAR BEACON ANTENNA APN-69 6. LIAISON RADIO ANTENNA LIAISON RADIO ANTENNA ARC-58 SHED 7. F.C.S. SEARCH RADAR ANTENNA EBBt 7A. RADAR ALTIMETER ANTENNA APN-22TOFHt 8. MARKER BEACON ANTENNA ARN-32 9. UHF COMMAND RADIO ANTENNA ARC-34 10. BNS DOPPLER RADAR ANTENNA APN-81 11. TACAN IFF Less DU 12. IFF 13. RADAR BOMBING-NAVIGATION SYSTEM ANTENNA NOTE FOR ECM ANTENNA LOCATIONS REFER TO SECTION IV, T. 0.1B-52G-1A Antenna Locations (Except ECM) Figure 4-10. 4-22 Changed 15 May 1961 T.O. 1B-52G-1 Section IV NOTE The call button cover must be removed before the button can be depressed. TRIGGER SWITCH. A trigger switch (figure 4-9) on the pilot's and copilot's control wheels has three po- sitions, INTEROFF--MIKE, and is spring-loaded to OFF position. When the switch is held in MIKE po- sition, the crew member may speak through the facility selected with the interphone selector switch. When the switch is held in INTER position, the crew member can speak on the interphone channel only. The purpose of the trigger switches is to provide the pilots with a mi- crophone switch and a quick method for speaking on the interphone without changing the selector switch. When the interphone selector switch is in CALL position, the trigger switch need not be actuated to speak to the crew. FOOT SWITCH. A foot switch (figure 4-9) on the floor at the EW officer's, radar navigator's, navigator's, and gunner's stations is the microphone switch for the respective crew member. When the switch is de- pressed, the crew member may speak through the facility selected with the interphone selector switch. When the interphone selector switch is in CALL po- sition, the foot switch need not be depressed in order to speak to the crew. HAND SWITCH. The instructor pilot's, instructor navigator's, and defense instructor's interphone sta- tions are equipped with a microphone hand switch (fig- ure 4-9). When the switch is depressed, the crew member may speak through the facility selected with the interphone selector switch. Interphone System Normal Operation To transmit or receive over any interphone facility, observe the following procedure: 1. Pilot places interphone power switch to ON posi- tion. 2. Turn volume knob to or slightly less than its mid- point. Reception will become distorted if volume is turned too high. 3. Turn interphone selector switch to desired facility (e. g., COMM, LIA). It is necessary to hold CALL switches or buttons in position. NOTE As only the pilots can turn on or select channels on the UHF command, liaison, and omni radios, it will be necessary for other crew members to contact these stations on interphone and request the respective set be turned to the desired chan- nel. 4. Close mike switch to talk. The speaker will hear only his own voice unless someone else is speaking on CALL. 5. Place mixer switch(es) in ON (up) position for any channels) to be monitored. Interphone System Emergency Operation In an emergency the interphone system can be operated from the forward battery by placing the emergency bat- tery switch in EMERGENCY position. This provides normal interphone operation for all stations. UHF COMMAND RADIO AN/ARC-34 The AN/ARC-34 radio provides voice and modulated code communication from airplane to airplane and air- plane to ground. There are 1750 frequencies available in steps of one-tenth of a megacycle within the frequency range of 225. 0 to 399. 9 megacycles. Any 20 frequen- cies may be preset in any order at the control panel (figure 4-11) located on the pilots' overhead panel. If it is desired to tune to a frequency other than one which has been preset, that frequency may be set manually without disturbing any of the preset channels. Receiver and transmitter tuning is automatically completed after a channel or frequency change. Both a main receiver and a preset guard receiver are provided to permit a selected frequency and the guard frequency to be re- ceived simultaneously. NOTE No transmission will be made on emergency (distress) frequency channels except for emer- gency purposes. For test, demonstration, or drill purposes, this radio equipment will be op- erated in a shielded room to prevent transmis- sion of messages that could be construed as actual emergency messages. A No. 2 AN/ARC-34 radio is installed with the control panel being located aft of the No. 1 AN/ARC-34 on the pilots' overhead panel. NOTE When the airplane is equipped with ice-tread tires, the No. 2 AN/ARC-34 radio should be used during the takeoff roll and the landing roll and the No. 1 AN/ARC-34 radio should be off. This is necessary since excessive radio noise is generated in the No. 1 set on takeoff and land- ing when the airplane is equipped with ice-tread tires. Each AN/ARC-34 radio set has its own antenna as shown in figure 4-10. The No. 2 AN/ARC-34 antenna is lo- cated as shown on the top of the fuselage just forward of the wing. The No. 1 AN/ARC-34 antenna is located as shown on the bottom centerline of the airplane just aft of the aft wheel well. The two UHF antennas are so installed so that their radiation patterns comple- ment each other thus eliminating "blind spots." When both No. 1 and 2 radios are operated simultaneously, more efficient operation may result if the radios are tuned at least one-half of a megacycle apart. The set operates on TR power provided through a circuit breaker marked "Aux UHF Com" located on the copilot's circuit breaker panel. Changed 15 February 1960 4-23 From RareAviation.com Section IV T.O. Ik-526-1 UHF Command Radio Controls MANUAL FREQUENCY SELECTOR KNOBS. The manual frequency selector knobs (2, figure 4-11) located on the UHF command radio control panel are used toset up any of the operating frequencies other than those already available on the preset channels. This does not dis- turb any of the preset channels. The manual-preset- guard switch must be in MANUAL position before the dial numbers above the control knobs will become visi- ble. Each knob is turned until the proper digit appears in the window. TONE BUTTON. The tone button (3, figure 4-11) lo- cated on the UHF command radio control panel ener- gizes an oscillator and turns on the transmitter when depressed and held. A continuous tone is transmitted until the button is released. OFF-MAIN-BOTH-ADF SWITCH. A four-position ro- tary switch (4, figure 4-11) located on the UHF radio control panel has OFFMAINBOTH--ADF positions. The set is inoperative in the OFF position. When in MAIN position, the transmitter and main receiver are operative at the same frequency. The guard receiver is inoperative and the guard frequency can be received only if it is one of the preset channels or if it is manu- ally set up using the manual frequency control knobs. In BOTH position, it is possible to transmit on a se- lected frequency and simultaneously receive the main receiver frequency and the fixed guard receiver fre- quency. The ADF position is not used on this airplane configuration. PRESET CHANNEL SELECTOR SWITCH. A rotary- type preset channel selector switch (6, figure 4-11) S. 9. 10. oooooooo 1. MANUAL FREQUENCY INDICATORS 2. MANUAL FREQUENCY SELECTOR KNOBS 3. TONE BUTTON 4. OFF-MAIN-BOTH-ADF SWITCH 5. PRESETTING DRUM COVER 6. PRESET CHANNEL SELECTOR SWITCH VOLUME CONTROL KNOB PRESET CHANNEL INDICATOR DIAL MANUAL-PRESET-GUARD SWITCH CHANNEL PRESETTING BUTTONS FREQUENCY PRESETTING TOOL 12. COMMAND UHF 13. NO. 2 UHF( CHANNEL BEING PRESET 'llf " ' ' - \\ //.................................. Command Radio Controls Figure 4-11. 4-24 Changed 15 May 1961 7.0. 18-526-1 Section IV located on the UHF radio control panel is used to se- lect any one of 20 preset frequencies. VOLUME CONTROL KNOB. A volume control knob (7, figure 4-11) located on the UHF radio control panel is used to adjust the volume of both main and guard re- ceivers. However, receiver output cannot be reduced below a fixed audible level. MANUAL-PRESET-GUARD SWITCH. A MANUAL PRESET--GUARD switch (9, figure 4-11) located on the UHF radio control panel selects the method of fre- quency selection. In MANUAL position, the covers over the digit windows are retracted, exposing the frequency numbers. The frequency can then be set using the manual frequency selector knobs. Preset channels can be checked or changed without disturb- ing the MANUAL operating frequency. The preset channel number is covered in this switch position and PRESET and GUARD are seen through a green window. The PRESET position allows the preset channel selector to be used to select any one of 20 preset frequencies. MANUAL and GUARD are covered by a green window. In GUARD only position, the main receiver and trans- mitter are operative even though the off-main-both- ADF switch is set to BOTH position. The guard fre- quency is set up prior to installing the equipment in the airplane arid cah be changed only by removal of the control panel. MANUAL and PRESET can be seen through a green window. CHANNEL PRESETTING BUTTONS. The channel pre- setting buttons (10, figure 4-11) located on the preset- ting drum behind the drum cover are used for preset- ting channel frequencies. Each channel has four but- tons and only one channel is accessible at a time. With the drum cover open, the preset channel selector is turned to rotate the presetting drum until the desired channel appears in the opening. The presetting tool then can be used to position the preset buttons under the digits corresponding to the frequency. Only the channel number appearing on the left end of the drum is used for reference when presetting. FREQUENCY PRESETTING TOOL. A small tool (11, figure 4-11) located on the back of the drum cover (5, figure 4-11) is used to position the frequency preset buttons on the preset drum. Access to the tool and preset drum is gained by opening the drum cover. UHF Command Radio Indicators MANUAL FREQUENCY INDICATORS. The manual frequency indicators (1, figure 4-11) located on the UHF radio control panel consist of four windows which indicate the manual operating frequency set by the manual frequency selector kndbs. The manual-preset- guard switch must be on MANUAL before the frequency numbers will appear in the windows indicating that manual selection is possible. PRESET CHANNEL INDICATOR DIAL. An indicator dial (8, figure 4-11) indicates the channel to which the preset channel selector switch is set. The dial num- bers are visible only when the manual-preset-guard switch is on PRESET. Normal Operation To put the set in operation on a preset command fre- quency and the fixed guard frequency, proceed as fol- lows: 1. Manual-Preset-Guard Switch - PRESET 2. Preset Channel Selector Switch - Set to desired channel 3. Off-Main-Both-ADF Switch - BOTH NOTE A minimum warmup time of 1 minute that in- cludes a 4-second tuning cycle is required be- fore operating the command radio. 4. Volume Control Knob - Turn to maximum clockwise position. To turn the set off: 1. Off-Main-Both-ADF Switch - OFF To select frequencies manually: 1. Off-Main-Both-ADF Switch - MAIN or BOTH 2. Manual-Preset-Guard Switch - MANUAL Ascertain that the tabs in the frequency indicator win- dows have retracted, exposing the numbers. 3. Manual Frequency Selector Knobs - Set to desired frequency. NOTE CAUTIONOperator should wait approximately 4 seconds for tuneup and the set will be ready for opera- tion. Do not set the preset buttons or select a fre- quency on MANUAL that is below 225. 0 mega- cycles (the lowest operating frequency) as the automatic tuning mechanism cannot set up on that frequency and will hunt. If the set does not channel within 2 minutes or is shut down by a protective relay, reset to a frequency within the operating range. Turn the off-main- both-ADF switch to OFF then to BOTH positiorf and allow approximately 1 minute for the set to resume operation. To transmit and receive on the guard frequency: 1. Off-Main-Both-ADF Switch - MAIN 2. Manual-Preset-Guard Switch - GUARD Emergency Operation If the set fails to tune properly, the difficulty often can be corrected by switching to a different channel or try- ing either of the two remaining positions on the manual- preset-guard switch. If this fails, turn the set off for a few minutes and try again. Changed 15 May 1961 4-25 From RareAviation.com Section IV T.O. Ik-526-1 1. VOLUME CONTROL KNOB 2. LIAISON RADIO CONTROL KNOB 3. CW TUNING KNOB 4. PRESETTING DRUMS 5. CHANNEL SELECTOR SWITCH 6. POWER SWITCH 7. NOISE CONTROL KNOB 8. LIAISON OPERATION SELECTOR SWITCH K'Jml AN/ARC-65 Liaison Radio Controls 412 Figure 4-12. LIAISON RADIO AN/ARC-65 MW kMNI This radio provides long range plane-to-ground com- munication on voice in the high frequency range. The set is located on the copilot's side panel (figure 4-12) and uses both TR power and 118-volt single-phase a-c power for operation. NOTE ____ E3E1 > Ml No transmission will be made on emergency (distress) frequency channels except for emer- gency purposes. For test, demonstration, or drill purposes, this radio equipment will be operated in a shielded room to prevent trans- mission of messages that could be construed as actual emergency messages. Liaison Radio Controls rawi tmu LIAISON RADIO CONTROL KNOB. A rotary control knob (2, figure 4-12) located on the liaison radio con- trol panel has ONOFF positions. ON position sup- plies power to all of the system circuits. OFF posi- tion removes all power from the set. ____ ____ Ma WiUl VOLUME CONTROL KNOB. A volume control knob (1, figure 4-12) on the liaison radio control panel pro- vides a means of adjusting the audio output during voice operation and signal sensitivity during CW operation from the liaison radio to the interphone system. CHANNEL SELECTOR SWITCH. A channel selector switch (5, figure 4-12) on the liaison radio control panel has channel positions numbered from 1 to 20, providing selection of any of the preset channel fre- quencies. KW4I IWIrM POWER SWITCH. A two-position switch (6, figure 4-12) marked "Power" is located on the liaison radio control panel. The switch has HI and LOW positions and provides a means of selecting the power output in a 10 to 1 ratio. The HI position normally will be used for maximum range transmissions and LOW for short range. ____ ____ MR > NOISE CONTROL KNOB. A control knob (7, figure 4-12) marked "Noise" is located on the liaison radio control panel. The knob allows adjustment of the back- ground noise level of the receiver for best voice recep- tion. PRESETTING DRUMS. Two drums (4, figure 4-12) located on the liaison radio control panel provide means for manually presetting the frequency of each channel to be selected by the channel selector switch. Each drum is protected by a hinged cover. A special pre- setting tool is stowed inside the top drum cover which also contains a card for recording the preset frequen- cies. kw*i m CW TUNING KNOB. A CW tuning knob (3, figure 4-12) on the master control panel is used to adjust the CW beat frequency. 4-26 Changed 15 May 1961 T.O. Ik-526-1 Section IV LIAISON OPERATION SELECTOR SWITCH. A rotary selector switch (8, figure 4-12) located on the master control panel has AMECWSSB--FSK positions. Po- sitioning this switch to AME places the liaison radio in equivalent amplitude modulation operation for voice communication with stations not equipped for single sideband operation. Positioning this switch to CW provides for continuous wave communication with a 7- kilocycle band width. Positioning this switch to SSB places the liaison radio in single sideband voice opera- tion. The FSK position is provided for teletypewriter operation; this equipment; however, is not installed in the airplane. Normal Operation of Liaison Radio ____ _____ BBBJ EffiEI FREQUENCY PRESETTING. The frequency preset- ting operation is accomplished on the master control panel with the equipment turned off. Presetting is nor- mally done before flight but may be done in flight if nec- essary and is accomplished as follows: 1. Loosen the two screws holding drum covers in posi- tion and open covers. 2. Remove presetting tool from clip inside top drum cover. 3. Rotate the channel selector switch until the number of the channel to be preset appears at the left end of the selector drum, 4. Using the presetting tool, move the four buttons, one at a time, to a position under the respective num- bers. This is done by sliding the socket end of the tool over the buttons and moving them along the drum to coincide with the desired numbers. 5. Move the top drum left button to coincide with the figure representing thousands of kilocycles. 6. Move the top drum right button to coincide with the figure representing hundreds of kilocycles. 7. Move the bottom drum left button to coincide with the figure representing tens of kilocycles. 8. Move the bottom drum right button to coincide with the figure representing units and halves of kilocycles. 9. Record the frequency adjacent to the applicable channel number on the card mounted on the top drum cover. 10. Turn the channel selector switch to the next chan- nel number to be preset and repeat steps "4" through "9. " Preset remaining channels in the same manner. 11. Close drum covers and tighten screws. NOTE A 40-second warmup period is required. The first 30 seconds allow for tube warmup and the remaining 10 seconds allow for automatic tun- ing. If automatic tuning is not accomplished in the normal 40-second period, the control switch will go to OFF and must be returned to the ON position. 3. Turn the channel selector switch to the desired frequency and rock the knob slightly to feel the switch click into its seat. The channel in use will be shown in the center of the selector window. 4. Rotate the liaison operation selector switch to the desired position. 5. Place the power switch in HI or LOW depending on desired range of transmission. NOTE Should the air pressure within the equipment be reduced by leakage, an aneroid switch will automatically shift the set to low power to re- duce the possibility of electrical arcing within the equipment. No indication is given when this occurs. 6. Depress the mike switch to transmit and release to receive. Adjust the volume control for proper audio level and the noise control for a slight background noise in absence of signals. A sidetone will be heard in the headset when talking if the transmitter is on the air. 7. Turn the set off by rotating the liaison radio con- trol knob on the panel to OFF. Emergency Operation of Liaison Radio ____ ____ EBB fr tM When a frequency selection cycle is not completed in the normal time interval, causing the liaison radio control knob to return to OFF position, a second try on another channel is recommended. If tuning is nor- mal. return to the initially selected channel. Malfunc- tion within the equipment is indicated by the control knob moving to the OFF position. If damage to the equipment is less important than getting the message through, transmission or reception can be resumed by holding the knob in ON position. If no sidetone is heard when attempting to transmit, the transmitter is not on the air. NOTE If the drum cover doors on the master control panel are not securely closed, a door interlock switch will remain open and prevent operation of the liaison radio. VOICE COMMUNICATION. Liaison radio voice com- munication can be accomplished as follows: 1. Place interphone selector switch in LIA to receive and transmit liaison radio signals. 2. Place liaison radio control knob to ON. LIAISON RADIO AN/ARC-58 ____ ram This radio provides long range plane-to-ground com- munication on voice in the high frequency range. Sin- gle sideband transmission is the main feature of this set. In addition, the set retains its AM transmission capability to make it compatible with existing AM ground stations. Single sideband voice, amplitude-modulated voice, or tone modes of operation may be used. The set operates over a frequency range of 2 to 29.999 4-27 From RareAviation.com Section IV 7.0. 18-526-1 1. MODE SELECTOR SWITCH 2. VOLUME CONTROL KNOB 3. FREQUENCY SELECTION INDICATOR 4. LIAISON RADIO POWER SWITCH 5. FREQUENCY SELECTION KNOBS AN/ARC-58 Liaison Radio Controls figure 4-12A. megacycles with 28, 000 directly selectable frequency channels. The set is located on the copilot's side panel (figure 4-12A) and uses TR power supplied through a circuit breaker marked "AN/ARC-58 Cont" located on the copilot's circuit breaker panel and 118-volt three- phase a-c power for operation. Liaison Radio Controls LIAISON RADIO POWER SWITCH. A rotary power switch (2, figure 4-12A) located on the liaison radio control panel has ON--OFF positions. ON position supplies power to all system circuits. OFF position removes all power from the set. VOLUME CONTROL KNOB. A volume control knob (2, figure 4-12A) on the liaison radio control panel provides a means of adjusting the audio output during voice operation from the liaison radio to the interphone system. ____ Ml MODE SELECTOR SWITCH. A mode selector switch (1, figure 4-12A) on the liaison radio control panel has AM--U--L--TWIN positions. Placing the selector switch in AM position provides a means of transmit- ting amplitude-modulated voice in order that existing AM ground stations may receive the communication. In U position, transmission and reception are accom- plished on the upper sideband of the selected frequency. In L position, transmission and reception are accom- plished on the lower sideband of the selected frequency. Placing the selector switch to TWIN position provides a means by which both upper and lower sidebands are transmitted or received, the audio output of each side- band being combined as one audio source. sunt FREQUENCY SELECTION KNOBS. Four frequency selection knobs (5, figure 4-12A) on the liaison radio control panel provide a means by which the desired frequency may be selected. The kilocycle units of se- lection vary from a thousand down to one kc. The knob on the left is the thousand kc knob, while the knob on the extreme right is the one kc selection knob. Liaison Radio Indicators Ml FREQUENCY SELECTION INDICATOR. A frequency selection indicator (3, figure 4-12A) provides a direct indication of the operating frequency of the set. Normal Operation of Liaison Radio Ml The normal operation of the AN/ARC-58 liaison radio is accomplished as follows: 1. Place the liaison radio power switch to ON. NOTE The AN/ARC-58 transmitter frequency may not be stable immediately after turnon. To insure stable frequencies the warmup times shown be- low are necessary. This warmup delay should normally cause no operating problem when the set is turned on in accordance with the normal checklist procedures. 4-28 Changed 15 February 1961 T.O. 18-526-1 Section IV Ambient Air Temp 30 C (+86 F) and above 0 to 30 C (32 to 86 F) Below 0 C (32 F) Warmup Time 7 minutes 15 minutes 20 minutes 2. Select the desired frequency by turning the fre- quency selection knobs until the frequency appears on the frequency selection indicator. NOTE If frequency selections of 3. 7, 3. 8, 3. 9, 7. 7, 7.8, 7.9, 15.7, 15.8, or 15. 9 megacycles are made, the thousand-kilocycle frequency selector knob must be moved momentarily to another frequency and returned to the desired frequency to insure system tuning for these frequencies. 3. Place the mode selector switch to the desired po- sition. 4. Depress the mike switch to transmit and release to receive. Adjust the volume control for proper audio level. A sidetone will be heard in the headset when talking if the transmitter is on the air. 5. Turn the set off by rotating the liaison radio power switch to OFF. During flight, the extended left aft landing gear causes turbulence and a negative pressure in the vicinity of the aft section ram airscoop, re- versing airflow in the duct and cutting off cool- ing air to the AN/ARC-58 radio. Operation of the ARC-58 with the left aft gear extended should be limited to 30 minutes. After 30 minutes, the power switch should be placed in OFF position to prevent damage to the system from overheat- ing. WARNING ~| If making an automatic coupled ILS approach or a manual ILS approach under other than VFR conditions, do not transmit on the AN/ARC-58. Emergency Operation of Liaison RadioIf the set fails to tune properly, attempt operation at different frequencies and modes of operation. TACAN RADIO AN/ARN-21The AN/ARN-21 TACAN radio is provided to operate in conjunction with the AN/URN-3 surface navigation beacons. The TACAN radio and beacons form a radio navigation system which enables the airplane to obtain continuous indications of its distance and bearing to any selected surface beacon located within a line-of-sight distance from the airplane up to 195 nautical miles. Bearing and distance information is displayed on the bearing-distance indicator. Course information is dis- played on the radio course indicator. Both instruments are located on the pilots' instrument panel (figure 4-29). The receiver-transmitter of the TACAN radio initiates the interrogation process by radiating pulse signals. These signals, known as distance interrogation pulses, are detected at the particular beacon installation to which the TACAN radio is tuned, causing the beacon to respond with its own transmitted pulses. These re- sponse pulses are received by the receiver portion of the TACAN radio and are converted into a distance in- dication which is displayed on the bearing-distance in- dicator. In addition, the beacon transmits a continuous reference signal which can be received by the TACAN radio any time the receiver portion is in operation. This reference signal is displayed as a bearing indica- tion. Bearing information may be received even though interrogation pulses are not being transmitted by the TACAN radio. Each beacon may be identified by a tone identification signal in International Morse Code. Plac- ing the TACAN-ODR marker mixer switch to ON posi- tion provides the tone identification signal in the crew members headset. The TACAN control panel is lo- cated on the pilots' overhead panel. The system is supplied 118-volt single-phase a-c power through a circuit breaker marked "AN/ARN-21 AC" located on the left load central circuit breaker panel. A circuit breaker marked "AN/ARN-21 DC" located next to the a-c circuit breaker provides d-c power for the system. TACAN Radio Controls LL IWLI Rlus HL Less HL NAV SYSTEM SELECT SWITCH. Two ganged two- position toggle switches marked "Instr Select" loca- ted on the pilots' instrument panel (10, figure 4-29) have TACANVOR-ILS positions. VOR-ILS position disconnects the TACAN system and makes possible the use of the omni-range radio equipment when placed in operation in the normal manner. In TACAN position, the TACAN system may be placed in operation in the normal manner as outlined under "Normal Operation of TACAN Radio. " Power is supplied to the switch through the pilot's instrument light circuit breaker lo- cated on the left load central circuit breaker panel. Plus Id NAV SYSTEM SELECT SWITCH. A nav system select switch is located on the aisle stand (17A, figure 1-12). The rotary switch has TACANVORIIBILSAPP positions. In TACAN position, the TACAN system may be placed in operation in the normal manner as outlined under "Normal Operation of TACAN Radio. " In VOR Changed 15 February 1961 Figure 4-13, Deleted 4-29 From RareAviation.com Section IV 7.0. 1B-52G-1 position, the omni-range radio navigation system is selected and may be placed in operation as noted under "Omni-Range Radio AN/ARN-14, " this section. VOR, ILS, and ILSAPP positions are tied together. Placing the selector switch in either of these positions provides VOR-ILS system operation. Wit Plus 83 TACAN CHANNEL SELECTOR SWITCH. A TACAN channel selector switch marked "Chan" located on the TACAN radio control panel (4, figure 4-29) provides a means by which the desired navigation beacon chan- nel may be selected. Combinations of dial settings can be made from 00 to 129; however, the equipment only operates on channels 01 to 126, a total of 126 channels. >***^M^*^**W****^k | caution MM^PIusM No attempt should be made at any time to set the channel selector switch below channel 01 or above channel 126. ____ OFF-REC-T/R SWITCH. A three-position rotary switch located on the TACAN radio control panel (5, figure 4 -29) has OFFREC--T/R positions. In OFF position, the system is inoperative. In REC position, only the receiver portion of the receiver-transmitter is placed in operation. When in this position, only bearing in- formation is furnished by the TACAN system. In T/R position, the TACAN radio interrogates the ground bea- con and receives a reply signal which incorporates both distance and bearing information. E503F Plus S3 VOLUME CONTROL KNOB. A volume control knob (6, figure 4-29) marked "Vol" located on the TACAN control panel is used to adjust the volume of the audio identification signal received from the beacon through the headset. TACAN Radio Indicators Plus D3 Less Id TACAN--VOR-ILS OPERATION LIGHTS. Two lights are located on the pilots' instrument panel (11, figure 4-29) adjacent to the navigation system select switch. When the switch is in the TACAN position, the light marked "TACAN" will illuminate which indicates the TACAN navigational system may be placed in opera- tion as outlined under "Normal Operation of TACAN Radio. " When the switch is in VOR-ILS position, the light marked "VOR-ILS will illuminate which indicates the omni-range navigational system may be placed in operation. Power for the lights is supplied through the pilot's instrument light circuit breaker located on the left load central circuit breaker panel. PIUS 03 TACAN BEARING-DISTANCE INDICATOR. The TACAN bearing-distance indicator (figure 4-29) located on the pilots' instrument panel provides the pilot with the distance, in nautical miles, and the bearing of the AN/ URN-3 beacon to which the system is tuned. Plus EQ RADIO COURSE INDICATOR. The radio course indi- cator (figure 4-29) is located on the pilots' instrument panel. The indicator used in the TACAN system is the same indicator used by the omni-range system when the omni system is in operation. Normal Operation of TACAN Radio Plus82 The following procedure is used to place the TACAN system in operation: 1. Place navigation system select switch to TACAN. 2. Select desired beacon channel by setting the chan- nel selector switch. 3. Place OFF-REC-T/R switch to REC or T/R de- pending on whether or not only the bearing of the bea- con is desired or if both the bearing and the distance to the beacon is wanted. Allow system 90 seconds to warm up. 4. Identification of the selected beacon is accomplished by listening to the call letters of the beacon in Inter- national Morse Code over the interphone system by placing the TACAN-ODR marker mixer switch to ON. Adjust volume of audio signal with the TACAN volume control. 5. To turn the TACAN system off, place the OFF- REC-T/R switch to OFF. Integrated TACAN Omni-Range Operation 1. Nav system select switch in TACAN position: a. With TACAN OFF-REC-T/R switch in T/R po- sition and omni-range power switch in OFF position, the bearing distance indicator will indicate bearing and distance to the TACAN beacon, and the vertical needle of the radio course indicator will indicate the course to the TACAN beacon. (If TACAN. system goes into search, the radio course indicator will immediately go to null or zero position and remain until TACAN once again locks on to station.) b. With TACAN OFF-REC-T/R switch in T/R po- sition and omni-range power switch ON and the set tuned to an ILL frequency, the bearing distance indicator will indicate bearing and distance to the TACAN beacon, the radio course indicator vertical needle indicates course to TACAN beacon (except for zero position during TACAN search), and the horizontal needle provides glide slope indication to the tuned ILL station. 2. Nav system select switch in VOR position: a. With TACAN OFF-REC-T/R switch in T/R po- sition and omni-range power switch in OFF position, the bearing distance indicator will provide distance to the TACAN beacon only, and the radio course indica- tor will not be energized. b. With TACAN OFF-REC-T/R switch in T/R po- sition and omni-range power switch ON, the bearing distance indicator will indicate omni bearing and TACAN distance, and the vertical needle of the radio course in- dicator will respond to the omni station except when an ILL frequency is selected then the vertical and horizon- tal needles will provide localizer and glide slope infor- mation. 4-30 Changed 15 February 1961 TO. 1B-52G-1 Section IV NOTE MARKER BEACON RECEIVER AN/ARN-32 With autopilot energized and engaged, the lo- calizer switch cannot be engaged as long as the nav system select switch is in TACAN position. Emergency Operation of TACAN Radio Plus ED If the transmitter or range unit of the TACAN system becomes faulty, satisfactory beacon bearing informa- tion may be obtained by placing the OFF-REC-T/R switch to REC position. If satisfactory distance and bearing indications are not available on a particular channel, switch to another channel known to be on the air within the 195-mile range (if such a channel is avail- able). If satisfactory distance and bearing indications are received for the alternate channel and the proper code signals are heard, it may be assumed the TACAN radio is operating properly. Once the equipment has been checked on an alternate channel, the operator should return to his original channel to assure himself that the faulty indication was not the result of a tempo- rary pause in beacon transmission or a temporary ob- struction between the airplane and beacon which pre- vented proper reception. If a second attempt fails to provide bearing and distance information on the original channel, either select an alternate channel for naviga- tion purposes or employ other navigational means. OMNI RANGE RADIO AN/ARN-14 The omni-range radio provides a very high frequency receiver for navigation over land and for runway local- izer instrument approaches. The omni-range radio in- cludes a receiver, a control panel on the pilots' over- head panel, a range radio course indicator, and a radio magnetic indicator (figure 4-29) on the pilots' instru- ment panel. The omni-range radio uses TR power for both control and operation. To start the omni-range radio, position the power switch to ON. To turn off the omni-range radio, position the switch to OFF. For additional information on the indicators, see "Instru- ment Landing System Indicators, " this section. GLIDE SLOPE EQUIPMENT AN/ARN-31 This equipment indicates glide angle of the airplane with relation to the runway for instrument approach. The controls and indicators are common to the omni- range radio. A horizontal needle on the omni-range radio course indicator (figure 4-29) indicates airplane position relative to a glide slope beam. A warning flag on the left side of the indicator moves out of sight when a glide slope signal is being received. The equipment operates on 118-volt single-phase a-c power provided through a circuit breaker marked "Glide Slope" located on the right load central circuit breaker panel. To start the glide slope equipment, position the omni- range radio power switch to ON. To cease operation, position the power switch to OFF. This receiver is used both as a navigational and as a landing aid. When flying over a beacon, a signal is heard on the interphone and observed as a light illu- mination on the omni-range radio course indicator (fig- ure 4-29). The receiver operates on TR power.The marker beacon indicator light may illumi- nate as a result of arcing in the antenna discon- nect of the AN/ARC-58 liaison radio while trans- mitting or receiving with the radio set. The set should not be used when accurate marker bea- con indications are desired. RADAR ALTIMETER AN/APN-22 TOCT1 > A radar altimeter measures the terrain clearance of the airplane without the necessity of adding protruding antennas or other equipment external to the surface of the airplane. The radar altimeter indicators are lo- cated on the pilots' panel (39A, figure 1-13) and at the navigator's station (318, figure 4-38). The equipment is designed to provide reliable operation between the ranges of 0 to 10, 000 feet over land and 0 to 20, 000 feet over water. The accuracy of indication is 2 feet from 0 to 40 feet and 5% of the indicated altitude from 40 to 20, 000 feet. The dropout altitude (the altitude at which the signal becomes too weak to operate the sys- tem) is above 10, 000 feet when flying over land and above 20, 000 feet when flying over water. A reliability circuit disables the indicator and puts the needle behind a mask to prevent the pilot from using the indication when the signal is too weak to provide reliable opera- tion. The altitude of the airplane is displayed on a "single turn" type of indicator, the pointer of which advances linearly over the range of 0 to 200 feet and in progressively smaller increments from 200 to 20, 000 feet. A limit indicator system is included to provide an indication of flight at or below a preset altitude by illumination of a small red light on the front of the indi- cator. The altimeter is supplied a-c and aft TR power through circuit breakers marked "AN/APN-22" in the aft a-c power box and the section 47 d-c power panel. NOTE The radar altimeter is inoperative. Normal Operation of Radar Altimeter 1. To turn on, rotate the on-limit control knob located on the lower left corner of the indicator in a clockwise direction. Further rotation of the control knob adjusts a small movable bug pointer located just outside the calibrated dial to the desired flight altitude. The alti- tude of the airplane may then be easily maintained by observing the position of the needle with respect to the Changed 15 May 1961 4-31 From RareAviation.com Section IV 7.0. 1B-52G-1 1. MONITOR JACK 2. VOLUME KNOB 3. TRANSMITTER-ON INDICATOR LIGHT SWITCH INDICATOR SELECTOR SWITCH 4. POWER SWITCH 5. CODE SELECTOR 6. CODE SELECTOR LIGHTS 7. COMMON CODE Rendezvous Radar Control Panel Figure 4-14. bug pointer without constantly observing the actual scale calibrations. 2. To turn equipment off, rotate control knob to the extreme counterclockwise position. RENDEZVOUS RADAR AN/APN-69 The APN-69 radar is used for air refueling rendezvous. The set includes a receiver, transmitter, and a control panel (16, figure 4-38) which is located at the naviga- tors station. The beacon responds automatically when interrogated by the APS-42 (KC-97), APN-59 (KC-135), or APS-64, ASB-4, or ALB-9 (B-52) search radars, providing range and bearing information for the interro- gating airplane to "home" on the beacon signal. Trans- missions are coded to permit positive identification be- tween aircraft. The set operates on TR power and 118- volt single-phase a-c power. A pressurization kit pro- vides pressurization for the system waveguide. The controls for operating the pressurization kit are lo- cated at the EW officer's station. Rendezvous Radar Controls POWER SWITCH. A rotary-type power switch (4, fig- ure 4-14) on the rendezvous radar control panel has OFFSTDBYOPERATE positions. The STDBY posi- tion supplies power to all system circuits except the high voltage circuits. The OPERATE position com- pletely energizes the system provided a 3-minute warm- up period is observed after turning to STDBY. The OFF position removes all power from the set. CODE SELECTOR SWITCH. Eight code selector slide switches (5, figure 4-14) on the rendezvous radar con- trol panel are used to set up the code combinations in the response transmission. The code element corre- sponding to an individual switch can be included in the reply by pulling out on the spring-loaded knob and slid- ing the switch to ON (up) position. COMMON CODE SELECTOR SWITCH. A common code selector switch (7, figure 4-14) on the rendezvous radar control panel which corresponds to the first code ele- ment is stationary. This code element is common to all code combinations. VOLUME KNOB. A volume knob (2, figure 4-14) lo- cated on the rendezvous radar control panel is used to adjust the audio signal level when monitoring the set over the interphone. See figure 4-9 for proper mixer toggle switch selection. MONITOR JACK. A jack (1, figure 4-14) on the ren- dezvous radar control panel is used for test purposes. When a headset is connected to the jack, random noises (or periodic triggering of the system) may be heard and is indicative of set operation. Rendezvous Radar Indicators TRANSMITTER-ON INDICATOR LIGHT. A green in- dicator light (3, figure 4-14) on the rendezvous radar control panel illuminates when high voltage has been applied to the transmitter and indicates that the set is ready for operation. Changed 15 May 1961 4-32 7.0. 18-526-1 Section IV CODE SELECTOR INDICATOR LIGHTS. Nine indicator lights (6, figure 4-14) located on the rendezvous radar control panel indicate when the respective code element is included in the radar response. Normal Operation of Rendezvous Radar The following procedure is used to place the rendezvous radar in operation. 1. Place the power switch to STDBY. 2. Allow approximately 3 minutes for warmup and place power switch to OPERATE. After the warmup period, the transmitter-on light will come on indi- cating that the set is ready for operation. 3. Select code. As an example of a 3-2 code, the first (which is stationary and common to all code combina- tions), second, third, fifth, and sixth code selector switches would be in the up (ON) position; all other code selector switches would be in the down (OFF) position.. Do not insert more than six code elements, including the stationary element, at one time. 4. The operation of the rendezvous radar may be moni- tored over the interphone by placing the proper inter- phone mixer switch to ON position. 5. If it is desired to discontinue operation temporarily, place the power switch to STDBY. In this manner, the equipment is kept ready for immediate use. WMMWUWWUWx CAUTION Place power switch to STDBY if the low pres- sure warning light associated with the pres- surization kit illuminates when above 35, 000 feet pressure altitude. This will prevent dam- age to the receiver-transmitter set. EW offi- cer will notify navigator when low pressure warning light illuminates. 6. To deenergize the equipment, reset code selector switches to the down position and place the power switch to OFF. IFF TRANSPONDER SET AN/APX-25 The transponder set AN/APX-25 with controls at the pilot's side panel (figure 4-15) is an airborne pulse- type transponder set which provides automatic selec- tive identification of aircraft to ground, shipboard, or airborne IFF recognition installations. IFF interroga- ting systems are usually operated in conjunction with radars having an early warning search capability. The interrogating agency can challenge the aircraft in mul- tiple coded challenges for three modes of operation. If the transponder set in the airplane is set for the correct mode of operation, the interrogating agency will receive a coded response that will be decoded and displayed as a correct return on the PPI scope. The three functions of the IFF are to automatically identify the airplane whenever it is challenged by friendly radar, to identify a specific friendly airplane within a group, and to serve as a means of indicating an emergency condition. These functions are accomplished using modes 1, 2, and 3, SI (Security Identification), PI (Personal Identification), and TI (Traffic Identification) respectively. The set also has an "identification of position" feature by uti- lizing the I/P-OUT-MIC switch. The principal units of the transponder set are a pulse-type receiver-trans- mitter, with a separately housed coder, connected to a common omni-directional receiving and transmitting antenna. The transponder set control (figure 4-15) permits turning the equipment on and selecting the va- rious modes of operation. The coder group control (figure 4-15) permits selection of reply codes (genera- ted in the coder) to two modes of operation. Switches on the coder permit selection of the reply code-to the third mode. The IFF receiver-transmitter contains circuits which enable it to receive and properly de- code coded interrogation pulse-pairs, depending upon the mode of operation selected, and to transmit various coded replies modulated either from its own reply- pulse generator or from the coder unit. The trans- ponder set coder, triggered by the decoded pulse from the receiver-transmitter, generates a train of pulses with a variable interval and number depending upon the reply code selected. The reply code is returned to modulate the transmitter of the receiver-transmitter. The power requirements are as follows: The trans- ponder set control and the coder group control require 28-volt d-c power; the operating units, receiver-trans- mitter, and coder require 118-volt a-c power. The set is provided TR power through a circuit breaker marked "IFF DC" located on the left load central cir- cuit breaker panel and 118-volt single-phase a-c power through a circuit breaker marked "IFF AC" also located on the left load central circuit breaker panel. The an- tenna (12, figure 4-10) is installed on the centerline on the underside of the airplane just aft of the entrance hatch. NOTE For additional information, refer to Section IV in T. O. 1B-52G-1A. IFF Transponder Set Controls MASTER SELECTOR SWITCH. The master selector switch on the transponder set control (1, figure 4-15) is a dial-type selector switch having OFFSTDBY LOWNORMEMERGENCY positions. In OFF posi- tion, all power is removed from the set. In STDBY Changed 15 May 1961 4-33 From RareAviation.com Section IV T.O. Ik-526-1 position, power is applied to the tubes for warmup. The warmup period should be at least 1 minute. In LOW position, the set is operating at a partially sen- sitive performance. In NORM position, the set is op- erating at maximum sensitive performance. In EMER- GENCY position, the set is operating at full sensitivity for responses to mode 1 interrogations with four suc- cessive groups of mode 1 reply code trains. Due to FAA requirements and SAGE equipment limitations, emergency aircraft transmissions will not normally be seen in the SAGE environment. In order to insure emergency recognition by these agencies, the follow- ing actions must be taken: the master switch on the transponder set control must be in EMERGENCY posi- tion and the mode 1 selector switch on the coder group control must be set to code 00. The master control switch must be in LOW, NORM, or EMERGENCY po- sition for operation in mode 1. The master control switch must also be in one of the operating positions before activating the mode 2 or mode 3 switches. A detent button must be pressed before the dial can be turned to EMERGENCY position. I/P-OUT-MIC SWITCH. The I/P-OUT-MIC switch on the transponder set control (3, figure 4-15) provides a special reply to mode 1 interrogations. The reply in this function consists of a double train of mode 1 re- sponses which is transmitted by holding the switch in the spring-loaded I/P position or by putting it in the MIC position and depressing the pilot's microphone button. The response will continue for 30 seconds after the I/P switch or the pilot's microphone switch has been released. This operation does not affect mode 2, mode 3, or emergency operation. Normal Operation of IFF Transponder Set The IFF may be operated alone as a normal Mark X (AN/APX-6) transponder set using only the transponder set control. A switch adjustment can include the coder and coder group control in the system to operate as a transponder set for the SIF (Selective Identification Feature) system, distinct from the Mark X (AN/APX -6) system. Interrogation and frequency characteris- tics are identical for the two systems. The control panels for the AN/APX-25 transponder set control and coder group control are located at the pilot's station. Normal Mark X operation consists of three modes of operation in which the transponder responds to challenging signals. These signals are 1 micro- second wide pulse-pairs on an assigned carrier fre- quency. The spacing between the pulse-pairs differs CODER GROUP CONTROL oigiKiiiiiiiHiiBiiiBiIFF Radar Control Panels Figure 4-15. 4-34 Changed 15 May 1961 7.0. 1B-52G-1 Section IV with the mode of operation selected. Pulse intervals (leading edge to leading edge) of 3, 5, and 8 micro- seconds are used for modes 1, 2, and 3 respectively. The receiver, a superheterodyne receiver, detects the signal, converts it to a 59. 5 me IF frequency, am- plifies it, and delivers the pulse-pairs (video) to the decoder circuits. The decoder examines the pulse- pair spacings. The pulse from the decoders is then used to trigger the reply pulse generation circuit. If the emergency code is on, the gating time is extended to permit a total of four pulses to be developed. The pulse widths are shaped to 1 microsecond by a cutoff timing line and applied to the modulator. The modu- lator circuit uses these developed reply pulses to en- ergize the transmitter on the carrier frequency. The coded responses are transmitted and are shown as a reply on the interrogator PPI scope. MODIFIED SIF OPERATION. A ground set switch (8-103) in the receiver-transmitter must be in MOD position for the entire set to be operative as an SIF transponder. The operation through the receiving and decoding section is identical to that of normal Mark X. The only difference is that the I/P-OUT-MIC switch and the master selector switch in EMERGENCY posi- tion have effect in the coder but not in the receiver- transmitter. The SIF system allows for a selection from a greater number of coded replies to interroga- tion. There are 32 possible coded responses in mode 1, 400 possible coded responses in mode 2, and 64 possi- ble coded responses in mode 3. Additional responses in mode 1 and mode 3 are selected by the code selector switches on the coder group control. When setting a desired response code, the first digit of the code must be selected on the outer ring of the selector switch. The second digit of the code must be selected on the inner ring of the selector switch; i. e., if mode 3 nor- mal code 02 is desired, the master switch on the trans- ponder set control must be in the NORM position, the MODE 3-OUT switch must be in the MODE 3 position, the number 0 on the outer ring of the selector switch on the coder group control must be positioned beneath the white arrow above the dial, and the number 2 on the inner ring of the selector switch must also be beneath the white arrow above the dial. The switches for pre- setting mode 2 are not accessible as operating controls in flight since the code will be assigned according to airplane type and use or will be based on some char- acteristics which will not change over a lengthy period of time. To operate in this mode, it is necessary to turn on the mode 2 toggle switch on the IFF transponder control panel. FORWARD SURVEILLANCE RADAR AN/APS-81 For information on this equipment, see Section IV in T.O. 1B-52G-1A. FIRE CONTROL RADAR The fire control radar of the fire control system pro- vides the necessary information to insure a positive and almost automatic defense of the airplane. For de- tails of the fire control systems, see "Gunnery System," this section. BOMBING-NAVIGATIONAL RADAR The airplane is equipped with a bombing navigational system providing accurate navigation to the target and back as well as accurate radar bombing. For infor- mation on the bombing navigational system, see "Weap- ons Control System - Offensive," this section. ECM EQUIPMENT The ECM equipment is located at the EW officer's sta- tion (figure 4-17). For further information on this equipment, refer to Section IV in T. O. 1B-52G-1A. On airplanes VLiLI PlusES, for ECM equipment cover- age applicable to the GAM-72 system, refer to T.O. IB -52G-1-2. LIGHTING EQUIPMENT EXTERIOR LIGHTING Exterior lighting consists of landing lights, navigation lights, terrain clearance light, taxi lights, air refuel- ing lights, crosswind landing light, anticollision lights, and a signal light. The lights utilize 28-volt a-c power reduced from 118-volt ac by autotransformers. Landing Lights A fixed landing light is installed in each forward land- ing gear door for use during approach and landing. The landing lights are controlled by an ON--OFF switch (figure 4-18) on the aisle stand and will not illuminate when the landing gear is up and locked. D-C power is provided through circuit breakers marked "Normal Control Right Fwd" on the "Landing Gear" portion of the right load central circuit breaker panel, and marked "Normal Control Left Fwd on the "Landing Gear" por- tion of the left load central circuit breaker panel. NOTE The landing lights generate sufficient heat to re - move, within a few minutes, any ice which may accumulate on them while the wheels are down during descent. Figure 4-16. Deleted Changed 15 May 1961 4-34A From RareAviation.com Section IV 7.0. 1B-52G-1 Navigational Lights The navigation lights consist of a red light on the left wing tip, a green light on the right wing tip, two white lights on each tip of the horizontal stabilizer, and three white lights, one on top of the fuselage and one on each side above the bomb bay doors. The lights are controlled by two toggle switches (figure 4-18) on the pilots' overhead panel. One switch has STEADY --OFF--FLASH positions. STEADY position selects steady illumination of all lights. FLASH position selects a flashing of the wing and tail lights with steady illumination of the fuselage lights, while the OFF position turns the lights out. The other switch has BRIGHT--DIM positions and selects bright or dim I illumination of all navigation lights. Power is pro- vided through a circuit breaker marked "Nav Pwr" on the "Exterior" portion of the left load central circuit breaker panel. Anticollision Lights Three rotating anticollision lights, one on each side of the fuselage and one on the bottom of the fuselage, are used to safeguard against midair collision. The lights are controlled by an ONOFF switch (figure 4-18) on the pilots' overhead panel. On airplanesL'.lhn . d-c power is provided through circuit breakers marked "Anti-Collision LH Upper," "Anti-Collision RH Upper,"' and "Anti-Collision Lower. " On airplanes tjjiljl, d-c power is provided through circuit breakers marked "Anti-Collision LH Upper" and "Anti-Collision Lower. All circuit breakers are on the "Exterior" portion of the left load central circuit breaker panel. NOTE The rotating anticollision lights should be turned OFF during flight through actual instrument con- ditions. With the light on during instrument con- ditions, the pilot could experience vertigo as a result of the rotating reflections of the light against the clouds. In addition, the light would be ineffective as an anticollision light during in- strument conditions since it could not be observed by pilots of other aircraft. Crosswind Landing Light A crosswind landing light is installed on the right for- ward landing gear to provide lighting on the landing area during crosswind landings. The light is controlled by an ONOFF switch (figure 4-18) marked "Crosswind" on the aisle stand. Also, the light may be controlled by a switch marked "Taxi" on the aisle stand. D-C control power is provided through a circuit breaker marked "Taxi and Crosswind Contr on the "Exterior" portion of the left load central circuit breaker panel. The crosswind landing light will not illuminate unless the landing gear lever is in DOWN position. 4-348 Changed 15 May 1961 7.0. 1132G-1 Section IV 1. DRINKING WATER CONTAINER 2. LIGHTING CONTROL PANEL 3. ESCAPE HATCH 4. AN/APR-9B & AN/APN-69 PRESSURIZATION PANEL 5. UPPER AIR OUTLET 6. INTERPHONE CONTROL PANEL Z. OXYGEN REGULATOR 8. ECM CIRCUIT BREAKER PANEL 9. EMERGENCY ALARM LIGHT 10. LIFERAFT RELEASE HANDLE 11. FIRE EXTINGUISHER 11 A. SPECIAL WEAPONS MANUAL LOCK HANDLE STOWAGE BRACKET TIB. SPECIAL WEAPONS MANUAL LOCK HANDLE 12. CLIPBOARD STOWAGE BOX 13. INTERPHONE FOOT SWITCH 14. MAIN REFUEL VALVE EMERGENCY CONTROL LEVER 15. ASH TRAY 16. STATION URINAL 17. FOOD BOX 18. PORTABLE OXYGEN BOTTLE 19. OXYGEN .BOTTLE RECHARGER 28. FSVS WARMING OVEN 21. HOT CUP 22 SPOTLIGHT 23. ESCAPE ROPE CONTAINER ...............................miiEW Officers Station (Typical) 4ts Figure 4-77. Changed 15 August 1960 4-35 From RareAviation.com Section IV T.O. Ik-526-1 Terrain Clearance Light Air Refueling Lights A retractable terrain clearance light installed on the forward bottom fuselage will provide illumination dur- ing a night crash landing. In addition, the light may be used on night takeoffs since the landing lights will not illuminate after the landing gear has been retracted. See "Emergency Equipment, " Section I. Taxi Lights Three taxi lights provide lighting for taxi operation. One light is installed on the leading edge of each wing just outboard of the outboard pods. A crosswind taxi light is installed on the right forward landing gear and will not illuminate unless the landing gear lever is in DOWN position. The lights are controlled by an ON --OFF switch on the aisle stand. D-C control power is provided through a circuit breaker marked "Taxi and Crosswind Contr" on the "Exterior" portion of the left load central circuit breaker panel. Air refueling lights consist of five white lights, one installed in the receptacle and two in each slipway door. The lights illuminate the receptacle, slipway, and wing areas during night air refueling operations. In addition, the lights aid the tanker boom operator in checking the receiver airplane. The lights in the slip- way doors may be used for scanning the wing leading edges, nacelles, struts, and spoilers. The lights are controlled by two OFFBRIGHT rotary switches (fig- ure 4-18) on the pilots' overhead panel. The slipway lights rotary switch controls the receptacle light and slipway lights. The airplane lights rotary switch con- trols the left and right wing illuminating lights. The air refueling lights will not illuminate unless the mas- ter refuel switch is ON and either the slipway door normal or alternate switch is in OPEN position. D-C control power is provided through a circuit breaker marked "Ext Light" on the "Inflight Refueling" por- tion of the right load central circuit breaker panel. Exterior Lighting Controls (Typical) 418 Figure 4-18. 4-36 Changed 15 May 1961 7.0. 1B-52G-1 Section IV Signal Light For information on the signal light, see "Miscellaneous Equipment," this section. INTERIOR LIGHTING Interior lighting is provided by red and white lights. Red lights are used during night flights since red color does not adversely affect night vision. White lights are used for daytime flights during dull light conditions and during thunderstorms to lessen the blinding effect of I lightning flashes. All lights, except the entry lights, utilize 28-volt a-c power reduced from 118-volt ac by I autotransformers. The entry lights utilize 24-volt d-c I battery power. Pilots and Copilots Station Lighting PANEL LIGHTS. Lights within edge-lighted panels, which illuminate indirectly from the underside, are red. The lights are the primary source of instrument lighting and are controlled by OFFBRIGHT rotary switches (figure 4-19) on the pilots side panel, co- pilot's side panel, and pilots' overhead panel. Light power is supplied through circuit breakers marked "Pilot Panel" and "Copilot Panel" on the "Interior" portion of the left and right load central circuit breaker panel respectively. INSTRUMENT LIGHTS. Red lights in the instrument hoods provide illumination for individual instruments. The lights are controlled by OFFBRIGHT rotary switches (figure 4-19) on the pilot's side panel and co- pilot's side panel. Light power is received through circuit breakers marked "Pilot Instr" and "Copilot Instr" on the "Interior Lighting" portion of the left and right load central circuit breaker panels respectively. ESSENTIAL FLIGHT INSTRUMENT LIGHTS. The es- sential flight instrument lights provide lighting for the pilot's altimeter, clock, rate of climb, standby com- pass, turn and slip indicator, airspeed indicator, and copilot's directional indicator (gyro). These lights, except for the copilot's directional indicator, normally operate on 28-volt a-c power from engine No. 3 genera- tor bus through a circuit breaker marked "Pilot Inst" on the "Interior" portion of the left load central circuit breaker panel, but in event of complete a-c or left TR power failure the lights would receive d-c power from the emergency instrument power bus through a circuit breaker marked "Emer Flight Instr Lights" on the "Mis- cellaneous" portion of the pilot's circuit breaker panel. The copilot's directional indicator lights operate in the same manner except that they receive power through a circuit breaker marked "Copilot's Inst" on the "Interior Lighting" portion of the right load central circuit breaker panel. The pilot's attitude indicator lights normally re- ceive 28-volt a-c power from engine No. 3 generator bus through a circuit breaker marked "Pilot Inst" on the "Interior" portion of the left load central circuit breaker panel. In case of complete a-c or left TR power failure, the lights would receive 28-volt a-c emergency inverter power. NOTE Failure of a-c power only on engine No. 3 gen- erator bus would result in failure of the lighting to these instruments since switch-over is de- pendent on failure of TR power. FLOODLIGHTS. Floodlights are a secondary source of instrument lighting and are mounted in a manner so as to provide illumination on a group of instruments located in the same area. The lights are controlled by OFFBRIGHT rotary switches (figure 4-19) on the pilot's side panel and copilot's side panel, except the right and left load central circuit breaker panels which are controlled by an ONOFF switch on the pilots side panel. Light power is provided through circuit breakers marked "Remote Flood" and "Pilot Flood" on the left load central circuit breaker panel and "Copilot Flood" on the right load central circuit breaker panel. SPOTLIGHTS. Two adjustable white spotlights, one on the pilot's glare shield and one on the copilot's glare shield, provide a means of supplying light on any object desired by the pilot or copilot. The lights are controlled by a rheostat switch on the individual light. Light power is provided through a circuit breaker marked "Aisle and Spot" on the "Interior Lighting" portion of the left load central circuit breaker panel. DOMELIGHTS. One red and one white domelight are located by the pilot's and copilot's escape hatches. The lights are controlled by an OFFBRIGHT rotary switch (figure 4-19) and the light color is selected by a RED- WHITE toggle switch (figure 4-19). Both switches are on the pilots' overhead panel. Light power is provided through a circuit breaker marked "Pilot and Copilot Dome" on the "Interior Lighting" portion of the right load central circuit breaker panel. THUNDERSTORM LIGHTS. Two white thunderstorm lights in the pilots' compartment provide illumination during thunderstorms to lessen the blinding effect of lightning flashes. The lights utilize 28-volt a-c power through a circuit breaker marked "Thunderstorm" on the left load central circuit breaker panel. The lights are controlled by a switch on the pilots' overhead panel. STANDBY COMPASS LIGHT. The standby compass and light are on the eyebrow instrument panel. The light is controlled by an OFFBRIGHT rotary switch (figure 4-19) on the pilot's side panel. Light power is provided through a circuit breaker marked "Pilot Instr on the "Interior Lighting" portion of the left load cen- tral circuit breaker panel. WARNING LIGHT DIMMING CONTROL SWITCH. A warning light dimming switch (figure 4-19) on the pi- lot's side panel controls the brightness of all indicator and warning lights at the pilot's and copilot's station with the exception of the fire warning and landing gear lights. The switch has DIMBRIGHT at the extreme positions respectively and is spring-loaded to the NEU- TRAL position. When the switch is placed to BRIGHT position, all indicator lights are at their brightest 11- Changed 15 February 1961 4-37 From RareAviation.com Section IV 7.0. Ik-520-1 OVERHEAD CONTROL LIGHT LIGHT CONTROL BRIGHT WARNING LIGHT SIDE -'fit'.'' FORWARD REMOTE CKT PANEL / PANEL BREAKERS aRKSH?- ' ? COPILOT a oooo RADAR NAVIGATOR DOME SIDE PANEL CO PILOT FLOODS LIGHT CONTROLS OFF/ FWD PANEL ON A NT (-COLLISION PILOT'S FLOODS j&Wr. FLIGHT INSTRUMENTS PILOTNAVIGATIONTHUNDERSTORM ** |. GAM 72 JETTISON'tfRGRh. EYEBRO PANEL eWGte SERVICE DOME LIGHTSOVERHEAD PANEL CTR1N8MI FLIGHT INSTRUMENTS NAVIGATOR 0: O ;C&>-lJ1NAVIGATOR'S TELE LIGHT CONTROL! Figure 4-19. (Sheet 1 of 2). 4-38 Changed 15 May 1961 7.0.1B-52G-1 Section IV Interior Lighting Panels (Typical) 420 Figure 4-19. {Sheet 2 of 2). 4-39 From RareAviation.com Section IV 7.0. 18-526-1 lamination. Momentarily moving the switch to DIM po- sition will energize the dimming control relay to dim all lights with the exception of the fire warning and landing gear lights. The rotary flight instruments switch on the pilot's side panel provides for additional dimming control. The rotary control switch is mechani- cally linked to the dimming circuit, and the warning lights are automatically reset to bright whenever flight instruments lights have been turned to OFF position. The thunderstorm light control switch cuts out the dim- ming control circuit when positioned ON. Energizing the thunderstorm lights resets all indicator and warn- ing lights to bright. Light control power is provided through a circuit breaker marked "Dim Contr Pilot Copilot" on the "Interior Lighting" portion of the left load central circuit breaker panel. Radar Navigator and Navigator Station Lighting PANEL LIGHTS. Lights within all of the edge-lighted panels are controlled by OFFBRIGHT rotary switches (figure 4-19) on the BNS light control panels. The lights are provided power through circuit breakers marked "Panel LH Oper" and "Panel RH Oper" on the "BNS Compartment Lights" portion of the auxiliary BNS cir- cuit breaker panel. FLOODLIGHTS. Floodlights for the entire compart- ment are controlled by an OFF--BRIGHT rotary switch on the BNS light control panel. The lights are provided power through a circuit breaker marked "Flood BNS" on the "BNS Compartment Lights" portion of the aux- iliary BNS circuit breaker panel. SPOTLIGHTS. Spotlights for the entire compartment are controlled by a rheostat switch on each individual light. The lights are provided power through a circuit breaker marked "Aisle and Spot" on the "Interior Light- ing" portion of the left load central circuit breaker panel. DOMELIGHTS. Two domelights, one red and one white, are located above each navigator's seat. The lights are controlled by an OFFBRIGHT rotary switch (figure 4 -19) and the light color selected by a REDWHITE toggle switch (figure 4-19). Both switches are on the BNS light control panel. Light power is provided through a circuit breaker marked "Dome BNS" on the "BNS Compartment Lights" portion of the auxiliary BNS cir- cuit breaker panel. BNS TABLE LIGHTS. Two white table lights over the navigator's table are controlled by an OFFBRIGHT rotary switch (figure 4-19) on the right BNS observer's pressure suit control panel. The lights are provided power through a circuit breaker marked "Table" on the "BNS Compartment Lights" portion of the auxiliary BNS circuit breaker panel. ECM and Gunners Station Lighting PANEL LIGHTS. Lights within all edge-lighted pan- els at the EW officer's and gunners station are con- trolled by OFFBRIGHT rotary switches (figure 4-19) on the ECM light control panel and gunner's light con- trol panel. The lights are provided power through cir- cuit breakers marked "DECM Lights Panel" and "FCS Lights Panel" on the ECM circuit breaker panel and FCS circuit breaker panel respectively. FLOODLIGHTS. Red floodlights in the EW officer's and gunner's stations are controlled by OFFBRIGHT rotary switches (figure 4-19) on the EW officer's light control panel and gunner's light control panel. The lights are provided power through circuit breakers marked "DECM Lights Flood" and "FCS Lights Flood" on the ECM circuit breaker panel and the FCS circuit breaker panel respectively. SPOTLIGHTS. Two adjustable white spotlights, one at the EW officer's and one at the gunner's station, pro- vide a means of supplying light upon any object desired by either operator. The lights are controlled by a rheo- stat switch on each individual light. The lights are pro- vided power through a circuit breaker marked "Aisle and Spot" on the "Interior Lighting" portion of the left load central circuit breaker panel. DOMELIGHTS. Two red and two white domelights lo- cated at the EW officer's and gunner's stations are con- trolled by OFFBRIGHT rotary switches (figure 4-19) and light color selected by a REDWHITE toggle switch (figure 4-19). One rotary and one toggle switch is lo- cated on the EW officer's light control panel and another set of switches is located on the gunner's light control panel. The lights are provided power through circuit breakers marked "DECM Lights Dome" and "FCS Lights Dome" on the ECM circuit breaker panel and FCS cir- cuit breaker panel respectively. Passageway Lights ENTRY LIGHTS. White entry lights are located on the copilot's glare shield, pilots' overhead panel, in deck above entry ladder, and in deck above entry door. The lights are controlled by a switch (2, figure 4-20) on the copilot's glare shield and a switch (1, figure 4-20) by the entry door. The lights are provided 24-volt d-c battery power through a circuit breaker marked "Entry Light on the right forward BNS circuit breaker panel. WALKWAY, CRAWLWAY, AND BOMB BAY LIGHTS. White lights are located along the walkway and crawlway through the equipment deck, wheel wells, bomb bay, and aft equipment compartment. The lights are controlled by a switch (4, figure 4-20) on the BNS light control panel and a switch (3, figure 4-20) above the crawlway entrance. The lights receive power through circuit breakers marked "Walkway Lights Fwd Pwr" and "Walk- way Lights Aft Contr" on the "Miscellaneous" portion of the auxiliary BNS circuit breaker panel. AISLE LIGHTS. Two white aisle lights, one located right of entry ladder in the lower crew compartment and one in ceiling of upper crew compartment, are con- trolled by a switch (figure 4-19) by the lower aisle light and a switch (figure 4-19) above entry ladder on the right equipment rack. The lights are supplied power through a circuit breaker marked "Aisle and Spot" on the "Interior Lighting" portion of the left load central circuit breaker panel. 4-40 Changed 15 February 1961 7.0. 1B-52GJ1 Section IV A 1. ENTRY LIGHT SWITCH 2. ENTRY LIGHT SWITCH (PILOTS' COMPT.) 3. AFT FUSELAGE WALKWAY LIGHT SWITCH 4. CREW COMPARTMENT WALKWAY LIGHT SWITCH I Entry and Walkway Light Switches Figure 4-20. Changed 15 February 1960 4-41 From RareAviation.com Section IV 7.0. Ik-526-1 Electronic Rack Lighting LOWER RACKS. Lighting for the lower electronic racks is supplied by service domelights and spotlights. The domelights are controlled by an ON--OFF switch (figure 4-19) on the equipment rack behind the radar navigator's seat, while the spotlights have an individual rota.y switch on each light. The service domelights are supplied power through a circuit breaker marked "Misc Dome Lt" on the auxiliary BNS circuit breaker panel, while the spotlights receive power through a circuit breaker marked "Aisle and Spot" on the "In- terior Lighting portion of the left load central circuit breaker panel. UPPER RACKS. Lighting for the upper electronic racks is supplied by service domelights and spotlights. The domelights are controlled by a switch (figure 4-19) on the equipment rack behind the radar navigator's seat, while the spotlights are controlled by an individual rotary switch on the lights. The domelights are sup- plied power through a circuit breaker marked "Misc Dome Lt" on the auxiliary BNS circuit breaker panel while the spotlights receive power through a circuit breaker marked "Aisle and Spot" in the "Interior Light- ing" portion of the left load central circuit breaker panel. OXYGEN SYSTEM The airplane is provided with a 300-psi liquid oxygen system. This system supplies all crew stations and the portable oxygen bottle rechargers. An automatic pressure breathing diluter demand oxygen regulator is provided at all crew stations. Either Type MD-1 or CRU-21/A oxygen regulators are used at all crew sta- tions. NOTE Type MD-1 and CRU-21/A regulators are, for all practical purposes, alike in appearance and operation. (Type CRU-21/A regulators offer a slightly improved breathing capability to the user in the inhalation cycle of respiration at lower oxygen pressures.) Therefore, unless other- wise noted, all subsequent references to either regulator will hold true for both types. The instructor pilot, defense instructor, and instructor navigator stations each have an alternate load panel with a Type MD-1 regulator installed. The pilot instructor station also accommodates the mattress station. A pressure breathing portable oxygen bottle recharger (figure 4-21) is located near each of the six regular crew stations. The oxygen system is supplied by three 25-liter 300-psi liquid oxygen converters (6, figure 1-54). Converter No. 1 is located on the forward left side of the aft equipment compartment. Converter No. 3 is located aft of converter No. 1 on the left side of the aft equipment compartment. Converter No. 2 is located on the right side of the aft equipment compart- ment directly opposite converter No. 3. A supply line from each converter connects with all oxygen regu- lators and portable oxygen bottle rechargers. How- ever, converter No. 1 normally supplies oxygen to all stations on the left side of the airplane, while converter No. 2 supplies those stations on the right side. Flow equalizer check valves are provided in the intercon- necting lines between the two converter supply lines to balance the demand on each converter, thus creating two separate systems. Check valves at each regulator isolate a ruptured line or converter to minimize the amount of oxygen which will be lost. Converter No. 3 is connected to the supply lines of converters No. 1 and 2 to provide additional oxygen in accordance with mis- sion requirements. Also, in event of malfunction in either or both systems, converter No. 3 will provide oxygen to all stations connected to either or both sys- tems. When converter No. 3 is not installed, a simu- lator is installed in the gaging circuit to simulate zero liters of liquid oxygen at the No. 3 position. See fig- ure 4-22 for oxygen duration. An oxygen converter and/or its fittings may frost over under certain con- ditions. When a converter is being filled, the body of the converter and overboard vent line may be covered with frost or moisture due to the converter being warm or high moisture content in the air. This frost or mois- ture should dissipate after the converter has stabilized. If the converter is malfunctioning due to no vacuum be- tween the converter walls, the frost will remain until all liquid oxygen is lost. After a converter has been filled and stabilized, the allowable leakage due to evapo- ration loss is 2 liters per converter per 24-hour period. Frost should not appear on the body of the converter but may appear on the boss where the pressure, pressure vent, and supply lines connect to the converter. This frost would appear due to liquid oxygen being supplied to the supply lines or oxygen being vented overboard due to excessive pressure. NOTE Pressure indications as high as 420 psi may be attained due to pressure buildup in the heat ex- changer line downstream of the liquid oxygen converter and check valve prior to use of oxy- gen. A relief valve having a high pressure set- ting of 395 (25) psi governs system pressure. OXYGEN SYSTEM CONTROLS Regulator Diluter Lever A regulator diluter lever (4, figure 4-23) located on each oxygen regulator has NORMAL OXYGEN100% OXYGEN positions. With the lever in NORMAL OXY- GEN position, the regulator automatically supplies the proper mixture of oxygen and air at all altitudes. With the lever in 100% OXYGEN position, the air intake port is closed and pure oxygen is supplied for emergencies regardless of the altitude. At cabin altitudes above 30, 000 feet, the lever should be placed in 100% OXY- GEN position as a safety precaution. The lever should be left in 100% OXYGEN position at the end of a flight to prevent dust and lint from entering the regulator. Oxygen Supply Shutoff Lever An oxygen supply shutoff lever (3, figure 4-23) pro- vided on each oxygen regulator has ONOFF posi- tions. With the lever in ON position, oxygen is sup- plied to the regulator. With the lever in OFF posi- tion, the oxygen supply to the regulator is shut off to prevent any flow of oxygen from the regulator when not in use. 4-42 Changed 15 February 1961 7.0. 1B-52G-1 Section IV Oxygen Bottles and Recharger Points Figure 4-21. From RareAviation.com Section IV T.O. 1B-52G-1 NOTE Due to the automatic pressure breathing feature of the oxygen regulator, a continuous flow of oxygen will result if the oxygen regulator is not being used and the oxygen supply shutoff lever is left in ON position above 30, 000 feet cabin altitude. This condition will cause a rapid loss of oxygen. Oxygen Emergency Toggle Lever An emergency toggle lever (5, figure 4-23) is provided on each regulator for manually supplying a positive oxy- gen pressure to the mask for emergency use. The lever has EMERGENCYNORMAL--TEST MASK positions. The TEST MASK position supplies positive oxygen pres- sure for checking the oxygen mask. EMERGENCY po- sition supplies oxygen at a continuous positive pressure for emergency use. In NORMAL position, oxygen flow is controlled automatically by the regulator. The emer- gency toggle lever should remain in the NORMAL posi- tion at all times, unless an unscheduled pressure in- crease is required. <; CAUTION When positive pressures are required, it is mandatory that the oxygen mask be well fitted to the face. Unless special precautions are taken to insure no leakage, continued use of positive pressure under these conditions will result in the rapid depletion of the oxygen sup- ply. This condition could also result in ex- tremely cold oxygen flowing to the mask. CREW MEMBER OXYGEN DURATION-HOURS CREW: 6 CABIN ALTITUDE TOTALIZER GAGE QUANTITY LITERS FEET 70 65 60 55 50 45 40 35 30 25 20 15 10 5 BELOW 5 73.Jp 68.1 62.9 57.6 52.4 47.1 41.9 36.8 31.4 26.2 21.0 15.7 10.5 5.2 40,000 73.4 68.1 62.9 57.6 52.4 47.1 41.9 36.8 31.4 26.2 21.0 15.7 10.5 5.2 73.4 68.1 62.9 57.6 52.4 47.1 41.9 36.8 31.4 26.2 21.0 15.7 10.5 5.2 z MJ 35,000 73.4 68.1 62.9 57.6 52.4 47.1 41.9 36.8 31.4 26.2 21.0 15.7 10.5 5.2 o QO 53.0 49.2 45.4 41.6 37.8 34.0 30.2 26.4 22.7 18.9 15.1 11.3 7.5 3.8 e> 30,000 54.4 50.5 46.6 42.7 38.8 "35.0 31.0 27.2 23.3 19.4 15.5 11.6 7.7 3.9 O Z U) q5 40.8 37.9 35.0 32.2 29.2 26.2 23.3 20.4 17.5 14.6 11.6 8.7 5.8 2.9 I 2 25,000 51.5 47.8 44.1 40.5 36.8 33.0 29.4 25.7 22.0 18.4 14.7 10.5 7.3 3.7 31.0 28.8 26.6 24.4 22.4 19.9 17.7 15.5 13.3 11.1 8.9 6.6 4.4 2.2 EMERGEN! FITUDE NO1 20,000 56.7 52.6 48.6 44.4 40.5 36.4 32.4 28.3 24.3 20.2 16.2 12.1 8.1 4.0 24.9 23.1 21.3 19.5 17.7 16.0 14.2 12.4 11.6 8.9 7.1 5.3 3.5 1.8 < 15,000 70.6 65.5 60.5 55.5 50.4 45.4 40.4 35.2 30.2 25.2 20.2 15.1 10.1 5.0 L 20.0 18.5 17.1 15.6 14-2 12.8 11.4 10.0 8.5 7.1 5.7 4.3 2.8 1.4 10,000 70.6 65.5 60.5 55.5 50.4 45.4 40.4 35.2 30.2 25.2 20.2 15.1 10.1 5.0 NOTE Duration for crew of N men = X duration for 6 men. ITALICS INDICATE DILUTEE LEVER 100% OXYGEN BOLD FIGURES INDICATE DILUTER LEVER NORMAL OXYGEN" LIQUID OXYGEN CONVERTERS THREE 25-LITER Oxygen Duration Figure 4-22. 4-44 Changed 15 August 1960 7.0. 1B-52G-1 Section IV Buildup and Vent Valve Handle A buildup and vent valve handle (figure 4-24) located in three places on the underside of the aft equipment com- partment controls a dual purpose two-position three- port valve. Two types of valves are optional on the airplane. On one type valve, the handle rotates in a horizontal plane (to the centerline of the valve) through 120 from SERVICE to FILL position. With this valve installed, the exterior surface of the airplane is appro- priately stenciled with SERVICE and FILL positions. The other type valve is different in that the handle ro- tates in a vertical plane (to the centerline of the valve). The handle of this valve is stamped with PULL TO VENT - PUSH TO BLD-UP. When this handle is in- stalled, exterior airplane markings are not required. Functionally however, the valves are the same. With the appropriate valve handle in either FILL or PULL TO VENT position, the converter is vented to the at- mosphere when being filled from the oxygen service cart. Any excess oxygen introduced during filling or excess oxygen pressure will escape through the vent. When the handle is in SERVICE or PUSH TO BLD-UP position, the vent line is blocked, the converted gas and liquid lines are connected, and system pressure builds up to deliver oxygen to each of the crew station regulators. Both types of valves are spring-loaded in such a manner that as the handle is moved oVer center, the handle will travel to stop in the direction of travel. OXYGEN SYSTEM INDICATORS Oxygen Converter Quantity Gage An oxygen quantity gage (figure 4-25) is located on the pilots' instrument panel. The gage indicates the total quantity of liquid oxygen in the converters. The dial is graduated from 0 to 75 liters in increments of 5 1. OXYGEN FLOW INDICATOR 2. OXYGEN PRESSURE GAGE 3. OXYGEN SUPPLY SHUTOFF LEVER 4. REGULATOR BILUTER LEVER 5. OXYGEN EMERGENCY TOGGLE LEVER liters. The gage is operated by single-phase a-c elec- trical power. Capacitance probes in the converters are utilized in a manner similar to the capacitance probes in the fuel quantity gaging system. The sys- tem is powered from the "Oxygen Quantity Indicator" circuit breaker located on the pilot's circuit breaker panel. A capacitance simulator is installed in the sys- tem to provide an empty capacitance reading from the No. 3 converter position when that converter is not in- stalled in the airplane. Power failure will render the gaging system inoperative. In this case, the power failure indicator (3, figure 4-25) will indicate OFF with a red flag so marked. Oxygen Quantity Gage Press-To-Test Switch The oxygen quantity system is provided with a press- to-test switch (2, figure 4-25) located beside the quan- tity gage on the pilots' instrument panel. The quantity gage indicator should move to the 0 liter position when the press-to-test switch is held depressed and should return to the initial position when the switch is released. Oxygen Low Level Warning Light A red low level warning light (1, figure 4-25) which is an integral part of the oxygen quantity totalizer gage is set to illuminate when the total liquid oxygen quantity is less than 7. 5 liters. When the press-to-test switch has been depressed, the low level warning light should illuminate when the quantity gage pointer reaches 7. 5 liters and should remain illuminated while the pointer is below that amount. Oxygen Pressure Gage An oxygen pressure gage (2, figure 4-23) on each regu- lator unit indicates oxygen system pressure in pounds per square inch when the oxygen supply shutoff lever is in ON position. NOTE Two manufacturers supply the Type MD-1 regu- lator and although both function alike, one manu- facturer's regulator will indicate system pres- sure regardless of supply lever position, where- as on the other manufacturer's regulator, the supply lever must be in ON position in order for system pressure to be introduced to the pres- sure gage. The Type CRU- 21/A regulator will indicate system pressure regardless of supply lever position. Oxygon Flow Indicator A blinker-type oxygen flow indicator (I, figure 4-23) is provided on each regulator unit to show the crew member he is receiving oxygen. Black and white seg- ments alternately appear with each breath taken by the crew member. Oxygen Regulator Figure 4-23. Changed 15 August 1960 4-45 From RareAviation.com Section IV T.O. 1B-52G-1 OXYGEN SYSTEM NORMAL OPERATION WARNING Accidental opening of the parachute chest strap snap during bailout is possible if the oxygen connector tiedown strap is attached around the chest strap snap or if it is attached to the chest strap with a single loop. For greater safety, use the procedure illustrated in figure 4-26 to fasten oxygen mask to hoses. In Flight The following procedure should be followed when oxygen is used during flight: NOTE At all pressure altitudes below 40, 000 feet when cabin altitude is below 12, 000 feet, the helmet will be worn and the mask may be hanging be- side the face. When the pressure altitude is 40, 000 feet or above or the cabin altitude is 12,000 feet or above, the mask will be fastened and the crew member breathing oxygen, except for short periods as necessary for personnel comfort. At least one pilot and one navigator will be on oxygen at all times when the pres- sure altitude is above 40, 000 feet. Crew members must have mask in place and secured and be on oxygen during taxiing (if con- tamination is suspected), takeoff, climbout to first oxygen check, air refueling, jet penetra- tion, approach, and landing. Pilots will insure that oxygen is used during critical phases of flight. Use of 100% oxygen will be as outlined in Sections II, HI, IV, and VIU. 1. Check connection of oxygen mask hose to oxygen supply hose and bailout bottle hose as shown in figure 4-26. 2. Place oxygen supply shutoff lever in ON position. a Buildup and Vent Valve Handles Figure 4-24. 4-46 Changed 15 February 1961 7.0. 18-526-1 Section IV 3. Place oxygen regulator diluter lever in NORMAL OXYGEN position. NOTE At cabin altitudes above 30, 000 feet, the lever should be placed in 100% OXYGEN position as a safety precaution. 4. Frequently check the oxygen flow indicator. 1. LOW LEVEL WARNING LIGHT WHI 2. QUANTITY GAGE PRESS-TO-TEST SWITCH 3. POWER FAILURE INDICATOR Oxygen Quantity Gage Figure 4-25. NOTE O During turbulent flight conditions, liquid oxygen sloshes inside the converter. This cools the gas and allows part of it to return to the liquid state, resulting in a lowered gas pressure. Lowering of the gas pressure is not detrimental to crew consumption as long as the pressure remains above 150 psi. Crew personnel movement within the pressurized crew compartment for short periods for purposes of crew comfort, etc, will not normally require the use of a portable oxygen bottle unless cabin altitude is 12, 000 feet or above. 5. When flight is completed, turn oxygen supply shut- off lever OFF and push the regulator diluter lever to the 100% OXYGEN position. Air Contamination With symptoms of hypoxia or if smoke or fumes are present or suspected, immediately place the oxygen regulator diluter lever in 100% OXYGEN and the oxy- gen emergency toggle lever in the EMERGENCY po- sition until the cause can be found and corrected. AUTOPILOT The airplane is provided with an autopilot which is used to maintain a reference attitude, heading, and altitude; to provide a stable bombing platform; and to provide an accurate flight path control when used with the instru- ment landing system (ILS). During normal flight, the autopilot holds the airplane in a straight and level at- titude at a constant heading provided by the N-l com- pass system unless otherwise commanded by a crew member using the autopilot flight controller, the bomb- ing navigational system, or the automatic approach system. Altitude control is provided to maintain con- stant barometric pressure altitude. Servo motors operate the rudder tab, elevator tab, lateral control spoiler control valves, and stabilizer jackscrew which in turn control the rudder, elevator, lateral control spoilers, and stabilizer respectively. The autopilot incorporates a protective system through the use of limit switches on the roll and rudder axes and a pitch acceleration monitor on the pitch axis which automati- cally disengages the autopilot when the limit for an axis has been exceeded. When the autopilot is on but disen- gaged, the followup system continually aligns with the flight attitude and heading of the airplane so that smooth engagement may be made at any time. Pitch control is such that the airplane pitch attitude at the time the au- topilot is engaged will be maintained. An interlock Changed 15 May 1961 4-47 From RareAviation.com Section IV 7.0. 1B-52G-1 Insert connector into the mounting plate at- tached to the parachute harness. Check that the connector is firmly attached and that the lockpin is locked. Insert male bayonet connector, on the end of the oxygen mask hose, into the female receiv- ing port of the CRU-8/P connector. Turn bay- onet connector to lock prongs into the recess in the lip of receiving port. Couple the seat oxygen hose to the lower port of the connector. Figure 4-26. (Sheet 1 of 3). CRU-8/P 4-48 Changed 15 May 1960 T.O. 1B-52G-1 Section IV system is provided as protection against improper op- eration of the autopilot and to insure the pilot of pri- mary control at all times. The autopilot operates on TR power and 118-volt single-phase a-c power. The autopilot circuits are protected by six circuit breakers on the "Autopilot" portion of the left load central cir- cuit breaker panel. angle to approximately 39. However, an additional 7 of bank may be reached by use of the autopilot roll trim knob (up to the 45 approximate maximum) to fa- cilitate a breakaway maneuver on airplanes with un- modified autopilots and on airplanes Less 03 . Some autopilots are modified to obtain up to 50 of bank for the breakaway maneuver. NOTE If d-c or all a-c power to the N-l compass is lost, the autopilot will disengage immediately. Loss of a single a-c phase will not degrade the heading information from the N-l compass; therefore, the autopilot will not disengage. Loss of a single phase will not indicate on the protec- tive fuses. The loss of a single phase may be detected only by removing and testing the fuses. If a fault occurs in the N-l compass circuitry, two or all of the protective fuses will blow and may be detected by the blown fuse indicators lighting on the fuse holders. In the case of such a fault, the autopilot will disengage. AUTOPILOT SAFETY FEATURES Pitch Protection A safety monitor amplifier and two magnetically damped pendulum-type synchro accelerometers mounted one ahead of and one aft of the airplane center of gravity measure angular accelerations around the pitch axis. The autopilot will disengage if the accelerations are abnormal ox excessive. Protection against servo or accelerometer malfunction is also provided. As an additional safety feature, the pilot can overpower the stabilizer trim servo manually with the stabilizer trim wheels. WARNING Do not attempt use of control column pressure to overpower the pitch axis of the autopilot while it is engaged. This will result in autopilot sta- bilizer trim operation in a direction opposite to the elevator input from the control column. NOTE The stabilizer trim function of the lateral trim and stabilizer trim buttons will be inoperative when the elevator servo cutout switch is posi- tioned to IN and the servos engage switch is po- sitioned to ENGAGE. WARNING See "Combat Breakaway Maneuvers, Section VI, for maximum recommended bank angle ap- plicable to existing gross weight, altitude, and Mach number. The modified systems have a detent in the turn knob rotation at the point where the normal limit of approxi- mately 39 of bank will occur. Rotation of the turn knob past this detent will allow up to 50 of bank. NOTE IS All airplanes OQ will have flight controllers modified to add detents at points in the turn knob rotation corresponding with 10 less than the maximum bank capability of the installed autopilot main amplifier. Also, the roll trim knob will be unable to command additional bank angles. Therefore, if the autopilot main ampli- fier installed is not the modified amplifier as identified by P/N 686639-7, only 30 of bank will be obtainable with the turn knob rotated to the detents and a maximum of 40 by going through the detents. The amplifier part num- ber may be readily checked by removing an ap- propriately labeled access panel at a location on the upper equipment rack in the aisle aft of the copilot. On all modified systems, roll trim knobs are effective only in BOMB and ILS modes and unable to command additional bank angles. BNS controlled turns, while in search or track modes, are electrically limited to bank angles of 15. Diode limiters in the automatic approach amplifier limit the bank angle to 25 on localizer and 10 on glide slope in commanded turns. Limit switches pro- vide roll axis protection in case of an autopilot failure resulting in hard-over signals. These switches are effective in all flight conditions except when a bank angle in excess of approximately 4 1/2 is commanded by bombing computer, ILS coupler, or crew member. Rudder Protection Roll Protection Turns commanded by the pilots turn knob or by the BNS while in bomb mode are electrically limited in bank Rudder limit switches provide protection in yaw move- ments. Two sets of limit switches provide protection within various airspeed ranges. The settings of the limit switches are based upon the sideslip limits of the airplane. Changed 15 August 1960 4-49 From RareAviation.com Section IV T.O. 1B-52G-1 AUTOPILOT CONTROLS Autopilot Flight Controller The autopilot flight controller (1, figure 4-27) is lo- cated on the aisle stand. The flight controller pro- vides a means for maneuvering the airplane from the pilot's or copilot's positions when the autopilot is en- gaged through the turn knob, pitch knobs, and roll trim knob. TURN KNOB. A turn knob (2, figure 4-27) on top of the flight controller provides coordinated turns. Rotating the turn knob results in an airplane turn in the same direction as the knob is rotated. The rate of turn is proportional to the speed of the airplane and the amount of bank commanded with the turn knob. Moving the turn knob out of center detent puts turn control back to the pilot regardless of the setting of the autopilot turn con- trol selector switch or the automatic approach localizer switch. Autopilots modified to obtain up to 50 of bank with the turn knob and those with modified flight con- trollers W have additional detents at points in the turn knob rotation corresponding with 10 less than the maxi- mum bank capability of the installed autopilot main am- plifier (see "Note" under "Roll Protection, " this sys- tem). NOTE When the turn knob is not in use, it should be in the detent at center position of total knob ro- tation. PITCH KNOBS. Two large pitch knobs (3, figure 4-27) on either side of the flight controller are interconnected by a common shaft. The pitch knobs control the eleva- tors for climb or glide. Forward rotation of the pitch knobs results in descent; aft rotation in climb. The degrees of airplane climb or dive is proportional to the amount of rotation of the pitch knobs. The pitch knob signal is always aligned to the existing airplane pitch attitude when the autopilot is engaged, and a pitch knob detent position is effective when the altitude control is operating or when the glide slope is operating. ROLL TRIM KNOB. A roll trim knob (5, figure 4-27) located on the front of the flight controller is used prin- cipally to correct localizer stand-off error when making an automatic ILL approach, but may also be used dur- ing any of the autopilot tie-in modes of operation. Also, on autopilots not modified to permit up to 50 of bank with the turn knob and those with flight controllers Less [El, the roll trim knob may be used to increase the maximum obtainable bank from approximately 39 to approximately 45 to facilitate a breakaway maneu- ver. Use of the roll trim knob for lateral trim will de- flect a spoiler and increase drag. Lateral trim should normally be accomplished by fuel management. Autopilot and Air Refueling (IFR) Boom Release Buttons Autopilot release buttons (2, figure 1-30) are provided on both control wheels. Pressing either one of these pushbutton switches disengages all autopilot servo mo- tors, thereby eliminating autopilot control. For further use of these release buttons, see "Air Refueling Sys- tem, " this section. Autopilot Turn Control Selector Switch The autopilot turn control selector switch (4, figure 4 -27) is located on the pilots' instrument panel. This switch is of the solenoid locking type and has PILOT-- BOMB positions for selecting either the autopilot flight controller (PILOT) or the BNS (BOMB) respectively for turn command of the autopilot. Interlocks will return the turn control selector switch from BOMB to PILOT position without disengaging the autopilot when the pi- lots' turn knob is rotated out of center detent or if any of the following changes occur during BNS operation of the autopilot: 1. Changing to memory point mode 2. Changing to auto-fix mode 3. Changing position of the bomb control heading switch 4. Changing destination switch 5. Changing from track to bomb mode 6. Changing from bomb to track mode Autopilot Command Selector Panel The autopilot command selector panel (7, figure 4-27) is located on the aisle stand. It contains the autopilot, trim indicators, autopilot master switch, servos en- gage switch, altitude control switch, and the automatic approach switches. AUTOPILOT MASTER (PILOT) SWITCH. An autopilot master (pilot) switch (12, figure 4-27) on the autopilot selector panel has ONOFF positions. ON position connects power to the servo control drive motor and permits ready engagement of the servos. OFF position cuts off power to the servo control drive motor and disengages the autopilot. NOTE Power is applied to the autopilot system, re- gardless of the position of the autopilot master (pilot) switch. Autopilot operation is prevented during the automatic warmup period of 3 to 5 minutes after power is on the airplane. After this initial warmup period, placing the autopilot master (pilot) switch to ON will permit imme- diate autopilot operation. SERVOS ENGAGE SWITCH. A solenoid locking type servos engage switch (11, figure 4-27) on the autopilot command selector panel has EN GAGE - - DISEN GAGE positions. ENGAGE position engages all servos si- multaneously. However, any axis whose servos cutout switch is in OUT position will not be engaged. DIS- ENGAGE position will disengage, all servos. The servos engage switch cannot be moved to ENGAGE if the auto- pilot master (pilot) switch is OFF or the roll trim knob or turn knob is out of detent. If engaged, interlocks will return this switch to DISENGAGE when 1) the auto- pilot release buttons are pressed, 2) the autopilot mas- ter switch is turned OFF, 3) the a-c power, filament, 4-50 Changed 15 May 1961 T.O. 18-526-1 Section IV fields engage, interlock, or servo control circuit break--, ers are tripped, or 4) one of the protective systems is tripped. ALTITUDE CONTROL SWITCH. An altitude control switch (9, figure 4-27) located on the autopilot selector panel has ONOFF positions. In ON position, the ele- vator servo is controlled by a barometric pressure con- trol unit. Rotating the pitch knob out of detent drops the altitude control switch to OFF and deactivates altitude control operation. Moving the glide slope switch to ON will drop the altitude control switch to OFF position. The altitude control switch will remain locked in OFF as long as the glide slope switch is in ON position. The altitude control switch cannot be turned to ON with the elevator servo cutout switch in OUT position. In OFF position, the constant altitude control is made inop- erative. AUTOMATIC APPROACH LOCALIZER SWITCH. An automatic approach localizer switch (10, figure 4-27) on the autopilot selector panel has ONOFF positions. The localizer switch is locked OFF unless the radio receivers are on and tuned to a localizer frequency. ON position allows the lateral controls of the autopilot to be controlled by the localizer beam after it has been intersected. In OFF position, no signal from the beam is received by the autopilot. The localizer switch will go to OFF if the turn knob is moved out of detent. NOTE Plus D3 The localizer switch is locked OFF when the navigation system select switch (10, figure 4 -29) is positioned to TA CAN. AUTOMATIC APPROACH GLIDE SLOPE SWITCH. An automatic approach glide slope switch (8, figure 4-27) on the autopilot selector panel has ONOFF positions. ON position allows the pitch controls of the autopilot to be controlled intersected. by the glide slope beam after it has been In OFF position, no signal from the glide BOMB - 1. AUTOPILOT FLIGHT CONTROLLER 2. TURN KNOB 3. PITCH KNOBS 4. AUTOPILOT TURN CONTROL SELECTOR SWITCH 5. ROLL TRIM KNOB 6. AUTOPILOT TRIM INDICATORS AUTOPILOT COMMAND SELECTOR PANEL AUTOMATIC APPROACH GLIDE SLOPE SWITCH ALTITUDE CONTROL SWITCH AUTOMATIC APPROACH LOCALIZER SWITCH 11. SERVOS ENGAGE SWITCH 12. AUTOPILOT MASTER (PILOT) SWITCH 13. SERVOS CUTOUT SWITCH PANEL 14. SERVOS CUTOUT SWITCHES 8. 9. 10. Changed 15 May 1961 turn . . - CONTROL , ooooo ooooo ooooo oooooo Autopilot Controls (Typical) 430 Figure 4-27. 4-51RareAviation.com Section IV T.O. 18-526-1 slope is received by the autopilot. The automatic ap- proach glide slope switch cannot be turned ON unless the automatic approach localizer switch is in ON posi- tion, and will go to OFF position if the pitch knobs are rotated or when the localizer switch is turned OFF. NOTE Placing the automatic approach glide slope switch ON modifies the system response to localizer signals to compensate for the narrow localizer beam near the station. Attempting to continue the approach with the automatic approach lo- calizer switch ON and the automatic approach glide slope switch OFF after the glide slope has been intercepted will probably result in the air- plane bracketing the localizer beam. Servos Cutout Switches A servos cutout switch (14, figure 4-27) is provided for each of the three control axes. Each switch lo- cated on the servos cutout switch panel has IN--OUT positions and must be in IN position before the indi- vidual servo can be engaged by the servos engage switch. OUT position is used to cut the servo out of operation. NOTE The servos engage switch will move to DIS- ENGAGE, disengaging the autopilot whenever any of the servos cutout switches is placed in OUT position. However, the servos engage switch can be returned to ENGAGE position im- mediately with any of the servos cutout switches in OUT position. AUTOPILOT INDICATORS Autopilot Disengaged Light An amber autopilot disengaged warning light (16, figure 1-13 and 10, figure 1-13A) on the pilots' instrument panel flashes whenever the servos engage switch is disengaged after having once been engaged. The flash- ing may be stopped by reengaging the servos engage switch or by momentarily shutting off the autopilot master switch. Autopilot Trim Indicators Three autopilot trim indicators (6, figure 4-27) are located on the autopilot selector panel and are marked "Rud, " "Ail," and "El, " according to the autopilot servo it is used with. The trim indicators provide a visual indication of the electrical power input to the autopilot servos. The indicator bar will be displaced when the servo is exerting force on the control surface actuator and the bar will be displaced in proportion to the amount of force exerted. During flight, the indicators will fluctuate constantly and their actual indication must be determined by interpreting their average displacement. The centered indicator bars indicate no electrical power input to the autopilot servos. Before autopilot engage- ment, a displaced trim indicator bar indicates incor- rect power input to the autopilot servo and, upon auto- pilot engagement, the autopilot servos will deflect the airplane control surfaces to change airplane attitude in the direction of indicator bar displacement. After auto- pilot engagement, a displaced trim indicator bar indi- cates that the autopilot servo is exerting force on the control surface to compensate for an out-of-trim con- dition and, upon autopilot disengagement, the servo will release the force allowing the control surface to return to the manual trimmed position and the airplane attitude will change in the opposite direction of indica- tor bar displacement. CAUTION !! An abrupt control surface displacement will occur if the autopilot is engaged or disengaged with a trim indicator steadily displaced more than one bar width. BNS Steering (Autopilot) Light A green BNS steering (autopilot) light (3, figure 4-41) on the radar navigator's panel will illuminate when the autopilot turn control selector switch is placed in BOMB position. AUTOPILOT NORMAL OPERATION Preflight of the Autopilot CAUTION %******************* Hydraulic power is necessary at the stabilizer jackscrew to allow the mechanism to operate without slipping of the autopilot stabilizer trim servo override clutch. 1. Place turn knob and roll trim knob in detent and synchronize the N-l compass. 2. Place autopilot master switch ON. 3. Note that autopilot trim indicators are centered and place servos engage switch in ENGAGE. 4. Place elevator servo cutout switch to OUT. Return the servos engage switch to ENGAGE if it moved to DIS- ENGAGE. Operate the pilot's or copilot's stabilizer trim button to NOSE UP and NOSE DN; the manual trim wheels should rotate in the direction of the commanded trim. 4-52 Changed 15 May 1961 7.0. Ik-526-1 Section IV 5. Place elevator servo cutout switch to IN. Return the servos engage switch to ENGAGE if it moved to DIS- ENGAGE. Operate the pilot's or copilot's stabilizer trim button to NOSE UP and NOSE DN; the manual trim wheels should not rotate. 6. With the autopilot master switch ON, servos en- gage switch in ENGAGE, and ILS receiver inopera- tive, the automatic approach localizer switch should be locked OFF. With the ILS receiver on and tuned to an approach localizer frequency, turn the automatic ap- proach localizer switch to ON. 7. With the automatic approach localizer switch ON, turn the automatic approach glide slope switch to ON. 8. Rotate the pitch knob; the automatic approach glide slope switch should drop to OFF. 9. Rotate the turn knob out of detent; the automatic approach localizer switch should drop to OFF. Return turn knob to detent. 10. Place the altitude control switch to ON. Rotate the pitch knob. The altitude control switch should drop to OFF. NOTE It should be considered normal, when engaging the altitude control on the ground, for the "en- gage error" of the altitude control to originate a signal to which the airplane at rest on the ground cannot respond, causing the elevator and stabilizer trim to be driven to their limits. 11. Rotate the roll trim knob clockwise; pilots' con- trol wheels should rotate clockwise. Repeat for the counterclockwise direction, then return the roll trim knob to detent. 12. Rotate the turn knob clockwise; pilots' control wheels should rotate clockwise. Repeat for the coun- terclockwise direction, then return the turn knob to detent. 14. Place the autopilot turn control selector switch in BOMB. The BNS steering indicator should indicate ON, provided the BNS power switch is ON and the bomb control heading switch is on NAV or the bomb (mode) button is depressed. 15. Command a right turn with the bombing naviga- tional system; pilots' control wheels should rotate clockwise. Command a left turn with the bombing navigational system; pilots'control wheels should move counterclockwise. 16. Return the autopilot turn control selector switch to PILOT. 17. Push forward and then pull back rapidly on the control column; autopilot should disengage. 18. Place the aileron servos switch to OUT. Place servos engage switch to ENGAGE. Rotate control wheel clockwise. Autopilot should disengage at ap- proximately 75 of control wheel rotation. 19. Place servos engage switch to ENGAGE. Rotate control wheel counterclockwise. Autopilot should dis- engage at approximately 75 of control wheel rotation. 20. Return all switches to OFF. Pilots Operation of the Autopilot Pilot's inflight operation of the autopilot may be ac- complished by the following procedure: 1. Check autopilot master switch OFF. 2. Trim the airplane wings level and ball centered. (See "Fuel Management for Lateral Trim, " under "Climb, " Section II.) NOTE O The airplane should be trimmed by fuel man- agement and thrust adjustments as much as possible since manual trim will deflect the spoilers and create drag. NOTE Rotating the turn knob rapidly may result in disengagement of the autopilot. This occurs because the servo will drive the control sur- face to the limit (opening the limit switch) be- fore the roll followup amplifier can make the circuit that bypasses the limit switch. _ 13. Rotate the pitch knobs in the climb direction; con- I trol columns should move aft and the manual trim wheel I should rotate for nose up trim. Rotate the pitch knobs in the dive direction; the control columns should move forward and the manual trim wheel should rotate for nose down trim. NOTE Movement of stabilizer trim indicator will be limited to 1/2 unit when using the standby pump. D Excessive manual rudder trim may prevent en- gagement or cause repeated disengagements of the autopilot, particularly at speeds exceeding 260 knots IAS. If this condition exists, the yaw asymmetries should be reduced by adjusting the throttles or by appropriate fuel management un- til autopilot operation becomes satisfactory. 3. Check all servos cutout switches to IN. NOTE O With the aileron servo cutout switch OUT, the airplane will not hold heading. However, the rudder servo will continue to provide Dutch roll damping. O If the N-l compass fails completely, the rudder servo cutout switch should be positioned to OUT to prevent erratic heading signals. Changed 15 May 1961 4-53 From RareAviation.com Section IV T.O. 1B-52G-1 4. Check autopilot flight controller for: a. Turn knob in detent b. Roll trim knob centered 5. Place autopilot master switch ON. 6. Check that autopilot trim indicator bars are in cen- ter reference positions. NOTE Steady displacement of one or more of the auto- pilot trim indicator bars on the autopilot selec- tor panel indicates a lack of autopilot-airplane synchronization. The autopilot should not be engaged unless the malfunctioning axis is cut out using the applicable servo cutout switch. 7. Place servos engage switch to ENGAGE. NOTE G Upon engagement, there should be no engage transient in the control axes exceeding 1/2 of pitch or yaw and 1 of roll. O Servos may be engaged in a normal climb or descent and the airplane will continue to fly that attitude until the pilot moves his pitch knob. O If the autopilot is engaged when the airplane is banked for a turn, it will automatically roll the airplane to a near wings level attitude. G The autopilot will not completely compensate for all lateral mistrim. If the airplane is not properly trimmed before autopilot engagement or becomes out of trim after engagement, the airplane may fly slightly wing low until the air- plane is retrimmed by fuel management and thrust adjustments. 8. Place altitude control switch to ON if constant al- titude control is desired. The airplane is now under autopilot control on all three axes. NOTE The airplane should, with no more than two overshoots, stabilize out on a reference alti- tude within the following stated tolerances from engage altitude: Bombing Condition 300 feet Hi Speed Condition 175 feet Approach Condition 100 feet Then variation from reference altitude should not exceed 50 feet during any 15-minute inter- val with no continuous oscillation after the en- gage transient has damped out. Long term wan- der (slow steady change in altitude) may occur but shall not exceed 200 feet maximum altitude change. Gust response shall not exceed one overshoot in smoothly returning the airplane to controlled altitude. Recovery from a turn should be within 70 feet of the altitude indicated before the turn. 9. Standard maneuvers may be executed with the pitch and turn knobs. Climb and descent are accomplished with the pitch knob; turns are made with the turn knob. A climbing or descending turn is made with a combina- tion of the two knobs. 10. During flight, check that the autopilot trim indi- cator bars remain in the near centered position. Steady displacement of the "Ail" and/or "Rud" trim indicator bars and the control wheel indicates asymmetrical fuel load or engine thrust, requiring appropriate fuel man- agement and/or thrust adjustment to center the control wheel to a "spoiler down" position and return the "Ail" and "Rud" trim indicator bars to near center. (See "Fuel Management for Lateral Trim, " under "Climb, " Section H.) Steady displacement of the "El" trim in- dicator bar appreciably more than a bar width indi- cates a malfunction. The elevator axis must be dis- engaged using the procedure under "Individual Servo Disengagement." NOTE Do not attempt to change the pitch attitude of the airplane with the control column without first disengaging the autopilot. The elevator servo will sense any pressure on the control column as an out-of-trim condition and cause the sta- bilizer to drive toward a position that will re- lieve this pressure. If the control column is pulled back (NOSE UP) the stabilizer will drive toward a NOSE DOWN position and will continue to drive until the pressure on the control column is released, the limit stops are reached, or the autopilot is disengaged by the pitch axis safety monitors. G During operation on autopilot, airbrake maneu- vers should be performed with caution to avoid an excessive longitudinal out-of-trim condition and to prevent possible automatic pilot disen- gagement. During autopilot control with altitude control engaged, operation of the wing flaps is permis- sible. While operating flaps, a large but not dangerous indicated altitude change will result due to a change in airflow across the static source. Lowering flaps result in a gain in al- titude; raising flaps in a loss of altitude. Radar Navigators Operation of the Autopilot The bombing navigational system has no pitch control over the airplane. Turn control of the autopilot is transferred to the BNS when the autopilot turn control 4-54 Changed 15 May 1961 7.0. 18-526-1 Section IV selector switch is placed in BOMB position. The ra- dar navigator can then command autopilot turns manu- ally with the tracking handle or set up the BNS for au- matic operation of the autopilot. NOTE On airplanes with autopilots modified to obtain up to 50 of bank with the turn knob for a break- away maneuver, intercardinal heading over con- trol will exist in the NAV mode from the AN/ASB -9 steering signal. This over control is visible as a control wheel response, and it will increase in severity until at approximately 45 miles from the target it may cause the autopilot to discon- nect. To prevent inter cardinal heading over- control and possible autopilot disconnect, the final 50 miles of the navigation leg should be flown manually or with the autopilot in first sta- tion in accordance with visual correction re- quirements from the flight command indicator (FCI). Autopilot Disengagement 3. Reengage the remaining servos by placing the servos engage switch in ENGAGE. COMPLETE DISENGAGEMENT. Complete disengage- ment may be accomplished at any time by the following procedure: Press the pilot's or copilot's autopilot re- lease button on the respective control wheel, place the servos engage switch in DISENGAGE, or place the au- topilot master switch in OFF. CAUTION If a constant large displacement of the elevator trim indicator bar indicates failure of the auto- matic stabilizer trim system during flight on autopilot, the airplane should be retrimmed longitudinally to center the elevator trim indi- cator bar before disengaging the autopilot to prevent excessive control column loads and pi- lot effort upon disengagement. AUTOPILOT EMERGENCY OPERATION There are no special operating procedures to be used during an emergency. However, if the autopilot is en- gaged and manual flight control is desired, press the pilot's or copilot's autopilot release buttons for im- mediate autopilot disconnect. If the methods outlined under "Autopilot Disengagement" fail, pull the six auto- pilot circuit breakers located on the left load central circuit breaker panel. INSTRUMENT LANDING SYSTEM (ILS) EQUIPMENT The instrument landing system (ILS) provides the pi- lots with a straight line glide slope and a localizer or on-course guidance. The ILS system is used both as a means of navigation and as an aid to assist the pilots when landing in inclement weather. The ILS consists of the glide slope equipment (AN/ARN-31), omni-range radio (AN/ARN-14), the pilots' control panel, and the marker beacon receiver (AN/ARN-32). For further information on this equipment, see "Communication and Associated Electronic Equipment, " this section. INDIVIDUAL SERVO DISENGAGEMENT. Individual servo disengagement is accomplished by the following procedure: 1. Disengage autopilot by means of the autopilot re- lease button on the pilot's or copilot's control wheel. 2. Disengage desired individual servo by placing the proper servo cutout switch in OUT. INSTRUMENT LANDING SYSTEM CONTROLS Omni-Range Selector Switch A selector switch (3, figure 4-29) on the pilots' con- trol panel provides manual selection of the desired fre- quency. Tuning the receiver to the proper localizer Changed 15 May 1961 4-54 A and 4-54 B From RareAviation.com 7.0. 1B-52G-1 Section IV 1. PERISCOPIC SEXTANT MOUNT 2. DITCHING-CRASH LANDING HAMMOCK ATTACHMENT SHACKLE 3. DRINKING WATER CONTAINER 4. ECM CIRCUIT BREAKER PANEL 5. ESCAPE ROPE CONTAINER 6. BATTLE DRESSING KIT 7. HOT CUP 8. FOOD WARMING OVEN 9. PORTABLE OXYGEN RECHARGER 10. BLOOD PLASMA KIT 11. FOOD BOX 12. CHEMICAL TOILET 12A. HAND AXE 13. UPPER DECK SLIDING HATCH 14. DITCHING HAMMOCK STOWAGE 15. DEFENSE INSTRUCTOR'S SEAT 16. FIRST AID KITS 17. EMERGENCY KNIFE 18. OXYGEN REGULATOR (DEFENSE INSTRUCTOR'S) 19. DEFENSE INSTRUCTOR'S INTERPHONE CONTROL PANEL Defense Instructors Station (Typical) 431 Figure 4-28. Changed 15 February 1960 4-55 From RareAviation.com Section IV 7.0. IL-526-1 (11) TACANAND TACAN AND OMNIRANGE TACANAND ) 22" OMNIRANGE 1S-1-Z83 EEH1 PlvsHU NAVIGATION SYSTEM SELECT TACAN AND OMNIRANGE OMNIRANGE E3E3M. Er 'nautk\- . MilXsA/ S BEARING- DISTANCE INDICATOR TACAN AND OMNIRANGE RADIO COURSE INDICATOR RADIO MAGNETIC INDICATOR IS-1-223 ESS^Pfuf* 15-1-225 TACAN CONTROL PANEL E^OPIusGfl OMNIRANGE CONTROL PANEL NAVIGATION SYSTEM SELECT SWITCHvoq1. LOCALIZER NEEDLE 2. MARKER BEACON INDICATOR LIGHT 3. COURSE SET KNOB 4. TACAN CHANNEL SELECTOR SWITCH 5. OFF-REC-T/R SWITCH 6. TACAN VOLUME KNOB 7. OMNI RANGE SELECTOR SWITCH 8. OMNI RANGE POWER SWITCH 9. OMNI RANGE VOLUME KNOB 10. NAVIGATION SYSTEM SELECT SWITCH 11. TACAN-VOR-ILS OPERATION LIGHTS Tacan and Omni Range Radio Controls 413 Figure 4-29. 4-56 Changed 15 May 1961 TO. Ik-526-1 Section IV channel will automatically tune the glide slope receiver to the proper glide slope channel frequency. The se- lector is calibrated from 108.0 to 135. 9 megacycles. Omni-Range Power Switch The receiver is turned on and off by a power switch (8, figure 4-29) on the pilots control panel which has two positions, OFFON. ON position provides opera- tion of the tone comparison glide path and omni-range operation. OFF position turns off the equipment. Omni-Range Volume Knob A volume knob (9, figure 4-29) on the pilots' control panel is used to adjust the receiver audio to the inter- phone system. Course Set Knob A course set knob (3, figure 4-29) located on the omni- range radio course indicator is used to set the magnetic bearing of a desired course on three tab indicators. INSTRUMENT LANDING SYSTEM INDICATORS Omni-Range Radio Course Indicator A vertical localizer needle (1, figure 4-29) in the omni- range radio course indicator indicates relative position of the airplane with respect to the localizer beam. Also a horizontal needle shows information from a glide slope receiver. A warning flag at one end of each needle will move from sight when localizer or glide slope signals, respectively, of dependable strength are being received. Three tab windows at the top of the indicator provide magnetic bearing indication adjusted by the course set knob. When the desired magnetic bearing has been se- lected, the displacement of the vertical needle from center indicates the direction of turn necessary to po- sition the airplane on course. A heading pointer is provided to assist the pilot in keeping the vertical needle centered by showing the relation of the airplane heading to the desired bearing. An amber light (2, figure 4-29) at the upper right corner shows information from a marker beacon receiver. Radio Magnetic Indicator rat/l Less D3 The radio magnetic indicator is located on the pilots' instrument panel (figure 4-29). It has a rotating dial and two indicator needles, numbered 1 and 2, elec- trically connected to indicate as one pointer. The dial is slaved to the N-l compass system and the heading read under the index mark at the top of the dial is the same as that shown by the heading pointer on the N-l compass master indicator. The pointer indicates the bearing of the station to which the ARN-14 omni-re- ceiver is tuned,. NOTE nmLesslQ Bearings indicated by the pointer and airplane headings indicated by the dial will be related to magnetic north or gyro north depending on whether the N-l compass system is in magnetic or gyro operation. Bearing-Distance Indicator Plus 03 The bearing-distance indicator (figure 4-29) provides the same information as the radio magnetic indicator provided the navigation system select switch is in VOB- ITS position. Marker Beacon Indicator Light The marker beacon indicator light (2, figure 4-29) is used as a navigational and landing aid. This amber colored light is located on the omni-range radio course indicator. AUTOMATIC APPROACH EQUIPMENT The automatic approach equipment includes the instru- ment landing system equipment and the autopilot. The automatic approach equipment is the same as the ILS equipment except that the flight path of the airplane is controlled automatically rather than manually as in ILS. The localizer switch controls the on-course path and the glide slope switch controls the angle of ap- proach. For more information on this equipment, see "Communication and Associated Electronic Equipment," this section, and "Listrument Flight Procedures, " Sec- tion IX. NAVIGATION EQUIPMENT Although the bombing navigational system of the air- plane provides complete electronic navigation equip- ment, other equipment, which is used separately or can be used separately, is provided to aid in naviga- ting. These items are the automatic astrocompass system, periscopic sextant, N-l compass system, true heading system, navigation radar system, true airspeed computer, altimeter, outside air tempera- ture gage, and clock. AUTOMATIC ASTROCOMPASS SYSTEM (MD-1) See "Weapons Control System - Offensive," this section, for description of this equipment. Changed 15 August 1960 4-57 From RareAviation.com Section IV 7.0. Ik-520-1 1. HEADING SCALE SHUTTER LEVER 2. BUBBLE ADJUSTMENT KNOB 3. FILTER CONTROL KNOB 4. EYEPIECE 5. EYEPIECE FOCUS ADJUSTMENT RING 6. AVERAGER REWIND LEVER 7. AVERAGER ACTUATING BUTTON (LEVER) 8. ELECTRICAL CONNECTOR 9. WATCH CLIP 10. DIAL LAMP 11. HALF TIME DIAL 12. AVERAGER INDICES 13. ALTITUDE COUNTER 14. ALTITUDE KNOB 15. RHEOSTAT KNOB 16. BUBBLE LIGHT 17. PROJECTION LENS LOCK RING 18. PROJECTION LENS ADJUSTMENT RING a Periscopic Sextant 433 Figure 4-30. 4-58 7.0. 1B-52G-1 Section IV PERISCOPIC SEXTANT A periscopic sextant (figure 4-30) and periscopic sex- tant carrying case are located just behind the copilot's seat. This bubble-type periscopic sextant operates through a full 360 in azimuth and -10 to +92 in ele- vation. This sextant is provided with an automatic averager assembly which plots minor variations in altitude readings versus length of time of observa- tion, averaging airplane heading deflections and ac- celeration or deceleration errors caused by changes in airspeed during the observation. Lighting is pro- vided to read the counters and dials and illuminate the bubble during sightings. Twenty-eight volt a-c power is provided through the "Periscopic Sextant Reep" cir- cuit breaker on the right load central circuit breaker panel. Periscopic Sextant Mount A periscopic sextant mount (figure 4-31) is provided to hold the periscopic sextant for celestial observations and to indicate the azimuth of the sighting. When the sextant is not in use, the mount may be sealed by a shutter which is flush with the airplane skin. When the sextant is to be used, the sealing shutter is drawn aside and the sextant extended so that the tip of the tube is exposed 1 1/2 inches. y*****4*****4*******i ;; CAUTION When the airplane is pressurized, do NOT open the shutter of mount until AFTER the sextant has been inserted to its "retracted" position. The provision of stops in the retracted position of the sextant is intended only to prevent its be- ing dropped during insertion or removal. It is not advisable to leave the sextant in the retracted position for any extended period, particularly during rough weather, since damage may occur. When the sextant is removed from the mount, it should be returned to the carrying case. NOTE If it is undesirable for any reason to have the sextant inserted in the mount,, the shutter should be opened and closed several times while pass- ing through a freezing level to insure proper operation at altitude. Loss of cabin pressure during the momentary shutter openings will be too slight to be critical. An independently rotatable compass rose, engraved in increments of 1/2, is provided. A lubber's line which may be aligned with the airplane longitudinal axis to establish a reference point provides indications of azi- muth on the scale. For manual setting of true azimuth 0.1, a counter is synchronized with the lubbers line indication. The direction of numbering the gradations is so arranged that relative bearing is subtracted. Thus, when the azimuth of an observed body is set against the lubber's line and the sighting mechanism is aligned on that body, the true heading of the airplane is indicated by the sextant vertical line of the reticle as read against the azimuth scale. Optics The optical system of the sextant is a two-power tele- scope with a true field of 15. This wide field facili- tates the location and identification of celestial bodies. Coating of optical elements serves to minimize light losses caused by reflections, although "ghost" images of the sun are inherent in the design of the optical sys- tem. These images usually occur when the sextant al- titude is set several degrees above the true altitude of the sun. The image may be identified by tilting the sex- tant forward and back. If the body and the artificial horizon (bubble) move in opposite directions, it is an image. Images of the moon may be observed, but they will not be visible for stars. The eyepiece is adjust- able for focusing. Filters of varying densities are pro- vided for selective use in the optical system so that the intensity of the sun's light may be adequately reduced. Bubble Horizon The air bubble artificial horizon is formed.from an air chamber located at the top of the trody of the sextant. The bubble may be formed and adjusted in size, while in the field of view, by means of the bubble adjustment knob on the left side of the chamber. If a bubble is not present in the sextant, the knob must be rotated to the minimum position, the sextant tilted to the right, and the knob rotated toward maximum until the proper size bubble is formed. Bubble size is maintained by mov- ing the sextant to the vertical position and positioning the bubble adjustment knob to the maximum position. If a bubble is already present, it may be adjusted by moving the knob in the desired direction while holding the sextant tilted to the right, keeping the bubble cen- tered in the notch in the air chamber. NOTE Except when adjusting the bubble, the bubble adjustment knob is to be kept at full INCREASE at all times. Changed 15 August 1960 4-58A From RareAviation.com Section IV 7.0. 18-526-1 The lens mounted above the bubble chamber may pre- vent the entrance of sufficient daylight for direct illu- mination; therefore, artificial illumination provided by a 28-volt lamp with controllable intensity is usually re- quired. Projection Lens Supported on the bubble chamber is a small optical sys- tem which superposes the relevant portion of the true heading scale on the same plane as that of the bubble. The magnified scale is therefore visible in the eyepiece together with the bubble, celestial objective, and reti- cle. When the objective and bubble are collimated near the center of the field, the vertical line of the reticle acts as an index against the scale, so that when the true azimuth has been correctly set and the sextant aligned, true heading is immediately indicated. A dif- fuser may be inserted in the system to obstruct the image of the scale when true heading readings are not required. This, however, does not detract from the effective illumination of the mount scale. Provision is also made for adjusting the projection lens to remove parallax and allow for alignment of the sextant and mount. The lens is held stationary by a lock ring which may be loosened to allow the lens to be turned in order to position lubber's line, vertical line of the reticle, and the alignment objective in coincidence. NOTE Rotation of the projection lens will cause the image of the azimuth scale and the lubber's line to appear to move in an elliptical path, giving two settings (high and low) where coincidence will occur. The higher of the settings should be selected. Averager In the periscopic sextant, the averaging is performed by a ball integrator which effects a continuous moving average over any observation period up to 2 minutes. A single lever sets and winds the averager. No other presetting of sextant, timing mechanism, or averager is necessary. NOTE At least 4 seconds should be allowed for the averager to run to its starting position after being wound. Because it is continuously integrating altitude against elapsed time, after at least 30 seconds it may be stopped at any time up to 2 minutes as circumstances dictate. The average altitude angle is obtained at the end of an observation by recentering the averager indices by means of the altitude knob. The averager altitude may then be read directly from the counter. A time dial graduated in seconds indicates the half time of the ob- servation, thus the maximum dial reading of 60 indi- cates 120 seconds of time. At the end of 2 minutes of observation, the averager actuates a lever which drops a shutter across the field of view, indicating that the observation has been concluded. The shutter (and fil- ter assembly) is mounted on the left side plate which is removable in flight. The shutter is raised, clear- ing the field of view when the averager rewind lever is pressed. The averager actuating button (lever) should always be depressed to allow the averager to run down when the sextant is not being used for an observation. Lighting An ON-OFF illumination switch on the mount controls il- lumination. The illumination of the bubble and azimuth scale of the mount is adjustable by a rheostat. No ad- justment is provided to control the illumination of the mount counter, sextant counter, averager indices, or the navigator's watch. Electrical connection is made from the airplane 28-volt a-c power supply to an AN receptacle on the mount. 4-588 Changed 15 August 1960 7.0. Ik-526-1 Section IV N-l COMPASS SYSTEM The N-l compass system is a remote indicating gyro stabilized compass system designed for use in all lati- tudes. It may be operated to provide gyro stabilized magnetic reference headings (magnetic mode) or lati- tude corrected directional gyro reference headings (gyro mode). Operation as a magnetic (slaved) com- pass may be used in any locality except near the poles or in areas where severe magnetic distortion occurs. 1. AZIMUTH INDEX (LUBBERS LINE) 2. HEADING SCALE 3. LINE OF SIGHT LOCKING LEVER 4. SEXTANT PORT SHUTTER LEVER 5. RETRACT SEXTANT PULL KNOB 6. SHUTTER CHAMBER DRAIN PLUG 7. ILLUMINATION SWITCH 8. AZIMUTH COUNTER 9. AZIMUTH KNOB 10. INSERT-REMOVE SEXTANT PULL KNOB Operation as a directional gyro may be used in any lati- tude but is especially useful where the magnetic field is weak or distorted or when used for grid navigation in the polar regions. The N-l compass master indi- cator (figure 4-33) located on the navigator's front panel contains the controls and indicators for the system. The N-l compass system provides gyro or magnetic reference signals for directional control directly to the autopilot. The direction displayed by the heading pointer on the N-l compass master indicator is the heading supplied the true heading system, the pilot's directional indicator, the heading pointer on the pilot's omni-range radio course indicator, and the pilot's ra- dio magnetic indicator, whether operating the system in magnetic or gyro mode. A latitude correction knob (2, figure 4-33) on the N-l compass system panel al- lows selection of magnetic slaved or directional gyro operation. The latitude correction knob is mechani- cally connected to the latitude correction pointer (5, figure 4-33). When operating the system in the mag- netic mode, the N-l compass latitude correction pointer is positioned to OFF. When operating in the gyro mode, the pointer is positioned to the local latitude or to AUTO. TRUE AIRSPEED INDICATORPeriscopic Sextant Mount Figure 4-31. Navigation Instruments (Typical) Figure 4-32. Changed 15 August 1960 4-59 From RareAviation.com Section IV 7.0. 1B-52G-1 1. HEADING POINTER 2. LATITUDE CORRECTION KNOB 3. ANNUNCIATOR POINTER 4. SYNCHRONIZER KNOB 5. LATITUDE CORRECTION POINTER 1. FAST SLEW BUTTON 2. TRUE HEADING INDICATOR 3. MAGNETIC VARIATION INDICATOR 4. MAG-SYN-GYRO SWITCH 5. BIAS INDICATOR 6. BIAS OR SYN KNOB 7. SYNCHRONIZE INDICATOR N-l Compass System Panel 435 Figure 4-33. True Heading System Panel Figure 4-34. 4-607.0. 1B-52G-1 Section IV 1. GROUND SPEED INDICATOR 2. DRIFT ANGLE INDICATOR 2A. DOPPLER FORCED MEMORY SWITCH IB 3. POWER ON LIGHT 4. SYSTEM ON MEMORY LIGHT 5. RADAR SILENT LIGHT 6. RADAR SILENCE SWITCH 7. SYSTEM MONITOR LIGHT 8. SYSTEM MONITOR SWITCH 9. LATCH BUTTON 10. (AUTO-NAV RADAR) SYSTEM POWER SWITCH 11. EMERGENCY OVERRIDE SWITCH Auto-Nav (Navigation) Radar System Panel Figure 4-35. Changed 15 August 1960 4-61 From RareAviation.com Section IV 7.0. 18-526-1 When in AUTO, a correction for apparent drift of the gyro is provided automatically, based on the latitude displayed by the BNS present position latitude indica- tor. When the correction for apparent drift of the gyro is set manually, the latitude indicated by the correction pointer is the latitude for which correction is applied to the heading pointer. A synchronizer knob (4, figure 4-33) located on the lower right side of the N-l com- pass system panel provides a manual means to rapidly synchronize the heading pointer to the correct magnetic heading when the system is in magnetic slaved opera- tion, or to set the heading pointer to a desired gyro heading when in directional gyro operation. The head- ing pointer (1, figure 4-33) and scale indicate the cor- rect magnetic heading of the airplane when the system is in slaved magnetic operation and gives the airplane heading reference to the preselected gyro heading datum when the system is in directional gyro operation. An annunciator scale and pointer (3, figure 4-33) indicate the direction in which to rotate the heading pointer to synchronize it while in magnetic slaved operation. The heading is synchronized when the annunciator is on the center index mark. The N-l compass system is sup- plied 118-volt three-phase a-c power through indicating- type fuses marked "N-l Compass Sys. " Single-phase 118-volt a-c power is supplied through a circuit breaker marked "N-l Compass System Arnpl" and 28-volt d-c power is supplied through a circuit breaker marked "N-l Compass System DC. " These fuses and circuit breakers are located on the aft BNS circuit breaker panel. On airplanes TOTO > Plus IMI , a guarded to ON compass and true heading computer system cutoff switch (8A, figure 4-37) is installed in the overhead panel at the radar navigator's station to facilitate removing power from N-l and AN/AJA-1 components during ground operations. The heading signal for the head- ing pointer of the pilot's omni-range radio course in- dicator and the pilot's radio magnetic indicator passes through the compass synchro signal amplifier (ME-1) which is supplied 118-volt single-phase a-c power through the "ME-1 Ampl" circuit breaker on the aft BNS circuit breaker panel whenever power is on the airplane. NOTE The N-l compass system becomes inoperative immediately upon failure of d-c power or all a-c power and the autopilot will disengage. See "Autopilot," this section. When the autopilot is connected to the BNS, rapid changes in heading could result from varying the heading by means of the N-l com- pass synchronizer knob. For this reason the autopilot should be disconnected from the BNS before actuating the N-l compass synchronizer knob. Directional Indicator (N-l Repeater) A directional indicator (N-l repeater) (12, figure 1-13 and 8, figure 1-13A) is located on the pilot's instrument panel. The heading pointer is slaved to the N-l compass heading pointer. The directional indicator compass card and heading needle can be manually rotated together through 360 without changing the indication of the head- ing pointer by means of a dial knob on the indicator. TRUE HEADING SYSTEM (AN/AJA-1) See "Weapons Control System - Offensive, " this sec- tion, for description of this equipment. AUTO-NAV (NAVIGATION) RADAR SYSTEM (AN/APN-89) See "Weapons Control System - Offensive, " this sec- tion, for description of this equipment. 1. HEADING SELECT SWITCH 2. EMERGENCY DOPPLER VERTICAL REFERENCE SWITCH E3H1> BNS Heading Select Switch (Typical) 439 Figure 4-36. 4-62 Changed 15 May 1961 T.O. 18-526-1 Section IV TRUE AIRSPEED COMPUTER The airplane is equipped with a true airspeed computer which uses static pressure, pitot pressure, and tem- perature to compute true airspeed and Mach informa- tion. True airspeed information is supplied to the gun- nery system and to the true airspeed indicator on the radar navigator's front panel. Mach information is suppliedTo'TITe^Mach indicator on the pilot's instru- ment panel. Power of 118-volt single-phase ac is sup- plied to the computer through the "TAS Ind" circuit breaker on the "Miscellaneous" portion of the left load central circuit breaker panel. True Airspeed Indicator The true airspeed indicator located on the radar navi- gator's front panel (figure 4-32) is a remote indicating unit. A main dial and subdial in the true airspeed in- dicator repeat airspeed information transmitted from the true airspeed computer. A cutout and reference mark on the main dial permit reading of the subdial. The power to operate this indicator is supplied by the true airspeed computer. NAVIGATION INSTRUMENTS Altimeter The altimeter is located on the navigator's front in- strument panel (figure 4-32) and is identical with the pilots' instruments. For further information, see "In- struments" in Section I. Outside Air Temperature Gage The outside air temperature gage (8, figure 4-38) is located on the navigator's front panel. For further information, see "Instruments" in Section I. Watch Holder A watch holder (44, figure 4-38) is located on the navi- gator's front panel. WEAPONS CONTROL SYSTEM - OFFENSIVE (AN/ASQ-38 (V) ) The airplane is equipped with a Type AN/ASQ-38(V) Bombing Navigational Integrated System (BNIL). On this airplane the system is composed of the following auxiliary systems: Terrain Radar System HS AN/AJA-1 True Heading System MO-1 Automatic Astrocompass System AN/APN-89 Auto-Nav (Navigation) Radar System AN/ASB-9 Bombing Navigational System Less 82 I AN/ASB-16 Bombing Navigat