C-47 Flight Manual

Alsnual takes a "positive approach" and normally states only what you can do, Unusual operatino• or Con. figurations (such as asymmetrical loading) are pro- hibited unless specifically covered herein. Clear- ance must be obtained from Service Engineering Division ITHNI . :01, Varner Robins Air Material Area, Robins An Force Base, Georgia, before any questionable operation is Attempted which is not specifically permitted an this manual. STANDARDIZATION AND ARRANGEMENT. Stand- ardisation 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 • reference manual. Tie first three sections must be read thoroughly and fully understood before Attempt- ing 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 forwarded to you by Safety of Flight Supplements. Supplements covering loss of life will get to you in 40 hours by T t X, and those concerning serious damage to equipment within 10 clays by mail. The current status of each Safety of Flight Supplement affecting your airplane can be determined by referring to the Weekly lades of Safety of Flight Supplements (T. 0. 0-1-1A). The title page of the Flight Manual and the title block of each Safety of Hight Supplement should also be checked to determine the effect they may have on existing supplements. You must remain constantly Aware of the status of all supplements • current supplements must be complied with, but there is no point in restricting your operation by comply- ing with a replaced or rescinded supplement. CHECKLIST. The Flight Manual contains onlv amplified checklists. Abbreviated checklists have been issued as seperate technical orders - see the hack of the title page for T. 0. numbers and date of your latest checklist. Line items in the Flight Manual and checklists are identical with respect to arrangement and item number. Whenever • Safety of Flight Supplement affects the abbreviated check- list, write in the applicable change or the affected checklist page. As soon as possible, • new check- list page, incorporating the supplement will be issued. This will keep hand-written entries of Safety of Flight Supplement information in your checklist to a minimum. HOW TO GET PERSONAL COPIES. Each flight crew member is entitled to personal copies of the Flight %%mud. 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. Basically, you must order the required quantities on the Publication Requirements Table (T. 0. 0-3-1). Technical Orders 00-5-1 and 00-5-2 give detailed information for properly ordering these publications. Make sure a system is established at your base to deliver these publications to the flight crews im- mediately 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 '5. Office Supplies. Part IL Binders are also available for carryuig your abbreviated checklist. .rhese binders 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: "510- 7 66-4268. 4269. And -42'0 fot 15, 25, and 40 envelope binders respectively. Check with your supply personnel for assistance in secur- ing these items. WARNINGS, CAUTIONS, AND NOTES. The follow- ing ilefinitions apply to "Warnings', "cautions", and "Notes" found throughout the manual. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. O. 1C-47-1 Introduction i CAUTION i Operating procedures, techniques, etc., which will result in damage to equipment if not care- fully followed. NOTE An operating procedure, technique. etc., • inch as considered ti.sl to empha- YOUR RESPONSIBILITY - TO LET US KNOW. very effort is made to keep the Flight Munual current. Retie. , conferences with operating per- sonnel and • constant review 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. ( moments, cor- rections, and questions regarding this manual or any phase of the Flight Manual program ate 'tel. coated. These should be forwarded through your ( ommand Headquarters, in accordance with T. 0. 00-c-I. to tamer Robins Air Material Area (WRNEO, Robins ‘tt Force Base, Georgia. AIRCRAFT SERIES DESIGNATION. The C-4". C-47A, ( -0'1) and SC-fl aircraft will be referred to in this manual as C-47 SERIES AIR- CRAFT, and the C-117B, and C-II7C Air- craft will be referred to as C-117 SERIFS AIR- CRAFT. The R40-1, R4D-5. R4D-6, and R4I) -7 air - craft will be designated as R413 SERIFS AIRCRAFT. Information common to all series will not carry • designation, except differences which ate common to specific aircraft. NOTE Aircraft with the R-18;0-92 engine installed were designated C-47. C-47A. SC-47, R4D-I, or 1140-S. Aircraft with the R-1810-90C engine installed were designated C-478. C-117A, or R4D-6. Altera, with the R-1810-90D engine installed were designated C-471), C-11711, or R40-7. The SC-47 is • C-47 moth- lied for long range messiest,. Cover- age of the VC-47 (personnel trans- port) aircraft in this manual, as • result of vatted modifications, will consist only of installations that are Common to the ( -4 SERIES AIR( RAF T. WARNING I Operating procedures techniques, etc., which will result in personal injury or loss of life if not carefully followed. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED TAW EO 13526 T. O. 1C-47-1 Socrion I SECTION I DESCRIPTION TABLE OF CONTENTS The Aircraft 1-1 Engine 1-3 Propellers 1-14 lATO System ill Installed 1-18 Oil System 1-18 Fuel System 1-18 Electrical Power Supply System 1-24 Hydraulic Power Supply System 1-25 Flight Control System 1-33 Wing Flaps 1-37 Landing Gear System 1-37 Skis Of Installed) 1-40 Brake System 1-40 Instruments 1-41 Emergency Eqiurnent 1-41 Pilots Seals 1-44 1-44 Auxiliary Equipment THE AIRCRAFT. The C-47, C-47A, C-4713, C-470, SC-47, C-II7A, C-117B, C-117C, R4D-5, R4D-6, and R4D-" aircraft, manufactured by the Douglas Aircraft Com- pany, Inc., are twin-engine, low-wing monoplanes, equipped with a retractable main landing gem. The C-47 series and R413 series aircraft are designed Cot use as cargo, ambulance or troop transports, while the C-117 series aircraft are personnel trans- ports. The SC-47 is a C-4" series aircraft modified by Land Air, Cheyenne, Wyoming, for long range missions. Sonic aircraft have provisions for carrying propellers and releasable parachute packs on the underside of the fuselage. MAIN DIFFERENCES TABLE. The main differences table shows both the C-47 and C-1.17 series aircraft for cumulative comparison. AIRCRAFT DIMENSIONS. The pc ow tp..1 Amen...XIS of the aircraft are: 95 feet length 64 feet 5 1 ...$ inches Height 16 feet II inches AIRCRAFT GROSS WEIGHT 'The design foss weight is 26,000 pounds; however, the maximum permissible weight of the aircraft can vary within broad limits, depending on certain weight controlling criteria. F Or more detailed weight infor- OlatiCe, see Operational Weight Limitations, Se , - t ion V. INTERIOR ARRANGEMENT. The C-47 series and R41) series aircraft are designed to carry various loads. Folding benches for 27 Or 28 1-1 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 MAIN DIFFERENCES TABLE 1T1. 41 ( -4'. ( -4`A C-4713. (-4t) S( - 4" (. .I1.4. C-11 , 11 R40-1. R40•1 R41)-6 R4P.' ENGINE ASTRODOME CARGO DOORS AIRLINER SEATS MAIN CABIN EMERGE NCY I 1IT CARGO SPACE HEATER APP BUFFET NAVIGATOR'S STATION FUEL TANKS SKIS ALARM AND WARNING SYSTEM STEPARD'S SEAT PARR PACK PROVISIONS PARATROOP PROVISIONS JA TO R-11110.92 YES YES NO 2 No SOME NO YES 4 SOME YES NO YES YES YES 1 1-18110-110C. C-479 R-14110-900. C-470 SOME SOME SOME 2 NO SOME NO YES 4 SOME YES NOYES YES YES *-14,01 , 00 YES YES NO 2 SOME SOME NO YES I SOME YES NO YES YES YES R-ISINPIKIC ‘ C•117A R-1030-110D.C-117B NO NO TES 1 NOSOME YES MO 4 NO so YES NO NO NO R-11110-32 11-11110-110C W11110.900 97 cci O '4 m ei aguisse -Da ta si g 9 Vd SIHI T. 0. IC-47-I Site tion I passengers are installed along both sides of the main cabin compartment. When used as an ambulance transport, I'S to 24 1 (depending on litter arrange- ment) can be installed Loading provision, pr-trait transport of a variety of cargo (figure I-1). On C-1r series aircraft, the main cabin is equipped with 21 adiustable reclining passeoger seats and one folding seat for the flight steward. The passenger seats are arranged in seven rows of three seats each, with double seats on the left side of the aisle and single seats on the right. A buffet is installed at the rear of the main cabin on the left side lust aft of the passenger entrance door and • lavatory com- partment is located aft of the main cabin (figure 1-11. FLIGHT CREW (C-47 AND R4D SERIES AIRCRAFT) Accommodations ate provided far • crew of five, pilot, co-pilor, radio operator, loademister, navigator, and flight mechanic (figure 1-1). FLIGHT CREW (C-117 SERIES AIRCRAFT). Accommodations are provided for • crew of four: pilot, co-pilot, radio operator, and steward (figure Ht. A folding seat is also provided on some air- craft. aft of and between the pilot and co-pilot, for a flight examiner. ENGINE. The aircraft as powered by • two 14-cylinder, twin. row, radial, air cooled Pratt and Whitney R-1830-90C. R-1830400, or R-I830-92 engines. The R-1830-900 or R-1830-92 engine incorporates • single speed integral supercharger, and the R-1830-90C engine incorporates • single-stage 2-speed integral super- charger. On some aircraft, with the R-1830-901. engine installed, the high blower has been made in- operative. An lateen.= type carburetor MA a direct- cranking starter, or • combination electric-inertia, direct cranking Starter is installed. MAGNETIC CHIP DETECTOR (RID SERIES AIR- CRAFT). magnetic chip detector system, for the engine maw oil sump plug, is provided to warn of internal engine failure. The magnetic chip detector warning lights are mounted as the right side of the main instrument panel. 28-volt dc power is supplied through circuit breakers on the radio circuit breaker pope!. SUPERCHARGERS. On aircraft with the R-1830-900 or R-1830-92 engine installed, and integral single-speed supercharger with an impeller gear ratio of '45 to 1, is provided. On aircraft with the R-1830-90C engine installed, a single-stage, 2-speed supercharger with a low blower ratio of - .15 to I and • high blower ratio of 8.47 to I. is provided. The high gear ratio allows the engine to maintain higher power at greater altitudes than would be possible with only the low ratio. On some aircraft, the high blower has been made inoperative. Sunaircharget Handle (Soma Aircraft), on some aircraft with the R-1830-90C engine in- stalled, a 2-position supercharger handle, mechani- cally connected to • hydraulic control valve, is located below the side window, to the left of the pilot's seat CI, figure 1-2 and 4, figure 1-8). The handle has the following positions: LOW BI.OWER and HI BLOWER. When the handle is moved to the Ill BLOWER position, hydraulic fluid pressure from the main hydraulic system actuates • small hydraulic cylinder located on the rear crankcase of each engine. The actuating cylinder positions an engine oil selector valve, which directs engine oil under pr the high blower clutch to shift thc clutch into the high ratio position. When the handle is moved to the LOW BLOWER positron, the hydraulic fluid pressure actuates the hydraulic cylinders, moving the engine oil selector valve', to direct engine oil under pressure to shift the low blower clutches into the low ratio position. High Blow*, Indicator Lights (Soma Aircraft). Two 28-solt d-c high blower indicator lights are located immediately leeward of the supercharger control valve handle (2 and 3, figure 1-21. These push-to-test lights, placarded L.H. MOTOR and 11.11. MOTOR, will illuminate when the supercharger control valve handle is placed in the HI BLOWER position and the hydraulic actuating cylinder posi- tions the engine oil selector valve into high blower. Failure of one or both of these lights to illuminate when the control valve handles are in the HI BLOWER position, is an indication that the supercharger con- trol hydraulic system Is not functioning properly. THROTTLE LEVERS AND FRICTION LOCK. Tao throttle levers, mounted on the control pedestal 13. figure I-10), are connected by • cable system to the throttle control on each carburetor. The throttles are mechanically operated and equipped with • friction-type lock to prevent creeping of the controls (6, figure 1-10). The placarded throttle positions are CLOSE and OPEN. The throttle range between these positions is used for the desired power setting. MIXTURE CONTROL LEVERS AND THUMB LATCH LOCK. Two mixture control levers, mounted on the upper right side of the control pedestal (4, figure I-10) are 1-3 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 I. PILOTS COMPARTMENT 2. HYDRAULIC PRESSURE ACCUmULA TOR 3. PORTABLE OXYGEN CYL. 4. RADIO OPERATORS COUP. S. FOLDING TROOP SEATS 6. LITTER HANGER 2. SPACE HEATER B. MISC. STOWAGE V. ENG. COVER STOWAGE 10. SURFACE COtiTROL LOCKS STOWED 11. TOILET 12. APP IS. PARAPACK CONTRO1 JUNCTION BOX 14. LOW PRES. SYS. OXY. FILLER VALYE IS. LOW PRES. SYS. OXY. TANKS 16. ALTERNATE STATIC SOURCE 17, NAVIGATORS COMPARTMENT II. EXTERNAL POWER RECEPTACLE 19. MAIN ELECTRICAL JUNCTION BOX 20. BATTERIES 21. PITOT STATIC TUBE 21 POWER SYSTEMS JUNCTION BOX 23. L.R. FUEL TANKS /4. C.B. CONTAINER GENERAL ARRANGEMENT DIAGRAM TYPICAL 7 9ZSCI OaMVIGaIAISSVIDaCISIaDVdSIM, THIS PAGEISDECLASSIFIEDIAWEO 13526 T. 0. IC-47-1 Section SUPERCHARGER HANDLE AND HIGH BLOWER INDICATOR LIGHTS SUPERCHARGER HANDLE 2 HIGH BLOWER INDICATOR LIGHTS II,H) HIGH BLOWER INDICATOR LIGHTS IOU Figure 1-2 connected by • cable system to the mixture control on each carburetor. The mixture control I have the following positions: IDLE CUT-OFF. AUTO- LEAN, and AUTO-RICH. The IDLE CUT-OFF posi- tion cuts off all fuel flow to the engine, except for priming. The AUTO-LEAN position automatically provides the fuel Alf ratio requited for cruise oper- ation with normal cylinder head temperature. The AUTO-RICH position provides a richer fuel-air ratio for the higher power settings. Each mixture control lever is equipped with A thumb-latch lock which mechanically releases the lever when depressed. CARBURETOR AIR SYSTEMS. !toe of three types of carburetor air induction systems is installed in the aircraft: rani, runt-filtered, or rarn-nonrarn filtered. RAM-TYPE CARBURETOR AIR SYSTEM. 'he ram-type carburetor air system (figure I-)) pro- vide s two ways of supplying air to the carburetor. A small duct, located on the top forward edge of the engine accessory cowling, routes cold ram air directly to the carburetor throat, or. ram air flows inside the cowling past the exhaust collector ring and is preheated prior to entering the carburetor throat. The source of air supply is determined by the position of the carburetor air preheat door in the carburetor air intake throat. Carburetor Air Control Lovers and P fiction Lock Lover. Iwo carburetor air control levers, one for each engine, mounted on the right side of the control pedestal (4, figure I-10), mechanically control the movement of their respective preheat door in the carburetor air intake throat. The control levers have 1101 . and ( - 01.1) placarded positions. In the HOT position, the carburetor air preheat door shuts off the ram air flow to allow the preheated air to flow from inside the cowling past the exhaust collector ring and into the carburetor. In the COLD position, the preheat door shuts off the preheated air flow and allows rare air to flow from the scoop to the carburetor (figure 1.)). Intermediate positions Ale used to regulate the carburetor air temperature as required. A friction-type lock lever is installed Adjacent to the carburetor Alf preheat control lever.' for lockin g them in any desired position. RAM FILTERED-TYPE CARBURETOR AIR SYSTEM. The ram filtered-type carburetor air system (figure provides two ways of supplying air to the carburetor. Cold ram air is routed through a detach- able filter duct unit, mounted on top of the nacelle, and directed down intothe throat of the carburetoe, or ram air flows inside the cowling past the exhaust collector ring and is preheated prior to entering the carburetor drat'. The source of air supply is determined by the position of the carburetor Alf preheat door in the carburetor Au ionic throat. Carburetor Air Control Lovers and Friction Lock Laver. Two carburetor air control levers, one for each engine, mounted on the right side of the control pedestal (4, figure I-10), mechanically operate the movement of their respective preheat door in the carburetor au intake throat. The control levers are placarded HOT and COLD. In the HOT position, the carburetor preheat Soot shuts off the ram air flow to allow the preheated air to flow from inside the cowling past the exhaust collector ring and into the carburetor. In the COLD position, the preheat door shuts off the preheated air flow and allows filtered ram Alf IO flow tfOell the scoop to the carbu- retor (figure 1-3). Intermediate positions are used to regulate the carburetor air temperature as required. A friction-type lock lever is installed adjacent to the carburetor air preheat control levers for locking them in any desired position. 1-5 THIS PAGE IS DECLASSIFIED IAW E0 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 efith„„;;;..... It . , zw#, , Vs HYDRAUUC ACTUATING CYLINDER Section I IC-47.I CARBURETOR AIR SYSTEMS RAM TYPE CARBURETOR MR SYSTEM RANI•NONTI•M TYPE CARBURETOR AIR SYSTEM CARBUINTOR EXHAUST COLLECTOR IMORAM AIRROW Norworrinorr door closed Hot•orr door closed M- on hinfrIwod on to carburetor ALTER CARTIOGI c RAN AIR DOOR RAM MARLOW Corbunnor hot-air door closed Dion ton' an to c as bur star UdtBUIE10* AIR INTAXI THROAT ENGINE COWLS* HOT AIRFLOW Carburetor hot-orr deer um,. Rare ek shut elf by hot-opt door In open petition Hof or to cotbemese RAM PILTIREO•TYPI CARBURETOR AIR SYSTEM NOT AMFLOW Rant-ok deer cloeed. Homan% air shin off by hot ow door wr open position Hot ea le cab.. ea RAM IllTIRID AlltILOW Carburetor hot-oar doer closed Ehred Mimed to- MOINE COWUNO ok TO carburetor. LAM ARI MOT AIRMOW Carburetor beta door open Abend tee cio tut elf by lwreek doer km epee peskiest Not the to teo• NOMMA AA AS Non 1-3 1-6 MOIMILAM MOM AMBOY/ Rom-rer deer cloyed. WANOT deer doted. Nonscon likened air iv carbarer. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. 0. 1C-47-1 Section RANI.NONRAIN CARBURETOR AIR Fitnit CONTROL VALVE HANDUI • V 11ger• 1-4 RA.M-NONRAM FILTERED-TYPE CARBURETOR AIR SYSTEM. [he Ar11-110flf AT faltered-type cArburetor Air system (figure HI provides three ways of supplying air to the carburetor. An •irscoop fairing extending from the leading edge of the engine accessory cowling to approximately halfway hack on top of the nacelle has two openings. Cold ram air flows through the front scoop opening directly down into the carbu- retor throat. Cold nonram air is drawn through the aft opening of the fairing and flows through a filter unit down into the carburetor throat. Preheated sit flows from inside the engine cowling past the ex- haust collector ring and into the carburetor throat. The Nolttee of air supply is determined by the posi- tion of the ram, nooram, and carburetor preheat door in the carburetor air intake throat. On some aircraft, the positioning of the induction valve door and the aft door, is controlled electrically by switches located in the cockpit. On other aircraft, the in- duction valve door is controlled manually by levers located in the cockpit, while the floating aft door is positioned automatically by the pressure differential within the scoop. Carburetor Air Control Lavers and Friction Lock Lever. Two carburetor air control levers, one for each engine, mounted on the right aide of the control pedestal (4, figure I-10), mechanically control the CARBURETOR AIR CONTROL LEVERS AIRCRAlt CA114.11t170111 AmS CONTROI. LOCK LIVER I. CARBURETOR MR CONTROL {AVERS Figure 1-3 movement of their respective preheat door III the carburetor air intake throat. The control levers have 110T and COLD placarded positions. In the IfOT position, the carburetor air preheat door shuts off the ram and nonram air flow to allow the pre- heated air to flow from inside the cowling, past the exhaust collector ring, and into the carburetor. In the COLO position, the preheat door shuts off the flow of preheated air and allows rani or nonram (dwell Alf to flow from the scoop to the carburetor. Intermediate positions are used to regulate the carbu- retor air temperature as required. A friction-type lock lever is installed adjacent Co the carburetor air preheat control levers for locking them in any de- sired position. Air Filter Control Handle. The ram-nortram carburetor air filter control handle, located on the bulkhead aft of the pilot's seat (figure I-4), mechanically controls a hydraulic valve that directs the flow of hydraulic pressure for the oper- ation of the ram door and the nonram door in each 1-7 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED TAW EO 13526 Section I 1.0. 1C-47-1 irrburetor altscoop. On some aircraft, this controlhandle has OPEN (nonram). CLOSED (ram), and OFF positions. On other aircraft, the positions are: FILTERED (noniron). UNFILTERED (ram), and LOCKED. In the OPEN or FILTERED position, the rani door shuts off the ram air flow and the nonram door is opened to billow nomarn filtered air to flow to the carburetor, provided the preheat control lever is in the COLD position. In the CLOSED or UN- TERED position, the nonrarn door shuts off the nortram filtered air flow and the tam door is openedto permit ram •ir to flow to the carburetor, provided the preheat control lever in in the COLD position (figure 1-3). Wnen the sir filter control handle is placed in a desired position, sufficient time must be allowed for hydraulic actuation before the air filter control handle is returned to OFF or LOCKED in relieve the system pressure. the doors will remainin this position until the control handle is used to select another position. Carburetor Air Trimp•rature Indict:dors. A 211-volt dor dual carburetor air temperature in- theater, graduated in degrees centigrade from —Se to * ISO ° . If mounted on the main instrument panel Ili. figure I-II. :I, figure I-121. Carburetor Air Control Selector Switch*, (Sofas A/Stroh). Two rotary, -position carburetor air esIlifftd ...- lector switches, one for each carburetor, arc located on the left side of the cockpit immediatelyaft of the main instrument panel. Each switch ha• the following positions: HOT AIR, OFF; FULL COLD, FII.TER, and FULL COLD. The HOT AIR position of the switch energizes a 28-volt d-c motor which, through a CAT and cable system, closes the aft (noncom) door and the induction valve (forward) 'foot to shut off file raft air supply admitting pre- heated air to the carburetor (figure 1•3). The FULLOLD positions of the switch energizes the motor to close the aft (non-ram) door And the induction valve door to shut off the preheated air supply, admitting ram airflow to the carburetor. The FIL rER position of the switch energizes the motor to posi-tion the induction valve door to shut off the flow of tam and preheated air, and open the aft (non-ram) loot IO supply filtered non-ram air to the carburetor.The OFF position opens the circuit to ileenergire the motor. The electrical circuit foe the motor in-corporates micro and limit switches which auto- matically shut off the motor when the doors air properly positioned for the selected airflow. 1-8 COWL FLAPS. Hydraulically operated cowl flaps ate attached to the aft edge of the engine cowling. On aircraft with the ram or ram-nonram air induction system, the renter llap of the top segment is stationary. On aircraft with the ram filtered air induction system, the three flaps in the top segment are fined. A hydraulic actuating cylinder, installed on the lower part of the engine cowling, is connected to each movable cowl flap by • series of tie rods and oper- ating levers. Movement of the cowl flaps is con- trolled by the cowl flap hydraulic controls in the cockpit. COWL FLAP HANDLES. Imo cowl flap handles attached to the hydraulic valves are located on the side of the fuselage to the right and forward of the co-pilot's seat (14, figure 1-7 and 24, figure 1-9), and have CLOSE, OFF, TRAIL, OFF. and OPEN positions. In the CLOSE position, hydraulic fluid pr is directed to one side of the actuating cylinder and the cowl flaps move toward the closed position. In the OPEN position, hydraulic pressure is directed to the other side of the actuating cylinder and the cowl flaps move toward the open position. In the OFF po- skim, the hydraulic pressure is trapped in the actuating cylinder to hold the cowl flaps in any desired position. In the TR.S11. position, both sides of the actuating cylinder are unpressurized, allowing the cowl flaps to move in either direction, depending on the balance of the air loads on the cowl flaps. I CAUTION I In any position other than OF F, syntem pressure may be lost if leakage occurs in the cowl flap hydraulic system. IGNITION SYSTEM. The ignition system consists of two magnetos, in- stalled in the rear accessory section of each engine, which distribute the current to the spark plugs through ignition switches, wiring, and a high tension ignition harness. Ignition Switches. The ignition switch unit is located above the see oh the windshield (6, figure 1-6) and incorporates a master ON-OFF switch and an ignition switch for each engine. Each engine ignition switch has four positions: OFF. L. N, And BOTH. The master ON- OFF switch grounds out all four magnetos (both magnetos of each engine) when in the OFF position. the ON position leaves the control of the magnetos to each engine ignition switch. then the engine ignition switch is positioned to L, the left magneto THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. O. IC-47-1 Section I provides ignitum tor the rear spark plugs mid the right magneto is grounded. When the engine ignition switch is positioned to R, the right magneto provides ignition foe the front spark plugs and the left magneto is sounded. When the engine ignition switch Is positioned to OFF, both magnetos foe that engine rue grounded and both front and rear spark plugs will not fire. Shen the ignition switch is an the 110T11 position. both magnetos for that engine we able to generate current lot the ignition system and all spark plugs can fire. PRIMING SYSTEM. The priming system functions is an .utl in starting the engines by interring fuel from a prtmer line into the upper eight cylinders. Primal' Switch (C-47 and C-117 Sari•a Aircraft). A iposition, 28-volt .1-c engine primer switch, mounted on the electrical control panel (IS, figure I-1)), is • momentary-type switch spring loaded to the OFF position. The RIGHT (down) position of the switch energizes the right engine primer solenoid valve to direct fuel under pressure to the tight engine for priming. The LEFT (up) position energizes the left engine primer solenoid valve to direct fuel under pressure to the left engine for priming. The OFF position opens the engine primer circuit. Priming fuel pressure is provided by the booster pumps if installtd) when the booster pump is ON of by manually operating the h.and wobble pump (if in HAND PRIMER HANDLE. on some aircraft, a hand primer is installed on the co-pilot's side of the cockpit. The handle of the primer is turned to the left to UNLOCK, then pushed in and pulled out to pump the fuel to the engine. [he handle of the primer is pushed in, then turned to the right to 1.0ck. The valve handle for selecting the LEFT or RIGHT engine is adtacent to the hand primer. Oil Dilution and Primate Saatchi's (Some Aircraft). Two 1-position, 28-volt d-c oil dilution and primer switches, one for each engine, are mounted on the electrical control panel (20, figure 1•14). These switches are the momentary-type, spring loaded to thr OFF position. When either switch is placed in the ENGINE PRIMER (down) position, the respective engine primer solenoid valve is energized to direct fuel under pressure to the engine for priming. When either switch is held in the OIL DILUTION (up) position. a 18-volt d-c circuit energizes the oil thlution solenoid, and fuel is introduced Into the engine oil inlet line for dilution of the engine oil to aid in cold weather starting. Priming fuel pressure is provided by the booster pumps (if installed) whenthe booster pump is ON or by manually operating the hand wobble pump (if installed). STARTING SYSTEM. A direct cranking or, on some aircraft, • combination inertia-direct-cranking starter with • solenoid meshing device, is mounted Of, each engine. The starters are operated by switches located in the cockpit. Starter Switche• (Direct Cranking). Two 2-position starter switches, one for each engine, are mounted on the electrical control panel. The RIGHT switch engages the 28-volt d-c starter for the right engine; the LEFT switch engages the starter for the left engine. Some aircraft are equipped with one I-position spring- loaded switch. The down position engages the starter for the RIGHT engine; the up position en- gages the starter for the left engine. The switch is spring loaded to the off lcenteriposition. Starter Switches (Inertia-Direct Cranking). iso 1-position starter switches, one for ENERGI/I: and one for MESH, are mounted on the electrical control panel (16. figure I-13, and l, Id. figure 1- 141. The STARTER ENERGIZE switch is used to energize the 28-volt starter motor and build up sufficient inertia before the STARTER MESH switch is used to energize the solenoid meshing device to engage the starter. Placing the STARTER ENER- GIZE switch in the RIGHT (down) position, ener- gizes the starter for the right engine, and placing it in the I,EFT (upper) position, energizes the starter for the left engine. Placing the STARTER MESH switch in the RIGHT (down) position meshes the tight •Liftef Roth s% itches arc wring to the OFF (center) position. ENGINE INSTRUMENTS. All engine instruments are dual indicating. A direct- reading manifold pressure gage on the main instru- ment panel indicates the pressure in inches Hg in each engine intake manifold. A 28-volt ii.c carburetor air temperature indicator and a self-generated cylin- (er head temperature indicator (which indicates temperature for the right engine from No. I cylinder and for the left engine from No. 13 cylinder), all calibrated in degrees centigrade, are mounted on the main instrument panel (13, IS, figure I-11, and 23. 27, figure 1-12). A self-generated tachometer is installed on the main instrurnent panel. 1-9 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 SKtien I COCK PIT ARRANGEMENT—TYPICAL LIFT SIDI I. CLEAR POCH • N Dows 2. OXYGEN PRESSURE GAGE AND ROW INDICATOR 3. LIFT BICTtiCAL PANEL I. RUCMESCENT INSTRUMENT PANEL UGH/ 3. WING FLAP POSITION INDICATOR • IGNITION SWITCHES 7 TAIL WHEEL LOCK LEVER B. TIGOT11.1 P1101001 LODI t. 2001124/1 MAP MEADING LIGHT 10. WIWI:MIND 41.1.024101. Of-ICING VALVI MINIM HANNA II. 0110114101111 C0140101. PAPID. 12. RADIO tU 11. PROPELLER DE-ICER RHEOSTAT SHUTOFF VALVE AFC TAbS. 14. OXYGEN ROW REGULATOR figure 141, 1.10 THIS PAGE IS DECLASSIFIED IAW EO 13526 1.0. 1C-47-1 Section COCKPIT ARRANGEMENT-TYPICAL SIN 17 16 15 14 13 12 II 10 15 1 WINOSHIRD writ CONTROL WAITE • 2 PILOTS RADIO CONTROL PANEL IQ 3 MO441 11101DCA1 PANS 1 4 Will UGH'S 1 7 5 01104:14 MtESSUIN GAOL AND CLOw INDiC•t04 13 o CAJOURETOR 0E7ONG CONTROL VALVE HAMM 14 7 CO-PILOTS OVVIMAD PLUORE5C1141 15 UCAO 16 11 CLEAR VISION wadocw conta ROW REGULATOR LINO NOIR 041‘41440141 COOTTROL PANEL WIPLOSHIELD 01-ICING CONTROL VALVE NANOLE SMIEURED MAP *LADING UC4f1 COWL NAP VIANOUS R1J0NSCENT nsnumen wart NYC1RAUUC STORM MOORS GAG( LANDING GEAR MEMO GAGS Figure I-? THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED JAW EO 13526 THIS PAGE IS DECLASSIFIED IAW E0 13526 • Section 1 COCKPIT ARRANGEMENT-TYPICAL I111 siOf R4i SERIES toRCRATI ELECTRICAL CONTROL PANEL ID CONTROL PEDESTAL 19 FLEXIBLE HAND WARMER AND 2 WINDSHIELD DEFROSTER HOSE 11 SLAT AND SAFETY SETT DRflOSTEI HOSE 3 SHIELDED LAMP 12 FORWARD ANC AST SEAT ADJUSTING TO FUEL SYSTEM FLOW DIAGRAM CONTROt 71 OXYGEN REGULATOR 4 SUPERCHARGE. HANDLE ISOME AIRCRAFT 13 PROPEUER 0E-KING FLUIO 72 WINDSHIELD DEFROSTER AND HAND S %via/Eu..010 WWII OPERATING SUPPLY TANK •••••1114 CONTROL VALVE HANDLES MECHANISM 14 PROPELLER DE-ICING RHEOSTAT 23 OXYGEN REGULATOR TO MASK HOSE a FLUORESCENT LAW I 5 WINDSHIELD DE-KING CONTROL VALVE 24 COMMAND RECEIVER PANEL HANDLE CONTROL HEAD 7 CARBURETOl AIR CONTROL SELECTOR IS INTEITHONE JUNCTION 110x 25 COMMAND TRANS-14RM I CONTROL WHEEL IT RADIO TITER SOK CONTROL PANEL 9 MOTS CHECK UST II SUIT HEAT RHEOSTAT 26 NANO FIRE EXTINGUISHER Figure 1.8 1-12 THIS PAGE IS DECLASSIFIED TAW EO 13526 T. 0. 1C-47-1 COCKPIT ARRANGEMENT -TYPICAL RIGHT SIDE F1413 SERIES AIRCRAFT 1 ELECTRICAL CONTROL PANEL RADIO COMPASS SWITCH 3 RADIO COMPASS REMOTE CONTROL UNIT 4 AZIMUTH CONTROL S OXYGEN PRESSURE GAGE AND FLOW INDICATOR 6 WINDSHIELD DEFROSTER AND HAND WARMER CONTROL VALVE HANDLES 7 VHF COMMAND RADIO CONTROL PANEL UA1SON RADIO POWER SWITCH 9 CO-PILOT'S JUNCTION BOX 10 OXYGEN REGULATOR 11 OXYGEN REGULATOR TO MAW HOSE 12 INTERPHONE JUNCTION BOX 13 RADIO FILTER BOX 14 Sufi HEATER RHEOSTAT IS FLEXIBLE HAND WARMER HOSE 16 HYDRAUUC CONTROL PANEL 17 WING AND EMPENNAGE DE-ICING SYSTEM CONTROL HANDLE IS COCKPIT MIXING CHAMBER CONTROL KNOB 19 CONTROL PEDESTAL 10 FORWARD AND AFT SEAT ADJUSTING CONTROL 21 SEAT AND SAFETY BELT 21 WINDSHIELD DE-ICING CONTROL VALVE 13 MICROPHONE HOOK AND HOLDER 24 COWL FLAP HANDLES 25 coNnoL WHEEL 16 FLUORESCENT LAMP 27 SHIELDED LAMP 211 SHIELDED MAP READING LAW. 19 WINDSHIELD DE-ICING HAND PVIN HANDLE 30 WINDSHIELD DECIOSTER HOSE Figure 1-9 1-13 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 Section 1 T. O. IC-47-1 CONTROL PEDESTAL — TYPICAL TIOPITLIS CONTICR 2 TNNOTTLI LIVIIS 3 MixNet CONTIOS • CANSUNIT011 All CONTKOL LIKIKS 3 PIGMT (NOIR' MIT TANK SILICTOS • TNIOTTLI ((VII (SUCTION LOCK 7 PARKING IRAK' CORMS KNOS ras.CTIoN Tam TA., AND INDICATOR • CROSS-TICO CONTROL v•Lva HANDLE isOTAIL A mOOts.s1 10 AUTOPILOT CONT1OL VAIVI MAW. II AUTIDT sr TRIM CRANK AND INDICATOR 10 TAIL WHIR LOCK ((VII 13 LIII IINGINI Nil TANK 51LI(1011 14 0LEv•ToN THIN •Rt it. AND INDIC••• Figure I-10 Fool Prosser* Gino. A dual, direct-reading, hydrostatically operated, fuel pressure gage Is mounted on the main instrument panel (26, figure 1-11. and 30, figure 1-12), and is calibrated in pounds per square inch. Two lines connected to the fuel pressure gage in the cockpit connect to each carburetor. Oil Prossure Gage. A dual, direct-reading, hydrostatically operated oil pressure gage is mounted on the main instrument panel (27, figure I-11, and 31, figure 1-12) and is calibrated in pounds per square inch. Oil Tisinporaturo Indicator. A dual, 28-volt d-c oil temperature indicator, gradu- ated in degrees centigrade, is mounted on the main instrument panel (25, figure I-11, and 16. figure 1- 12). A temperature bulb on the rear of the engine accessory case or in the oil supply pipe aft of the oil dilution fuel pipe connection (welshes remote indication to the temperature indicator of the oil entering the cosine, 1-14 PROPELLERS. A Hamilton Standard 3-bladed, full-feathering, hy- aromatic propeller is provided for each engine. The propeller governor on each engine automatically maintains constant engine speed by changing the propeller blade angle through the constant speed range to compensate for changes in altitude and throttle setting. The blade angle is changed hy- draulically by the flow of engine oil under pressure. The engine oil for propeller feathering is supplied from a reserve in the bottom of the oil tank, and pressure is provided by a 28-volt d-c propeller feathering pump. PROPELLER CONTROL LEVERS. Two propeller control levers, located on the con- trol pedestal (I, figure 1-10), through mechanical linkage provide for adjustment of the propeller governor on the nose section of each engine. The control levers have INCREASE (high rpm) and DECREASE (low rpm) placarded positions. Inner- mediate positions of the levers are used to regulate rpm as desired. The governors maintain constant propeller speed, as selected by the control levers. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 0 L3 0 MI WI, 0 0 RC 0 0 0_ . . v 0 CI 0. • & ""CI 0 0 0000 0 a Ha IT' • 00 0 II 0 Section I T. 0. 1C-47-1 MAIN INSTRUMENT PANEL-TYPICAL C 4 7 AND C-I17 SERIES AIRCRAFT COO IT I FAUX OATS COMPASS REPEATER INOKATOR AIRSPEED INDICATOR mots 3 C3001 4 COURSE INDICATOR AND KARIM BEACON LIGHT S ATTITUOE INDICATOR 6 RADIO MAGNETIC INDICATOR ,Rmi, 7 AUTOPILOT DIRECTIONAL INDICATOR II AUTOPILOT ATTITUDE INDICATOR 9 ENGINE FIRE DETECTION WARNING LIGHTS AND TEST SWITCH 10 AUTOPILOT VACUUM GAGE AIRSPEED INDICATOR CO-PILOTS 12 FREE AIR TEMPERATURE INDICATOR 11 CruNDER HEAD TEMPERATURE sNDKATOR DUAL) 4 ALTIMETER. CO-PILOT S IS C•sSURETOR AIR TIMPERATuRE INDICATOR (DUAL) 16 RADIO MAGNETIC INDICATOO CitiTICAL TEMPERATURE WARNING LIGHTS Is LANDING GEAR INDICATOR LIGHT ,ito , 19 DOOR OPEN WARNING UGHT 20 LANDING GEAR INDICATOR LIGHT IGREEN , 21 STATIC PRESSURE SELECTOR VALVE 12 AUTOPILOT OIL PRESSURE GAGE 23 DE ICING SYSTEM PRESSURE GAGE 74 FUEL QUANTITY INDICATOR 25 OIL TEMPERATURE INDICATOR , DUAL 26 FUEL PRESSURE GAGE !DUAL, 7) OIL PRESSURE GAGE IDUAL) 26 mANEOLD PEESSUlti GAGE 07LIAL. 79 TACHOMETER IDUAU 30 CARSON ALONOxICH WARNING LIGHT iC-1171 31 CARSON MONOXIDE RESIT SUTTON IC-117. 37 VERTICAL VELOCITY INDICATOR 33 TLAIN.A140-SLIP INOICATOO 34 DIRECTIONAL INDICATOR 15 ALTIMETEt PILOT'S 30 FLUE GATE COMPASS WARNING 37 FL UG U H X T GATIE COMPASS CAGING SWITCH MEAT STSTE• 'ALINING LIGHT $9. AL T isETER CORRECTS:3N CARD 40. FUEL CROSSFEED SWITCH RI FUEL DUrP swiTOtES Figure I-11 PROPELLER FEATHERING SWITCHES. Two pushburtoo propeller feathering switches, one for each propeller system, rue mounted on the elec- trical control panel (17, 18, (igise 1.13. and 3. 9. figure 1 - 14). Each switch is used, is conjnoctioo with • propeller feathering relay and • pressure limit switch, to cootrol • feathering pump motor. nett either propeller feathering switch is pushed IN to feather • propeller, • 28-volt d-c holdiog coil holds the switch in, A pressure limit switch in the propeller goveroor tel the bolding coil when the propeller is feathered, at which time the switch pops out to the normal position. The feathering operation may be interrupted by manually pulling out the feathering switch. When the propeller featberiog switch is pushed IN to unfeatber a propeller, it must be held in manually until the propeller has moved out of the feathered position. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 MAIN INSTRUMENT PANEL TYPICAL RaD SERIES AIRCRAFT Sitctien I T. 0. 1C-47-I 7 I 9 10 11 12 13 14 IS 16 17 19 33 32 31 30 29 211 27 26 25 24 23 22 21 20 ALTIMETER I CO-PILO TS 28 FUEL QUANTITY INDICATOR CRITICAL TEMPERATURE 79 REMOTE COMPASS WARNING LIGHTS CORRECTION CARD LANDING GEAR INDICATOR 30 FUEL PRESSURE GAGE (DUAL) LIGHT LRED1 31 OIL PRESSURE GAGE IDUAL) LANDING GEAR INDICATOR 32 AUTOPILOT SPEED CONTROL LIGHT 1G1EEIVI VALVE KNOBS DOOR-OPEN WARNING 33 MANIFOLD PRESSURE GAGE LIGHT IDUAU CARSURFTOR All 34 TACHOMETER (DUAU TEMPERATURE INDICATOR 35 RADIO ALTIMETER 'DUAL) 16 ALTITUDE UNIT INDICATOR AUTOPILOT OIL PRESSURE LIGHTS GAGE 37 VERTICAL VELOCITY INDICATOR STATIC PRESSURE SELECTOR VALVE SWITCH 38 TURN-AND-SUP INDICATOR DE-ICING SYSTEM PRESSURE 39 ALTITUDE UMIT INDICATOR GAGE 40 ALTIMETER IPROTSI MENDER HEAD TEMPERATURE 41 WING FLAP POSITION INDICATOR IDUAU INDICATOR Figure 1-12 41 40 39 sit 37 36 1 RADIO MAGNETIC iNDiCAT011 2 AIRSPEED INDICATOR IPILOT SI 3 CLOCK 4 DIRECTIONAL INDICATOR S. FLUORESCENT UGHT SWITCHES 6. REMOTE COMPASS INDICATOR 7. MARKER 'MACON INDICATOR LIGHT S. GLIDE SLOPE AND COURSE INDICATOR U. ALTITUDE INDICATOR 10. AUTOPILOT DIRECTIONAL INDICATOR 11. MAGNETIC iSTANDIIIYI COMPASS 12. AUTOPILOT ATTITUDE INDICATOR 13. AUTOPILOT VACUUM GAGE 14. COMPASS CORRECTION CARD IS. AIRSPEED iNDiCATOt (co-inLors 16. Oil TEMPERATURE INDICATOR MALI IT. MB AIR TEMPERATURE INDICATOR IS 19 20 21 72 27 74 25 76 77 1-16 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T.O. 1C-47-1 Section I ELECTRICAL CONTROL PANELS -TYPICAL Figur• 1 -13 I. NAVIGATION LIGHTS SWITCH 2. COMPASS LIGHT RHEOSTAT 3. JATO MASTER SWITCH 4. ELECTRICAL PANEL LIGHTS RHEOSTAT 5. HEATER OVERHEAT WARNING LIGHT 6. JATO RELEASE SWITCH 7. MAIN INVERTER FAIL WARNING LIGHT 8. GENERATOR FAILURE WARNING LIGHTS 9. RADIO CONTROL PANEL 10. AFT PITOT HEATER SWITCH 11. FORWARD P1TOT HEATER SWITCH 12. PROP DEICER SWITCH 13. CARL AND WINDSHIELD DEICER SWITCH 14. BOOSTER PUMP SWITCHF IS. OIL DILUTION AND ENGINE PRIMER SWITCHES 16. STARTER SWITCHES 17. RIGHT ENGINE PROP FEATHERING SWITCH 18. LEFT ENGINE PROP FEATHERING SWITCH 19. BATTERY MASTER SWITCH 20. EMERGENCY POWER SWITCH 21. COCKPIT LIGHTS SWITCH 22. ANTI-COLLISION LIGHT SWITCH 23. PARAPACK SALVO SWITCH 24. BAILOUT WARNING SWITCH 25. JUMP WARNING SWITCH 26. PASSING LIGHTS SWITCH 27. LANDING LIGHTS SWITCHES 1-17 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 S•ction I T. O. IC-47-1 JATO SYSTEM. Some aircraft are equipped with bomb type shackles for attaching four canted JATO units beneath the fuselage. A four bottle cradle is located in the cargo compartment to secure the units until they are needed. Igniters are stored in an ignitor hos which is stowed on the floor at the aft end of the cargo compartment. The (An) system is operated from the pilotw compartment. The JATO system as installed on this aircraft permits the use of four different types of JATO bottles; the 14A5-1000. 14115-1000 Mark IV Model 2, 141)S-1000 M-8, and 1655-1000 14-I5. These bottles are designed to give 1 00) pounds of thrust Ice an average of 14 to 16 seconds. Temperature limits for firing ate -33°F • 150° F. Expended units may be jettisoned either electrically iv mechanically. The aircraft electrical firing circuit should be thoroughly inspected before departure on n m144100 requiring JATO. It should be determined that there is sufficient current and volt- age to ignite the units and that there is no electricity in the circuit when the firing switches are off, jAro attachment fitting, should also be tested before the R11411011 to determine the proper operation of the locking mechanism. Air crew members will install and arm the .1ATO units when the aircraft is in take- off position. For JATO handling procedures. see Section VII. JATO MASTER SWITCH. The JATO MASTER sr,tch is /4 guarded ON-OFF switch located on • panel to the left and above the pilot (I, figure 1-13). The switch must be placed to the ON position before the JATO can be fired. JATO FIRING SWITCH. The JATO FIRING SWITCH is a button type switch mounted on the wheel of the pilot's control column. The JATO is fired by depressing the button. The switch will not operate unless the JATO MASTER switch is ON. JATO RELEASE SWITCH. The JATO RELEASE switch is a safety - wired guarded 2-position switch (6, figure 1-13), with OUTRD and INDR decals. Expended JATO units Can be jettisoned by moving the JATO release switch to the INBD position then to the OUTBD position releasing two bottles each time. JATO MANUAL RELEASE. In the event of a failure in the electrical system foe jettisoning JATO bottles a manual system is in- stalled in the aircraft. In the main cargo compart- 1-18 went in the wall are two handles decaled t AUT1ON MANUAL .JATO RELEASE OUTRD INB1). JATO bottles may be jettisoned by pulling the handles. OIL SYSTEM. Each engine oil system is supplied from • 29 US gallon oil tank. The tanks should be filled to only 23 US gallons to allow for expansion. (See figure 1-30 for tank location and oil grade.) Oil pressure is maintained by two engine.-Itiven oil pumps, one on each engine. The oil from the engine returns to the tank through • free-flow-type oil cooler. The quantity of oil flowing through the cooler is auto- matically regulated by thermostatic control. An oil dilution system is provided for dilution of the engine oil when a cold weather start is anticipated. OIL DILUTION SWITCH (Some Aircraft). A 4-position, 28-volt 11-C WI dilution switch 14 inounieo on the electrical control panel (Is, figure I-I and 20, figure I-14) and has LEFT, R1C,HT, and OFF positions, then die switch is held in the LEFT position, a 28-volt d-r circuit energizes the oil dilution solenoid and fuel is introduced into the Oil of the left engine to aid in cold-weather starting. When the switch is held in the RICilIT position, engine oil is diluted for the .ight engine in the same manner. The switch is spring loaded to the OFF position. OIL DILUTION AND PRIMER SWITCHES (Some Aircraft). Refer to the paragraph on Oil Dilution and Prime: Swot he+ under Priming System, this Section. FIREWALL SHUTOFF VALVES. See the paragraph on Firewall Shutoff Valve Handles, this section. FUEL SYSTEM. Fuel is supplied from tno main tanks and two aux- iliary tanks installed in the center wing section (figure 1-16). The fuel quantity is measured by a 28-volt liquidometer system and indicated by the fuel quantity indicator in the cockpit. During normal operation, the left engine is supplied by fuel from the left tanks, and the right engine by the right tanks; however, by using the fuel tank selectors in the cockpit, fuel may be supplied from any tank to either engine. Lines lead from the selector valves to the two wobble pumps which are hand-operated by a single control, These pumps are used to raise the fuel pressure when starting the engines, or before the eagine-driven pumps are in operation. A cross- THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. 0. 1C-47-1 Section I ELECTRICAL CONTROL PANEL -TYPICAL 540 51511$ AIRCRAFT 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 3 4 10 11 12 13 SAIL-OUT SWITCH COMPASS LIGHT RHEOSTAT 10 II LEFT PROPELLER FEATHEIING 17 coNntot 13 INST1UmENT PANEL LIGHTS 14 RHEOSTAT 15 PIOPELIER DE-ICER SWITCH 16 PILOTS COMPARTMENT LIGHTS 17 INVERTER SWITCH IS CARSURETOR DE-ICER SWITCH 19 RIGHT PROPELLER FEATHERING 20 CONTROt FORMATION LIGHTS RHEOSTAT LEFT AmMITER PANEL LIGHT RIGHT AMMETER RECOGNITION LIGHT SWITCHES KEYING SWITCH FUEL BOOSTER PUMP SWITCHES STARTER MESH SWITCH STARTER ENERGIZE SWITCH IGNITION SWITCHES ENGINE OIL DILUTION AND PRIMER SWITCH Figure 1.11 21 MOT HEATER SWITCH , Art 11 PITOT HEATER SWITCH (FORwARDI 23 WINDSHIELD DE-ICER SWITCH 24 POSITION LIGHTS SWITCHES 25 LANDING LIGHTS SWITCHES 26 PASSING LIGHT SWITCH 27 SATTERY MASTER SWITCH 28 CAUTION JUMP LIGHT SWITCH 29 PARA PACK SALVO SWITCH I. 2. 3. 4. S. 6. 7. S. 9. feed line is connected on the pressure side of each engine-driven pump, and the two cross-feed valves in this line are operated by a single control in the cockpit. The cross-feed system enables both engines to receive fuel from one engine-driven pump in case either pump fails. On late aircraft, the wobble pumps are replaced by two electric booster pumps with a cootrol switch located on the electrical control panel. On •itcraft equipped with booster pumps, there is no cross-feed system. The booster pumps will furnish ample pressure and fuel supply for operation in case either engine-driven pump fails. A vapor overflow linc connects from the top chamber of the carburetor to the =tin and auxiliary tanks. During operation, the maximum return flow is •pproxi. mutely 10 gallons per hour. The majority of the return flow will be directed to the main tanks. A fuel line from each carburetor operates the fuel pressure gage in the cockpit. For fuel grades, see figure 1-10; for fuel grade operating limits, refer to Section V, Operating Limitations. See figure 1-15 for Fuel Quantity Data. LONG-RANGE FUEL SYSTEM (Some Aircraft). On some aircraft, provisions have been made for two, long-range fuel tanks. The tanks have a 500 gal. capacity and are installed on cradles at the forward end of the main cargo compartment, one on each side. The ranks are cylindrical metal, non- selfsealing. WARNING I Due to the slope of the main cargo compartment floor when the aircraft is on the ground, the long-range fuel tank capacity is limited to 385 gallons each (380 gallons of usable fuel). 1-19 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 Section I T. O. IC-47-I r WARNING 1 • The main fuel tank selectcr valves atia•t be in the OFF position, when the long-range fuel system is being used, to prevent pravity fuel flow or fuel under booster pump pressure from overflowing the main fuel maks. When the long-range fuel tanks are empty, the valves must be in the OFF position or air will he drawn from the long range tanks, causing air locks in the fuel system. TANK NUMBER OF TANKS USAIR! FUEL (EACH) FUEL SERVICE (EACH) MAIN 2 1070 MO OXMAN IN 0 707 0 TOTAL USAIR/ TUEL. OW GALLONS lONG.RANGE stAL TANKS SS GALLONS EACH INSTALL•114. , 01 TKI liud.SPOSS011 TOTAL ULU% FUEL it, SAO: LONG RANG% FUEL TANK Note L•vei flight oLsomed to km 3 chospgret no.* up A Each tank is provided with a boostet pump, vent, fillet. draw, and fuel line connections. Two manu- ally operated globe valves (figure 1-17) are located at the forward end of the main cargo floor. These valves are so ananged that they any be used as selector valves or as shutoff valves, and fuel from either tank may be diverted to either engine, or both, or turned off completely. 7Na Gaillard FIgarroa • no not operate the aircraft APP at anytime long-range fuel tanks are installed to preclude possibility of fire. LONG RANGE FUEL TANKS BOOSTER PUMPS (Some Aircraft). .1 booster pump is mounted in the forward end of each long-range fuel tank. Each pump receives 28-volt d-c power hoes the main electrical !unction box, and is operated by an ON, OFF switch on the fuel pump control panel, mounted on the aft side of the main cargo compartment forward bulkhead. LONG-RANGE FUEL TANK DUMP VALVE (Some Aircraft). The manually operated long-range fuel tank dump valve is installed in the fuel dump line on the right side of the catwalk between the long-range fuel tanks. The dump valve is normally safety-wired CLOSED. When the valve is moved to the OPI-N position, fuel will be clumped overboard, either under booster pump pressure or fiavity flow. Fuel Tank Selectors. Two fuel tank selectors, one for each engine, are mounted on the left and right sides of the control pedestal (5, 13, figure 1-10). Each selector has LEFT MIX, LEFT MAIN, RIGHT MAIN, RIGHT MIX, and OFF positions. The selectee% ate con- nected mechanically to the salves by rods and cables. When the selector is placed in any posiuon, fuel will be supplara from the tank correspoodrog to that position. Long-Rong• Fuel Shutoff Valves. Two long-range fuel shutoff valves (figure 1-1"). one for each side of the fuselage, are installed with the long-range tanks and Imes. The valves are located in front of and between the front two long-range ranks in the main cabin compartment. The valves may be opened manually h< rotating the handles in a counterclockwise direction. WARNING Do not operate internally installed auxiliary power plant at any time long-range auxiliary fuel tanks We installed. Fuel Booster Pump Switches. The 28-volt d-c electrically driven booster pumps are energized by the two booster pump ON-OFF switches mounted on the electrical control panel (14, figure 1-13, and 16, figure 1-14). Positioning either switch to ON completes the 28-volt d-c circuit to its re- spective booster pump motor. FUEL QUANTITY DATA CHART GALLONS THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 LIMBER TANK • F TANKS Main 2 Auxiliary 2 Winxfouter) 4 USABLE FUEL (each) 202 199 200 FULLY SERVICED 204 200 200 TOTAL USABLE FUEL 1602 FULLY SERVICED AND USABLE T. 0. 1C-47-1 Suction I Fula OwentIty Indicator. A 28-volt d-c liquidometer fuel quantity indicator is installed on the main instrument panel (24. figure 1-11), and 28, figure 1-12) to indicate the fuel quantity in the two main and two auxiliary tanks. A selector handle on the indicator has LEFT AUX, LEFT MAIN, RIGHT MAIN.and RIGHT MIX position. As the selectee as moved from one position toanother, the calibrated dial for the new position flips up into the window of the indicator and the quanios- of fuel in the corresponding tank may be read. 1 he selector must he turne,1 L. • ise ro ' , resent lamming. F1REWALL SHUTOFF VALVES. see the paragraph on I reuall \Initofl alve Handles,this section. FUEL SYSTEM (Sums SC-47 Aircraft). Fuel is supplied from two main tanks, fin° auxiliarytanks, and four wing tanks. The main and auxiliary tanks are installed in the center wing section, and the elliptical drum type metal wing tanks are in-stalled in each outer wing panel on each side of the center spar between the rear and front spar; these two tanks are connected with an equalizing line on the bottom inboard end which allows the tanks tofunction as a single storage unit. The wing tanks have an electrically operated dump valve which is located in each dump line. The valve is controlled by a switch in the cockpit. The fuel quantity is measured by a 28-volt liquidometer system and indicated by the fuel quantity indicator in the cock- pit. During normal operation, the left engine is supplied by fuel from the left tanks and the right engine by the right tanks; however by using the cross feed valve controls in the cockpit, fuel may be supplied from one wing to the opposite engine. Fuel lines lead from the selector valves to the two booster pumps, one from each engine, which furnish pressure and fuel supply for operation in case either engine driven pump fails (figure 1-16). A vapor vent return line connects from the top chamber of each carubretor to the main and .suziliary tanks. During operation, the masinium return flow is approximately 10 gallons per hour. The majority of return flow will be directed to the main tanks. A fuel line from each carburetor operates the fuel pressure gage in the cockpit. For fuel grades see figure I-10; for fuel grade operating limits, refer to section V. Operating Limits. For Fuel Quantity Data, see chart. FUEL QUANTITY DATA CHART-GALLONS. FUEL TANK SELECTORS (Som. SC-47 Aircraft). Two fuel tank selectors, one for each engine, are mounted on the left and tight sides of the control pedestal. (5. 1), figure 1-10). The valves operate independent of each other since with the installation of the outer wing tanks, the fuel system feeds the right engine front the right tanks and the left engine from the left tanks. The right selector has R. IL MIX 200 GALS, R. II. MAIN 202 GALS, R. H WING 400 GALS and OFF positions. The positions on the left selector are L. H. MIX ZOO GALS. L. MAIN 202 GALS, I.. 11. WING 400 GALS and OFF. The selectors are connected mechanically to the valves by rods and cables. When the selector is placed in any position, fuel will be supplied from the tank corresponding to that position. FUEL CROSS-FEED SWITCH (Some SC-17 Aircraft). The electrically operated cross-feed valve is ener- gized by a three position switch installed on the lower right side of the instrument panel (40, figure 1.11). The cross-feed switching system incorporates a red warning light, located on the right side of the cross-feed switch, which illuminates during die time that the valve is closing or opening. In the OPENposition the valve is energized to open. In the OFF position the circuit is neutral and the CLOSEDposition shuts the valve off. To operate the cross- feed system, place the fuel selector to the tank tohe used. Place cross-feed switch ON and turn opposite selector valve (engine receiving cross-feed fuel) to OFF. NOTE The engine being fed fuel during this operation will show an approxi• mate two pound fuel pressure fluctu- 1-21 0 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 7zo IMNAIN SWITO. eA'fl •r, --------- - Minn INWON VALVE 14•14011 thrord1 TM' Pt. , CAOSSAIIII CONI•01. YAM HAMM 1•4•611 A.11011AIT 0.1111 VA/011 MAN ACTUATION rAICKANNIII ACTUATION T. 0. 1C.47.1 Settion 1 rE) rt . 110( AIN TO IN SittC/0. INN IC IN IINC/01. VAIN TMOAININ TANI MAL 04.0•14111• NOLAN* SIGN, INOINI Nal TANK IMMO NOM I0/0 NO. °sawn od• typical ne•pt al net•cl Ou/I 110C,VII tan' ail,11•11 ONtri 1.1r1WAII 1.4,ton NINON tONO DANCA ‘111./Il 'AKIO IIIONUONS OINIs PAIL 1100111111 PUNA SWIM 66 A TI 5u.(1•01 ONO WO 0 ;TAW • IPC11,11 •••• Inn. MAIM =1C2016411, CA **Ville* FulL P•Illuil w/ANINO %IOW • TO (PEOPtat WON/ FNMA .t•tt, iKe•rti Nand Dfmwt, Prmp locoNd n01.11.a.,va•Por a -----I ant, •••• OA DILUTION SUMO, Figure 146 (Shot 1 of?) ••• ALM ninon 640/ 1.22 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 ;',107,t;fr,,,„„ Mal 1005111 PUMP SWITCH 410 LONG ••••01 Tull QUANTITY GAGE Full Dino SWITCH lull QUANTITY OA01 110141 ENGINE CU/l TANK SILICTOR VALHI HAMM CROSS FEED SWn04 IP111 Win SUPPLY MAMMA SHUT OFF ---- VAlvI HANDLE S PIDISSUPI vAPOI ItITUIN ACTUATION MECHANICAL •rluATION Tuft PAISSU•I GAGE OIL DILUTION AND MOM. MOIR SWITCH tows., %snit On vita ING04 NrivIN Wit NM* THIS PAGE IS DECLASSIFIED IAW Et) 13526 T. O. IC-47.1 FUEL SYSTEM C SOME SC-47 AIRCRAFT 10 011 DqutION LINE Misr. 1.16 also 2 THIS PAGE IS DECLASSIFIED TAW EO 13526 Suction I T. 0. 1C-17-1 ation because of the added fittings in the Isoe. The pressure fluctuation will not be sufficient to hinder engine operation. FUEL DUMP SWITCHES (Sons SC-17 Aircraft). Two 214-volt el-c three position guarded switches (41, figure 1-1111 operate the dump valves in the outer wing tanks. The switches are placarded OFF. CLOSE. and IHNP. To dump furl place the fuel selector valves to tanks other than outer wring tanks. Place both switches to the 1)1 UP position. CaU•ION Neset dump fuel • ith flap' FUEL QUANTITY INDICATORS. (Sow. , SC-47 Aircraft). A 28.solt .1.c liquidometer fuel quantIts Indicator is installed in the main instrument panel 424, figure 1-11), to indicate the fuel quantity in the two main and two •uailiary tanks. A selector handle on the indicator has LEFT MIX, LEFT MAIN, IfltdIT MAIN, and RIGHT AUX positions. As the selector is moved from one position to anothei, the calibrated dial for the new position flips up into the window of the indicator and the quantity of fuel in the corre- sponding tank may be read. A fuel indicator is located on the instrument panel to indicate fuel in either outer wing tank., NOTE The outer wing fuel meter will not give an accurate reading when the airplane is on the sound. ELECTRICAL POWER SUPPLY SYSTEM. D. C. POWER SUPPLY. The DC electrical power supply system is • 21 to 28 colt, single conductor, wound recta's type, DC power as supplied by two engine driven generators, two 12 volt 88 ampere boor storage batteries wired in series and on some aircraft, an auxiliary power plant. On the ground, power may be supplied from an external power unit when plugged into the external power receptacle. Each generator circuit includes a voltage regulator_ and a reverie current relay. For DC power distributioo see figure 1-18. The CB fire extinguishing system. alarm and warning system 1.24 LONG-RANGE FUEL SHUTOFF VALVES MAIM& 101WAIID was CAM—ROM UVIll Figure 1.17 and the main 'unction box light circuit ate connected direCtIV to the airctaft batteries. Oa some aircraft, the alarm and warning 'SUM IS connected to the main !unction boa bus. Refer to the ALARM SYSTEM and FIRE EXTINGUISHER SYSTEM, this section, Power is supplied to the DC electrically operated equipment through circuit protectors connected to the bus in the main electrical junction boa (flame 1-2 and figure I-22). In case both generators fail, the IX equipment can be supplied by the air- craft batteries when the battery switch is ON. In order to conserve the batteries, only the equipment tial for safe operation of the aircraft should be operated. (3n some aircraft two higher capacity generators, a, bus priority system and third inverter have been in- stalled. On these aircraft, in the event one generator fails, power from the surviving generator is auto- stoically directed to the No. 1 radio bus. Battery Master Switch. The 28-volt d-c ON-OFF battery master switch is located on the electrical control panel (19, figure 1-13, and 27, figure 1-11). Operation of the switch will open or close the battery circuit. The battery switch should be in the OFF position when an ex- ternal power source is plugged in. To assure fully charged batteries, the battery master switch should be turned ON before take-off. THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. 0. 1C-47-1 Section' Gonotator (Malts Lino) Switclms. Two ON-OFF switches are incorporated into the main line circuit to select either or both of the generators to supply current to the electrical system. The ON position of the switches closes the g tor cir- cuits and the battery circuit through the circuit breaker bus in the main electtical junction boa. The OFF position opens the circuits. These switches are located in the main electrical Junction box on the aft wall of the forward baggage loading door com- panionway (19. figure I-1). Emmnol Po.rm R•c•ptacht. ri ground power receptacle is located on the underside of the fuselage aft of the batteries (Is, figure I'll, and connects the external d-c power to the aircraft electrical system when the ground power supply isplumed in. Utility POW*, 0010. Utility power outlet. are installed at various locations throughout the aircraft. On some aircraft, one util- ity power outlet is installed an the left side of the main cargo compartment, immediately forward of the main cargo door. On C.117 series aircroft. two power outlets are installed at the buffet. Gonorator Warning Lights. 'Iwo 28-volt ..1-c generator warning light•, one for each generator, are mounted an the electrical control panel to provide indication of generator failure (8, figure 1-1)). On some aircraft, generator warning lights are also located on the power systems junction box control panel, mounted on the alt wall of the forward baggage loading door companionway (figure 1-21). If the output voltage of a generator becomes less than that of the batteries, the respective reverse- current relay will prevent current flowing from thebus to the generator and will illuminate the generator warning light for the faulty generator. GROUND TEST POWER SWITCH (Soma Aircraft). The ground test power switch (10. figure 1-211 is provided to over ride the bus priority relay for those aircraft equipped with the ZOO ampere generator priority bus system. On aircraft equipped with this system, the bus priority relay will automatically disconnect the main junction box number two bus and the radio junction box number two bus when either or both generators are not supplying power to the electrical system. Until all critical equipment is relocated from the number two to the number one bus system, the ground test power switch should be in the ON position at all times. The pound test power switch is located on the power systems junction box control panel. mounted on the aft wall of the forward baggage loading door companionway, AITIPINtef Two ammeters, one for each generator, are provided to measure the amperage output of the generators (figure 1-18). The ammeters are located on the right side of the electrical control panel (11, figure 1-14). On 40[10e aircraft, the 1111210eters arelocated on the power systems junction box controls panel, mounted on the aft wall of the forward cargo loading door companionway. A-C POWER SUPPLY. Two inverters me operated by the DC system to supply 113 volt, 400 cycle, AC power for operation of various items of electrical and electronic equip- ment (figure 1-18). The At power is supplied to the equipment through circuit protectors located on the radio circuit breaker panel (figure 1-20), and is con- trolled by switches located on the electrical control panel. (See 7, figure 1-140 On some aircraft, to provide additional A( power, one spare and two main inverters have been installed in conjunction with • bus priority system (Figure 1-18). No. 1 and No. 2 inverters supply power to the No. 1 and No. 2 AC busses respectively. The spare inverter may stpply power to either bus in the coca, one in- fails. The inverters are controlled by switches located on the power systems junction hos control panel (figure 1-211. Inverter Switch. An ON-OFF inserter switch, located on the electrical control panel (7, figure 1-14) completes the 28-volt d-c circuit to the inserter when to the ON position. On aircraft equipped with • generator-inserter and bus priority system, the inverter ON-OFF switches for the No. 1 and No. 2 inverters and the spore trimmer are located on the power systems junction box con- trol panel, mounted on the aft wall of the forward baggage loading door companionway (figure 1-2I). HYDRAULIC POWER SUPPLY SYSTEM. A pressure accumulator hydraulic power supply system !fi gu re 1.211 operates the landing gear. sang flaps brakes, cowl fl•ps, ammo carburetor air filter mechanism, and the windshield wipers, skis, and blower clutches. Hydraulic fluid is supplied by gravity from the hy- draulic fluid reservoir to the engine-driven hydraulic pumps (one on each engine), which supply fluid pressure for the hydraulic system and the autopilot 1-25 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 co:oe T TP1C•L BATT111 HAITII SNITCIP to OFF DfNIR•1011 IN (161111 LA IV(. MAIN LISP AAAAAA 01 SWITCH 111111b i t l o o. .. —111- Of 11 111411 ; ,117, lir p Apr sTAIT GAAAAAA 411 MdATLI at 6.iTCH EXTERNAL 11T(RMAL 1.0.!1 1111,111114411101 tECIPTACLE 0-4 POwle A-C Pawl. 1 THIS PAGE IS DECLASSIFIED IAW EO 13526 S4ctien I 7.0. 1C-47-1 MAIN POWER DISTRIBUTION SCHEMATIC—TYPICAL I [ CA LIIA 1:1117: ::111. :16•17SATLS T t u DII•C00.7. LIG • NTS ../... LICA? CleCoJIT OR RIP L 11 GlI(1STVI .0.1.0 LIN! 1,11/411 AIPTICOI.LISIOI LOP Clow.,...,1.1L0 Al. TINPOLII•TID.1 CARANot TON Alds ..1.171.1111.1., DUKE* IL..0 CONPASSLIGNT - DONE LOOMIS lt.L.NO Flit ••••....L1.1• 1 011110 1140.1. N.D.. 41.1.111 LIDO 106.1.1 5101,11 to PLUORISCINT LIGHTS Fill 411111 ft AAAAAA Wit FAIL 301,51(5 •$.10,15 P OIL 0 011111 wANNINGLILNTS AMON/0 1.1.511) 11.11111., AAAAAOR • 111/ING LKATS WV SOL 11010 L ANDO... (t At 1 011.1.4. KORN lANDINC. C401 NAIIONGL1.1115 ANOO.C. LI0/115 1 VOCATION LI.NTS OIL 01.0.11I011 AND 1,1141 SOL OIL Tli.PILN•Tyla OSTGIN•ARNING Lo.NT PA11/1PACK SALVO aor NAINONG SIGNAL PIVOT 'KAT PSAPILLIA 01.14111 NOT.Ao /ATNININC 151106. AAAAAA 414.t. SNITCH AND 111710 P0021.114 77.15 Tut. £141SLIP INDK•11.1 WING Col4C1Y 00(11 10O101. -04=Ellmo OFF NO 7 SUS GROUND ITS! 10111 S.r1TC.. lomP Figur* 1-18 (ShEret 1 of 2) 1-26 THIS PAGE IS DECLASSIFIED IAW EO 13526 Section I T. 0. 1C-47-1 A/I AIM/ NAVIGATION SISTE0 ,TACAN) LORM RECE,VER All ARD.21 IS — mf LIAISOM TRANSMIT!! Ar0 • ICE AVER AK ARCA, scan, INTERPHONE AMPLIFIER AND MAIER A1 111E11 MIER AMPLIF II* 'PILOT) HAVICATON RECIITER ATOM AK £11A11. AN ARH.S0 RADAR AL THAIVER AM M.1.1 AN AIM22 1A0I0 COMAS% • Is • 100 VHF COHNAHD 11•010 AM •11C•1 MAIM TIM P01! 2. GOMM! INV). SIN ?CM CENTER OPF COCKPIT ',ASIR FLOOD LIGHTS DEFROSTER PAM DOOR OPEN HARDING LIGHT F HD COM, DONE LIGHTS NO 5AC11 MG FASTEN SE AT S ILT SIGH AAAAAACK 0111MG CIRCUIT PASSING LIGHT 11.010 PONE* .2 DC &US VTHOSHI! LMDIACE NOTOR HARKER BEACON RECEIVER EC 11,1A. 1C-1133I PANEL LIGHTING TEST RECEPTACLE TUT WILEIMITTG LIGHTS UFO COTAVATO RADIO AM AIM27 • HOIMAG ADAPTER AK AMA-IS VHF HONING ADAPTER AM ARA4 PLUMATE COMAS! NAVIGATILM RECEITE IA 10011 AN A1114.14. AN ARKS() NAM CONPASS RICEINER AN AM.& AK AIM.? TEST RICH. TIC AL PLICM7 NAVIN...TNT& COMASS AML IF III C IF! 511 RICOGIOTTOm Alf API-A. •To AP1.25. SC ITOSIA NAVIGATION SYST EH ITACANI AM 1.11.21 IS RADAR AL TIAATCR III AP14.1. AN API-22 Figure 1-18 (Sheer 2 of 2) 01/ MO .mvAIPTIA SA0ArN NOT TACTIC 'CHASID. TvIOUtm(1 SELECTOR SANTO. VOLT NMI FLO GATE COANIAll GLIDE SLOPE AM 011051. AN ARIAIII 1E1 SIP TRANI/IOWA 1 RECOCANTION ••• APIA • N API-IS. KU'S& INTERPHONE PONS, AN MAC.). , OFF MATH? (P SA, A Cm THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 Soction I T. 0. 1C-47-1 MAIN POWER DISTRIBUTION SCHEMATIC- SOME AIRCRAFT C At AS. AND •ArmiTIG SIGNAL c it pmf INTITICAPOTINotoO,,.. CHI. C°uP LIGHTS (Aje Litml Cl•CUIT 0). ),11) 11•T/filY yANYIN SNITCH Axon" (TYPICAL) !UMW. P05111 PNTN SOUSC IIICIPTACLE ATITICOLLNOP LIGHT CANIK*1 TON Am T110111•TUNI CANNON! TOP AND IOA01•1111LO WYK!. •1.0.0 COT/A1S LIGHT 00.1 LIGHTS 11)..41 Poll waltpaYeG L.4•41% IFICAPIC {TANI'S SW's) PLUOIINSC/NT LIGHTS Pill SIN TheINATUNI FOIL 1100STIII PUTIPS FOIL 411AP(TiTT 5151111 TFANDOTG L (Coln ITIST•oulooT LIGHTS Ayo3 CANNA, o • 4//mITIG LIGHTS 1A1L. 14,16•00 L•50INC NAP PANAT.TO "OTOS LANDING L/CmTS ta•rif.ATION LIGHTS OIL DILUTION AsTO P10111 101.5500 ON 111•1111•TuNI PANAPACC SALVO P,IA1lOON •AltnioG SIGNAL ' ,TOY 1411•T POOP LLLLL DIKII 5011.5 P OOPILLIN TIATTOINOTC agoTON ▪ ADIO P0511 11 OC 3113 TUGS AyTO SL)P to.DICATOP WHIG Of 4CIII TALON SOT ON sem "' TOWNS Figve• 1.19 (Shoot 1 0( 2) 1-211 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 CONO AS3 tuft./ if • C • POIP ANS All •PL-14 flee 111010 •L TISPITI• AN /SPN.I HAMS pia MIGani• It HU 'GLOM 1.0. IC•47-1 Soction I ' 14--LIP LisaOn /CLAW Tel NW IMO Wit wL WC.. WOW 114111•144I1 ATIPIWITLI MO 11 4.144.01411 MIX OH" COMPASS IKINIO Gadamit HT. W4610 PILOT 4•11112 AMPS VIII — •4010 CILLI451 • LT ••14.4 LW HINT IN VII lit ••• Caw.. 11 IDC • ITGLI OPP %PALI SWITCH WIGHT PIC• • ift• '(Ti. • LICHLH MICH GIOICTION INDIC•101/ PCHT LLT Tie 011111 MI TII EAGAN/ 04/11.11TIR 14 lllll IGNITION TURN AND SLIP IN OTC A TO uvIG•11046 HITCH IT4.044 LOGAN alai HIP SM Hisi.21 II Ms PIT HMI ', LOGO LIGHT POW WILL •WALTH LiCan Pain= NOW Mean 0.11u4 UGN, ItAL40 POW* •1°C 11411 41401041LD DI 4C1 isr001 PAWIt 1.14141144 TIPP OICIPIAGLI TOT 'AI A. Fr..raf TILT NICEPTACII Figure 7-19 (Vont 2.1 2) 1.29 61•114 IN 011 MAIN Cin IN flint SWITCH THIS PAGE IS DECLASSIFIED IAW a) 13526 THIS PAGE IS DECLASSIFIED TAW EO 13526 NO I SUS 0 Socsion I T. 0. IC-47-1 RADIO CIRCUIT BREAKER PANEL LOCATED: RADIO RACK AT RADIO OPERATOR'S STATION 0 Ole" 0.1.11111 0 - 0 0 - 0 o" 0110:" ON AIRCRAFT WITH AN/ARN-6 INSTALLED Figure 1-20 1-30 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED TAW EO 13526 1.0. 1C-47- I Section • ystem, however, the fluid flow from the engine- driven pumps may be selected by means of the hy- draulic pump selector valve, located on the hydraulic control panel in the flight compartment. The hy- draulic pressure accumulator is attached to a bracket adjacent to the hydraulic fluid reservoir and aft of the bulkhead behind the co-pilot's seat. The lower chamber of the pressure accumularis is charged with air through the air valve fitting to an initial pressure of 250 psi. A system pressure relief valve, installed in the hydraulic system fluid pressure line, functionsto protect the hydraulic system from caressive fluid pressure when the system prea•ure increases to 1000 (t 50) psi. A hydraulic hand pump is incorpo- rated in the system for use when the engine-driven pumps fail to supply sufficient pressure or for ground operation of the hydraulic system when the engines are not running. A pressure regulator is installed in the main system pressure line to regulate system pressure between 600 and 875 psi. Wben system pressure is below 600 psi, the accumulator is charged until system pressure reaches this value. If system presume exceeds 875 psi, fluid is ported to return until the pressure drops below 873 psi. The fluid capacity of the hydraulic ee s it is 10 quarts. Seven quarts are •vailahle to the engine-driven by- draulic pumps, while the remaining 3 quarts in the re U sump are available only to the hydraulic hand pump far emergency operation. For fluid speci- fication and reservoir location, see figure 1• 1 .0. HYDRAULIC PUMP SELECTOR VALVE LEVER. The hydraulic pump selector valve lever located on the hydraulic control panel (4, figure 1-24), controls the flow of fluid for operation of the hydraulic system. Selection of the hydraulic engine pump is governed by the position of the selector valve lever. For normal operation, the lever is placed in the LEFT ENG. HYDR. SYS. — RIGHT ENG. GYRO PILOT (aft) position and the left engine pump supplies pressure for the hydraulic system and the right engine pump supplies pressure for the autopilot system. When the control lever is in the LEFT ENG. GYRO PILOT — RIGHT ENG. HYDR. SYS. (forward) position, the systems for which the pumps supply pressure are reversed. The control lever operates in • notched quadrant and it is necessary to lift the lever slightly before moving it from one position to another. There is no difference in the functioning of the hydraulic system when the fluid delivery of the engine-driven pumps is changed. HYDRAULIC PUMP SELECTOR VALVE LEVER (MODIFIED AIRCRAFT). On aircraft modified in accordance with 1.0. 1( -4 - • 507, or T. 0. IC-1-514, the hydraulic pump selector valve lever provides selection for two modes of operation (4, figure I-24), TAKE-OFF POSITION and GYRO PILOT POSITION. In the TAKE-OFF POSITION, both the left and right engine pumps supply pressure for the hydraulic system. In the GYRO PILOT POSITION, the left engine pump supplies pressure for the autopilot system and the right engine pump •upplies pressure for the hydraulic sy•tern. HYDRAULIC HAND PUMP. The hydraulic hand pump, located at the bottom of the hydraulic control panel, has a handle that ex- tends between the pilot'. and co-pilot's seats (9, figure 1-24). This hand pump Is used when the engine. driven hydraulic pumps fail to supply sufficient pres- sure, when the hydraulic fluid supply lescept the hand pump e ) has been lost, or for ground operation of the hydraulic system when the engines are nut running. The hand pump may be used to supply pressure to any unit operated by the hydraulic system, except the autopilot. STAR VALVE. The hand pump to pressure accumulator shutoff valve handle, (star valve), located on the hydraulic control panel (6, figure 1-24) has two placarded positions, ON and OFF. When the star valve is turned to the ON (open) position, the hydraulic hand pump can be used to increase hydraulic pressure in the pressure accumulator for operation of the hydraulic units when the aircraft is on the ground and the engines are not running. When the star valve is turned to the OFF (closed) position, the hydraulic units (es- cep( the autopilot) may be actuated directly by operation of the hydraulic hand pump. The star valve should be safetywired to the OFF (closed) position. Hydraulic Fluid Quantity Sight Gage. A hydraulic fluid quantity sight foige is located at the top of the hydraulic control panel (2, figure I-241 to indicate fluid quantity. A placard for servicing instructions is mounted adjacent to the sight gage. Hydraulic System Pressure Gages. Two hydraulic system pressure gages mounted in a bracket assembly below the right windshield at the co-pilot's station (16, 17, figure 1.7), are direct- 1-31 THIS PAGE IS DECLASSIFIED IAW EO 13526 U ' THIS PAGE IS DECLASSIFIED IAW EO 13526 SOCTI on 11 T. 0. 1C-47-1 MAIN ELECTRICAL JUNCTION BOX (.41 AND R40 SERIES AIRCRAFT 1 BATTERY CONNECTOR MA's 2 CIRCUIT RAWER PANEL 3 GENERATOR MAIN LINE SWITCHES 4 JUNCTION ROT LAMP SWITCH S VOLTAGE REGULATOR MOUNTS 6 RH GENERATOR lOADmETER 7 VOLTMETER IT LH GENERATOR LOADAHTER 9 LH GENERATOR SWITCH AND LIGHT I0 MAIN INVERTER WARNING LIGHTS i 1 SPARE INVERTER WARNING LIGHTS 12 INVERTER METER SELECTOR SWITCH 13 GENERATOR CIRCUIT SHARERS 14 NO 1 INSERTER WS CIRCUIT SitAXERS IS NO 7 INVERTER BUS CIRCUIT BREAKERS 16 INVERTER SWITCHES 17 iNv 44444 VOLTAGE METER III INVERTER TREOUENCY METER 19 GROUND TEST POWER SWITCH 20 VOLTMETER SELECTOR SWITCH 21 IIH GENERATOR SWITCH AND LIGHT 14 JUNCTION BOX CONTROL PANEL ION AIRCRAFT WITH GENERA- TOR-INVERTER APO IOUS PRIOWTY SYSTEMS IN- STALLER! 111 Figaro 1-21 1-32 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526 T. 0. 1C-47-1 S•ctial I reading, pressure operated gages calibrated from 0 to 2000 psi. One gage indicates the fluid pressure in the hydraulic system and the other indicates the fluid pressure an the landing gem DOWN line when the landing gear control lever is an the DOWN Of NUT - MAL position. FIREWALL SHUTOFF VALVES. see paragraph on the Fires/All shutoff Valve Handles, this section. FLIGHT CONTROL SYSTEM. The flight control system consists of independent elevator, aileron, and rudder systems. All flight controls Are directly controlled and We operated by llu 4 I wheel And rudder pedals. The elevator, aileron, And rudder systems incorporate aim nibs. RUDDER PEDALS. [he rudder is mechanically controlled by a duplicate set of hinged rudder pedals incorporating toe brakes. inc pedals can he Adjusted forward or aft for proper length by means of the adiusting lever mounted on each rudder pedal. Rudder Trim Crank. Rudder atm is mechanically controlled by a rotatable crank mounted on the Aft face d the control pedestal Ill, figure 1-10). Movement of the trim tab is shown on the indicator immediately below the crank. CONTROL COLUMNS. DEW control columns, mounted forward of the pilot's and co-pilot's seats, provide mechanical control of the ailerons and elevators. The columns incorporate a wheel for aileron control, while elevator control is gained by forward and aft movement of the column. Aileron Trim Crank. Right aileron trim is mechanically controlled by a rotatable crank mounted on the air face of the control pedestal (8, figure 1-10/. Movement of the trim tab Is shown on the indicator immediately below the crank. Elevator Trim Wheal. Elevator trim is mechanically controlled by a hand- wheel located on the pilot's side of the control pedestal (14, figure 1-10). Movement of the aim tabs is shown on an indicator adjacent to the handsheel. MAIN ELECTRICAL JUNCTION BOXSERIES AIRCRAF I SATTES4 CONNICTOI RELAY 1 CIRCUIT SNEAKER PANEL 3 GENIWOI MAIN LINE SWITCHES 4 JUNCTION SOX LAMP SWITCH 5 VOLTAGE REGULATORS Figur* 1-22 CONTROL-SURFACE LOCKS. The rudder, both ailerons, and both elevators Alf locked while on the ground by use of 5 control- surface locks. The locks we felt-padded and equipped with small bungees which hold them firmly in place when slipped into position between the control surface and fixed surface. When not in sine, the locks are stowed to the lavatory compartment (10. figure 1-1). On C-117 series aircraft, the locks ate are stowed in the aft baggage compartment. 1-33 THIS PAGE IS DECLASSIFIED IAW EO 13526 THIS PAGE IS DECLASSIFIED IAW EO 13526