TO 1 C-141 C-1

SECTION VII ADVERSE WEATHER OPERATIONS TABLE OF CONTENTS

TEXT PA G E 7-1 7-1 7-5 7-6 7-6 FIG PAGE 7-1 7-15 ITEM MFD DISPLAYS FIG PAGE 7-2 7-16 TEXT ICING AND COLD WEATHER O P E R AT I O N S . . . . . PA G E 7-7

INTRODUCTION WEATHER INTERPRETATION AND AV O I D A N C E TURBULENCE AND THUNDERSTORMS WIND MICROBURST ITEM SHEAR

RAIN AND HYDROPLANING 7-12 HOT WEATHER AND DESERT O P E R AT I O N S NIGHT F LY I N G 7-13 7-14

I WEATHER RADAR DISPLAY, NAVS POSITION

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INTRODUCTION.
This section contains only those procedures that are in addition to the normal operating instructions contained in Section II and emergency procedures in Section III, except where repetition is necessary for emphasis, clar ity, or continuity of thought. Section II provides the pro cedures for normal instrument ight. Color Signicance. When the radar set function selector switch is in the "WX" position and the GAIN control is in "AUTO", the sensitivity time control (STC) is activated. This normal izes the display out to approximately 80 nautical miles (NM) so mat the red, green, and yellow represent three distinct precipitation levels. 1. The red areas represent a contour or storm cell area equivalent to a rainfall rate of greater than 12mm of rain per hour. This is the strongest ofthe three levels of echoes and indicates the hard core of the thunder storm. Severe turbulence in this and adjacent areas is capable of destroying an aircraft. The red areas should always be avoided. 2. The yellow areas represent intermediate level (equivalent to 4 to 12mm of rainfall per hour) of echo being received Turbulence associated with mis level should be considered severe and, therefore, should also be avoided. 3. The green areas represent the lowest level of echo strength being received (equivalent to I to 4 mm of rainfall per hour). Though lower in rainfall level, severe turbulence could be expected in these areas and they should also be avoided.

WEATHER INTERPRETATION AND AVOIDANCE.

The AN/APS-133 radar set provides information which can be used to recognize and avoid areas of turbulence associated with storms and heavy precipitation. The pri mary use of this radar set is to aid the pilot in avoidance of, rather than penetration of, weather associated turbu lence. WEATHER PRESENTATION.
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The weather radar detects and displays precipitation as three separate colors: red, yellow, and green. Alphanu merics, xed range markers, and azimuth cursors are automatically generated and displayed in blue. Figure 71 shows typical displays.

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TO 1 C-141 C-1 Precipitation Gradients. Precipitation gradients are as important as the precipita tion levels within the storm area. Thin yellow and/or green bands adjacent to red areas indicate a sharp gradi ent from no precipitation (blank scope) to heaviest pre cipitation (red). Areas near such narrow storm edges are usually associated with more severe turbulence. There fore, these areas should always be avoided. Storm Growth. It is important to remember that the red, yellow, and green accurately show true precipitation levels only within the STC range (to approximately 80 NM). The echo re turns from even heavy precipitation at long ranges may be too weak to be displayed in red or yellow. Therefore, a storm at long range may initially be displayed as a small area of green which is actually the core of the storm. As the range decreases and the echo strength in creases, the green may increase in size with the center changing to yellow or red surrounded by yellow. There fore, any weather detected at ranges beyond 100 NM is probably much larger and more severe than initially pre sented. WEATHER PATTERNS. The shape ofthe storm display, particularly the patterns, that appear along the edges, is as signicant as the pre cipitation levels and gradients. These patterns include scalloped edges, protrusions from the main mass, and indentations into the main mass. Certain combinations of shapes and patterns seem to be associated with spe cic types of storms. These patterns may appear quite suddenly along any edge of the storm display, singly or in various combinations. The intensity (color level) and shape may also change rapidly, sometimes in a single scan. Therefore, careful monitoring of the weather dis play is essential. Hail. Hail shafts have been associated with four different storm shapes: 1. U-shaped indentations 2. Thin, protruding ngers 3. Scalloped edges on the storm outline 4. Hooks It must be noted that weak or intermittent projections are not normally associated with hail; however, such echoes should be watched closely for signs of rapid in tensication. The shorter ranges (25 or SO miles) are generally best for hail detection, and with occasional up-tilt to check for fresh hail fall from above, good re sults are obtained. Tornadoes. There is not yet a positive method of detecting tornadoes with airborne radar. However, evidence collected to date indicates that tornadoes may be present if the following are observed: 1. A hook-shaped pendant which may be 5 or more miles long and in the general shape of the numeral "6" strongly suggests the presence of a major tornado, espe cially if the pendant is red or yellow and projects from the southwest quadrant of a major thunderstorm moving eastward. The pendant may be lost in ground clutter when viewed on the scope and in some cases might not be much more than a blunt projection or scallop at the edge ofthe parent thunderstorm echo. 2. A crescent-shaped indentation on the side of a major thunderstorm echo 3 to 7 miles long is another possible identier of an active or potential tornado in the vicinity. The best procedure is to make wider than usual detours around sharp-edged thunderstorms and especially those which show projections or crescent shaped indentations. Snow. Dry snowfall has not been detected with any success on weather radar. However, under the right atmospheric con ditions, certain patterns of green (lowest level) returns can indicate the presence of moderate to heavy wet snow. Such echoes are not readily obvious and require experi ence with the display before they can be readily identi ed. Icing. There is no reason to believe that radar will be of assis tance in locating areas of heavy icing conditions. Under a given set of conditions, with ideal temperatures for the formation of aircraft icing, weather radar has not yet proved its ability to distinguish between supercooled water drop lets and ice crystals, since both are usually quite small. Needless to say, the operational problem in each case would be different In the rst case, an icing hazard would denitely exist but in the second case the pure crystals would offer no danger. 1. It should be remembered, however, that super cooled water and ice crystals can coexist In each case the radar echo would be small or even nil due to the minute size of the free water particles. At this time, it appears fairly certain that radar is not going to give warning of cloud icing unless it happens to be involved with active precipitation at the time. Where precipitation is occur ring, however, the areas of maximum ice exposure would appear as the lightest shade. 2. An icing condition that radar might possibly detect is the intermittent moderate or heavy icing condition associ ated with unstable air lifted by frontal action or orographic effects. In this situation the cumulus cells are hidden by surrounding cloud layer but could be spotted by radar. This

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would be of assistance in avoiding the moderate to heavy icing which occasionally occurs in cumulus clouds.

Radar Set Test.

To test the radar set, adjust the ANT TILT control for 0 degrees, set the function selector switch to 'TEST", and set the range selector on the radar indicator to "150." When the three-minute initial warmup delay has expired, a test pattern should be displayed (gure 7-1). Conrmation of the test pattern display indicates a functional radar set. Dis crepancies from normal pattern (gure 7-1) or lighting of either the ANT or RT fault lamps indicates a system fault. After verifying proper TEST operation, place function selec tor switch to "OFF'.

Lightning and Static.

Lightning and static discharges could scatter the display mo mentarily. However, the general presentation is unaffected and returns to normal within one scan.

AVOIDANCE ROUTES.
The following information should be considered when plan ning routes to avoid severe weather.

NOTE
The radar set may safely be operated in TEST regardless of proximity to personnel or hazard areas because in TEST position the transmitter energy is fed to the system dummy load and no energy is radiated from the antenna.

Plan Early.
The weather radar detects and displays only areas of precipi tation, not turbulence. Storm associated turbulence can ex tend several thousand feet above the precipitation areas and outward more than 20 miles. Therefore, simply skirting the edge of a storm cell is not sufcient. A wide margin should be allowed around all storm cells. Also, storm cells at long range may be displayed at lower than actual intensity. Any storm cell detected at ranges beyond 100 miles will likely be severe enough to require avoidance. Planning for storm avoidance early will allow an efcient ight path and prevent sharp doglegs.

Condence Check.
The radar condence check is performed by displaying ground echoes to ensure the radar is operational. This can be done by selecting the 5NM range and WX function with downward antenna tilt until ground echoes appear on the top of the display. Observe radar antenna radiation hazard areas (gure 2-3).

Allow Sufcient Clearance.

Because severe turbulence can extend up to 20 miles from a storm cell, the avoidance path should not include ight between cells separated by less than 40 miles. Remember, this is 40 miles between outer fringes of adjacent storm areas, not 40 miles between centers.

Weather Check.
To check weather patterns in the airport vicinity, set function selector switch to "WX" and range as desired, normally 25 NM. Then slowly adjust antenna tilt from 0 degrees to +14 degrees and back to 5 to 7 degrees nose up while observing display. If any weather formations are detected during this scan, adjust ANT TILT control to provide best presentation. This will provide information to plan weather avoidance prior to take-off. During level ight, readjust ANT TILT to approximately 0 degrees. Al altitudes above 20,000 feet, a slight down (DN) tilt will be required.

Allow for Wind.

Storm cells will be moving downwind. Also, severe weather is much more likely to occur on, and extend farther from, the downwind edge of a storm. Therefore, the avoidance path should be planned for the upwind edge of a storm. If the avoidance path must be downwind, be sure that wind effect is included in planning.

ENROUTE OPERATION.
The following information will aid in detection and avoid ance of enroute weather.

OPERATION PRIOR TO DEPARTURE.

Prior to departing the airport, the weather radar should be checked for proper operation. Then the weather pattern in the airport vicinity can be checked.

Tilt Control.
Proper management of the ANT TILT control is one of the most important considerations in the operation ofthe weather radar. An improper tilt setting can result in valuable informa tion not being displayed.

WARNING
Before placing function selector switch in "WX", "MAP 1", "MAP 2", or "BCN" posi tion, make sure all personnel are clear of the antenna radiation hazard area (gure 2-3). Avoid directing the beam toward inhabited structures, personnel, or areas where aircraft are being refueled/defueled.

Early Detection.
The following sequence will ensure early detection of enroute weather: I. Upon reaching cruise altitude, place range selector to 300.

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TO 1C-141C-1
2. Adjust ANT TILT control until a solid band of ground targets are displayed. 3. Slowly increase ANT TILT control setting until ground returns just disappear. beam to intersect the ground, thus masking the storm cloud with ground returns. Proper adjustment of the ANT TILT control will assist in target separation.

NOTE
Signicant weather will show at a higher color than ground returns at shallow tilt angles. Weather targets will show as a continuous and regular mass, while mountains will show as rougher masses with gaps behind the peaks. Raising the antenna tilt will cause the weather target to separate from ground returns. The displayed range of the ground returns will in crease as the tilt is raised.

NOTE
This establishes the line-of-sight range to the radar horizon which varies with altitude as shown on the following chart. Additional ad justments of ANT TILT control will be re quired to examine the vertical prole of weath er cells. Adjust ANT TILT control in incre ments of approximately 1/2 degree and wait for one full azimuth scan after each adjust ment. ALTITUDE (FEET)

Target Resolution.
Target resolution denes the ability of a radar set to display two closely spaced targets as separate returns on the indicator scope. Resolution is limited in range by a combination of transmitted pulse width and display range and in azimuth primarily by antenna beam width.

LINE-OF-SIGHT RANGE (NM) 70 100 122 141 158 173 187 200

5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000

Range Resolution.
The radar set transmits a 5.0-microsecond pulse in WX and 0.5-microsecond in MAP. Therefore, the minimum range resolution is 0.4 NM in WX and 0.04 NM in MAP. However, the range resolution of the radar indicator is 1/256 times the display range. Therefore, the combined range resolution is as listed in the following chart. Targets must be separated by at least the range listed to be displayed as two targets. Also, weather cells or bodies of water such as rivers or lakes must be at least that wide for the system to resolve them in range. RESOLUTION DISPLAY RANGE WX 5 25 50 150 300 0.4 0.4 0.4 0.6 1.2 MAP 0.02 0.1 0.2 0.6 1.2

4. If a target is detected at or beyond the line-of-sight range, the chances are good that it is a weather target. 5. Any storm cells detected beyond 75 NM are areas of substantial rainfall; do not wail for full contouring. Plan and execute evasive action quickly to minimize "doglegging."

I CAUTION I
If a complete detour is impractical and penetra tion is required, avoid adjacent cells by at least 20 miles.

Separation of Targets.
One ofthe most difcult tasks when using airborne weather radar is separating weather targets from ground targets. This is especially true because the maximum return from a storm cell occurs when the radiated beam is centered on the rainfall shaft. In many cases, this shaft may be no higher than 5,000 feet and some degree of antenna down tilt will be required to observe the shaft. This down tilt will cause the radiated

Azimuth Resolution.
The antenna beam is 2.9 degrees wide in azimuth. Therefore, targets must be separated by at least this angle to be resolved. The width of the beam in nautical miles is a function of range to the target, as listed in the following chart. Targets separated by less than the beam width (at target distance) will appear as one target on the indicator.

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TARGET RANGE (NM) 5 10 25 50 100 200 300 BEAM WIDTH (NM) 0.25 0.5 1.25 2.5 5.0 10.0 15.0 is encountered before penetration speed can be established, the method below should be used. 4. ATTITUDE. Concentrate on the attitude indicator as the primary control reference. Do not attempt to control attitude by reference to airspeed, altimeter, or vertical veloc ity, since these instruments may give false and misleading information on pitch attitude. Do not attempt to maintain pitch attitude rigidly. For level ight at turbulent air penetra tion speed, the pitch attitude will normally be between zero to two degrees nose up. In a climb, it will obviously be higher, and in a descent, lower. Whatever the nominal value is, attempt to remain within 10 degrees pitch attitude rather than trying to hold an absolutely constant attitude. Allow the aircraft to "ride with the gusts", assisting with elevator inputs as necessary to keep the attitude within this band. Do not attempt to control attitude with stabilizer trim. Avoid unnecessary maneuvering. An increase of bank will increase the stress and the possibility of a stall. 5. ENGINE POWER. Set thrust as required to main tain penetration airspeed and do not vary unless airspeed and altitude variations are large and persistent. 6. AUTOPILOT. The autopilot may be used and, in some cases, is desirable. Altitude hold or Speed On Pitch (SOP) should not be engaged. Do not help the autopilot by applying inputs on the control column because the possi bility of mistrim will be increased. Make as few changes with the autopilot pitch wheel as practical. With a xed pitch control knob position, the autopilot will attempt to maintain a constant attitude, and this is the desired goal. Be alert for inadvertent autopilot disconnects. The yaw damper should be ON.

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TURBULENCE AND THUNDER ST ORMS.

When weather conditions indicate a likelihood of encounter ing turbulence, or when ight through moderate to severe turbulence becomes necessary, the following procedures shall be followed.

WARNING
Flight through thunderstorms, cumulonimbus clouds, or other conditions of extreme turbu lence must be avoided whenever possible. 1 CAUTION j: The CONTINUOUS IGNITION switch shall be "ON" for ight in known or anticipated turbulent air. 1. AIRSPEED. Use 260 KCAS or 0.74 Mach, which ever is lower, when operating above 15,000 feet. Use 230 KCAS to 250 KCAS when operating at or below 15,000 feet. Do not exceed 270 KCAS or 0.825 Mach for operation in severe turbulence. 2. ALTITUDE. The maximum cruise altitude should be one ight level (4,000 feet) below the 300 fpm cruise ceiling for penetrating moderate to severe turbulence.

NOTE
When ying at night in the vicinity of thunder storms, the thunderstorm lights should be turned on to preclude momentary blinding ef fects of lightning.

CAUTION j

NOTE
A reduction in altitude has an appreciable ef fect on improving buffet and controllability margins. Where there is any doubt as to con trollability, altitude reductions greater than 4,000 feet should be carefully considered. 3. TRIM. Trim the airplane to zero stick force for the penetration altitude and airspeed. This trim setting should not be changed once it is set. Retrimming the aircraft to maintain attitude could produce an excessive nose low/high condition that could cause severe pitch changes when oppo site direction vertical drafts are encountered. If turbulence

Under normal conditions, the hydraulic pitch trim actuator cannot be stalled at calibrated air speeds below 300 knots. If difculties are en countered at higher airspeeds, the electric stabi lizer trim system should be used to take advan tage of the increased torque. During recovery from high speed upsets at speeds approaching maximum, a loss of aileron effectiveness will be noted. If this should occur, full aileron throw will provide a positive roll rate. The rudder is an effective roll control de vice at these high speeds and must be properly coordinated to obtain adequate roll response. An increased roll rate will be obtained if full rudder, as well as aileron, is used to recover from large lateral upsets at high speeds. When operating at maximum speeds, positive input

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to the rudder should be used when lateral correc tion is required. This will avoid possible adverse roll created by independent yaw damper opera tion. initial reductions of thrust and pitch to avoid the low-power, high-sink condition which could lead to correction through the glide path from which a recovery cannot be made. Be prepared for a go-around. The following techniques may assist the pilot in coping with wind shear on approach: 1. Be alert for the possible need for additional airspeed or power on nal approach when a decreasing headwind (increasing tailwind) shear is anticipated. 2. If necessary, delay the approach until the shear situa tion has subsided or divert to a suitable alternate. 3. If wind shear is encountered on nal approach, do not hesitate to go-around if the approach prole and airspeed become destabilized and cannot be re-stabilized. 4. When wind shear is encountered, pass this informa tion, including magnitude of airspeed change and altitude encountered, to ATC so that other aircraft may be informed.

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WIND SHEAR.
Severe wind shear conditions occurring at low altitudes are hazardous to aircraft encountering them during nal ap proach and take-off. When an aircraft is ying only slightly above stall speed, a major change in wind velocity can lead to a loss of lift. If the loss is great enough that the power response is inadequate, it results in a high rate of descent. The altitude at which the encounter occurs, the pilot reaction time, and the aircraft response capability determine if the descent can be slowed in time to prevent an accident. The following conditions indicate the possibility of signi cant wind shear and should be considered by the pilot during weather briengs/analyses: 1. Thunderstorms and associated gust fronts. 2. Frontal passage. 3. Temperature inversion. 4. PIREPS.

TAKE-OFF.
If a wind shear or gust front from a thunderstorm/CB is anticipated, it is important to penetrate the shear al a relatively high airspeed. A TRT take-off with a normal climb will be made. A departure route that will provide the most favor able wind condition (generally a headwind) should be used. Delay take-off until shear situation subsides.

APPROACH AND LANDING.

The following types of shear can signicantly affect an ap proach: 1. Decreasing headwind. The power required is higher than normal, vertical velocity is less than planned, and actual ground speed is less than expected ground speed (TAS minus runway headwind component). When the shear is encoun tered, the aircraft reaction is a drop in airspeed and a loss of altitude. The pilot must be ready to add power when indicated airspeed starts to decrease. Once speed and glide path arc regained, however, prompt reduction of thrust is necessary. It will now require less thrust and a greater rate of descent to maintain the proper prole in the decreased headwind. If the initial corrections of increased thrust and pitch are not promptly removed after regaining glide path and airspeed, a long landing at high speed may result. Be prepared for a go-around. 2. Decreasing tailwind. The power required is less than normal, the vertical velocity is more than planned for the approach, and actual ground speed is more than the expected ground speed (TAS plus runway tailwind component). When the shear is encountered, aircraft reaction is an increase in airspeed and a gain in altitude. The pilot's natural reaction to this condition is to lower the nose to regain glide path and reduce thrust to regain airspeed. However, be prepared to raise the nose and add thrust promptly once speed and glide path are regained. It will now require more thrust and a decreased rate of descent to maintain the proper prole in the increased headwind. Be very cautious in making the

MICROBURST.
Microbursts are concentrated downdrafts that can occur any where convective weather conditions exist (thunderstorms, rain showers, virga, etc.). Downdrafts associated with microbursts are typically only a few hundred to 3,000 feet across and usually dissipate within 10-20 minutes. When the vertical winds contact the ground, they may form one or more hori zontal vortex rings. This outow region is usually 6,000 to 12,000 feet across and may extend over 2,000 feet AGL. Evidence of a microburst striking the ground includes rings of blowing dust, ailing trees, strong localized winds or aerodrome windshear alerts. Wind speed and/or direction can vary greatly at either end of the runway. Pilots can request this information from the tower. Traversing the microburst may result in a rapidly decreasing tailwind (performance gain) followed by a rapidly decreasing headwind (performance loss). In areas of convective activity, a signicant performance gain may be a pilot's rst indication of a microburst. If a microburst is inadvertently encountered, resist the initial tendency to decrease pitch attitude to regain airspeed. Maximum power and pitch attitude control are criti cal for controlling ight path. Lower than normal airspeeds and unusual yoke forces may have to be tolerated until the condition can be own through. If approach to stall is indi cated, reduce pitch attitude in small increments to eliminate indications.

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TO 1C-141C-1 clear air if the temperature is near or below freezing and the relative humidity is near saturation. The ice detec tion system may not detect these conditions. The APU is also affected.
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WARNING | Decreasing pitch attitude in an attempt to re gain airspeed during initial shear encounters may prevent a successful recovery.
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I V >CAUTIONA r I 0 Ar\rV\AnAr\AA The CONTINUOUS IGNITION switch shall be "ON" for ight in known or anticipated icing conditions. Ice buildup on the nacelle leading edge or nose cone will have little effect on engine performance unless more than 1/2-inch of ice is allowed to accumulate. These ice buildups present a potential hazard as engine stall will occur and compressor damage may result when the ice is ingested into the engine. ENGINE PRESSURE PROBE ICING. If the engine pressure probe becomes plugged with ice, the EPR will indicate higher than actual. During icing conditions, cross-check all engine instruments and if EPR probe icing is suspected, make primary power setting with Nj RPM. Cross-check with engine operating tem peratures and fuel ow of other engines. PITOT ICING. The aircraft is equipped with a pitot mast and head heat ing element for each pitot system. This system is ad equate to prevent pitot icing in moderate and severe ic ing conditions. If any heating element malfunctions in the pilot's or copilot's pitot system, immediate action should be taken, where practical, to get out of icing conditions. (Refer to Section I and Section III for systems affected by loss of No. 1 and No. 2 CADCS.) Since the pitot tubes supply both pitot and static pressure, all pitot static instruments, CADCS, and the ight data recorder will be affected by pitot icing. NOTE If CADC failure occurs due to pitot system ic ing, turn the related stall prevention system off. STRUCTURAL ICING. Windshield. The "NORMAL" position ofthe windshield heat switches will provide satisfactory anti-icing of the windshield. All ofthe heated portions ofthe windshield will be kept clear of ice. Approximately four inches along the lower portion of the windshield glass is unheated, as is the edge ofthe windshield around the frame. In moderate to heavy icing, these portions ofthe windshield will not be kept clear by the windshield heat in "NORMAL" or in "HIGH." If improved visibility is desired through the lower portion of the windshield, actuation of the rain removal system will clear the complete lower section. Change 1 7-7

ICING AND COLD WEATHER OPERATIONS.

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CDS COOLING FAN COLD WEATHER OP ERATION. If the temperature in the cockpit drops below 15 (5)F, the selected fan automatically turns off. When the fan is automatically turned off, no fan failures are annunci ated. CDS HEAT. The DAMUs and DUs require heat at cabin temperatures below 32F (0C) to stabilize displays. DAMUs and DUs will display when their internal heaters reach operating temperature. TCAS/IFF

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During cold weather operation allow a 2 minute system warmup before placing the MASTER switch in the NORM position. ICING. WARNING Under no circumstances will ights be planned through forecast or known severe icing condi tions to include freezing rain or freezing drizzle. If ight through icing conditions is necessary, the en gine and wing anti-icing systems should be turned on before entering the condition. These are anti-icing sys tems, and they must be used before ice buildup occurs. The empennage de-ice system should be turned on after entering icing conditions.

ENGINE ICING. Engine icing can occur without wing icing. A jet engine operating in an air mass with an ambient temperature that is below 8 C may experience engine icing; this is caused by the temperature drop associated with the re duction in pressure between that of the air mass and the pressure at the rst stages of the compressor. As air is drawn into the engine, moisture condenses into droplets. These droplets, due to their inertia, cannot follow the air around the fan blades and guide vanes. Instead, they strike the metal parts and freeze. This can happen in

TO 1 C-141 C-1 Radome. Since the radome is not de-iced, ight in icing condi tions will allow ice to build up On the radome. If this occurs the radar picture will deteriorate, and must be adjusted to provide a satisfactory picture. Wing. The wing anti-icing system should satisfactorily clear ice from the heated sections within ve minutes with engine power set at cruise or higher. If a section of the wing will not de-ice properly because of a malfunction in that section, increasing speed and/or lowering altitude enough to obtain a total indicated temperature of+10 C or higher will provide enough heat to shed the wing of ice. Ice dissipation by this method will begin within ve minutes. For accumulations up to 1 1/2 inches, as much as 15 minutes may be required. Flexing the wings by applying "g's" will greatly aid this procedure (refer to Section V for limitations). NOTE During three-engine operation if wing anti-ic ing is required, open the wing isolation valve. BEFORE ENTERING THE AIRCRAFT. The ight crew should make a number of checks in ad dition to those in Section II. Check engines for internal ice by checking the bottom section ofthe front stator blades for evidence of ice, and see that the compressor rotates freely. Check pitot tubes, static ports, total temperature probe, and angle of attack vanes for ice. Check that tires are not frozen to the ground. I CAUTION I
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that require the use of de-icing uid (Specication MILA-8243) or heat on the exposed surfaces, the control surfaces shall be visually inspected for evidence of snow or ice accumulations. All accumulations of snow, ice, and frost must be removed from the control surfaces. Do not chip or scrape ice from the surfaces. After comple tion of de-icing, check the control surfaces for freedom of movement. WARNING | Accumulations of snow, ice, and frost must be removed from the control surfaces prior to ight. Snow or ice accumulation can in crease take-off distances and adversely affect climbout performance, stalling speed, and han dling characteristics. In-ight structural damage can result from vibrations induced by unremoved accumulations. If snow is left on the radome it may blow back on the windshield during takeoff, re stricting visibility during this critical period.
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I CAUTION I
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If de-icing uid containing alcohol is used, care should be taken to prevent it from coming in contact with plexiglas or plastic, since it will tend to craze or soften these materials. Check that exposed parts of shock struts and pistons are clear of ice. Check bogie positioners for proper servic ing. Check that landing gear downlock pins can be re moved. If frozen, apply external heat to free pin lock mechanism. ON ENTERING THE AIRCRAFT. If ground heaters are not available, start the APU as soon as possible, and use the aircraft's hearing system to preheat both the ight station and cargo compartment. WARNING Under no circumstances will the aircraft APU or engines be started until all de-icing opera tions are complete. De-icing uid in contact with engine exhaust could cause an extremely dan gerous re situation. NOTE APU starting in cold weather can be accomplished, if the No. 3 hydraulic system accumulators are properly serviced and charged to 3,000 PSI and the battery voltage is 21 volts or better. In ex treme temperatures external power and opera tion of the No. 3 hydraulic system pumps may be required for starting the APU.

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Engine heat on shutdown melts ice accumu lated during ight, and the resulting mois ture will refreeze in the lower sections of the front stator and rotor blades. Attempted en gine start may result in starter failure. If the engine is not free to rotate, external heat must be applied to forward engine sections. Start the engines as soon as possible after the ap plication of heat to remove all moisture be fore refreezing can occur. Remove snow from top of fuselage. Melting snow and ice on top of fuselage may form ice in the vicinity of the pitot heads, static ports, angle of attack vanes, and clear vision windows. Check that aircraft exterior surface is free of ice, snow, and frost. Under conditions of blowing snow or where aircraft has been exposed to unusual freezing conditions

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TO 1 C-141 C-1 BEFORE STARTING ENGINES. The windshield heat control system will not function if the temperature ofthe windshield glass is below -43 C. The COLD START switches must be used to heat the windshield to the normal operating range. Operation of the COLD START switches should be accomplished only while the WINDSHIELD HEAT switches are in "NOR MAL." Touch windshields with bare hand to check that heat is being applied.
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eration with alternate grade fuels in very cold weather is to produce varying intensities of white smoke during engine start and warmup. Below - 12 degrees C (10 degrees F), let en gine warmup at idle for 1 minute or until low oil pressure light extinguishes prior to turn ing on the generator control switch. If OAT is 8 C or below with visible atmospheric mois ture present, the engine anti-icing should be turned on after engines are started.
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f CAUTION | Do not exceed the operating duty cycle of ve seconds on, ten seconds off, when operating the COLD START switches. Just before engine start, when ice or snow is continually accumulating, ice accumulation may be kept to a mini mum by the application of cold concentrated de-icing uid to the previously de-iced surfaces. The cold deicing uid has greater viscosity and will tend to remain longer on the surfaces, affording a longer time period of protection from ice accumulation. Ice may form on the engine inlet guide vanes and fan stages during ground operation. In order to keep this ice buildup to a minimum, engine start should be delayed until the takeoff can be accomplished within approxi mately ten minutes. If the aircraft surfaces are cleared of ice after preight, check spoiler operation.

I CAUTION I

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When ambient temperature is above 10 C (50 F), do not operate engine anti-ice more than 10 seconds. This is to avoid deterioration of rubber compound used in center bay of inlet guide vanes. This does not preclude checking the anti-icing system at temperatures above 10 C for less than 10 seconds. WARMUP AND GROUND TESTS. Inspect instruments for normal operation and monitor wing ap operation.

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STARTING ENGINES. The indicated oil pressure will rise rapidly to the normal operating range and may exceed 55 PSI when starting a cold soaked engine during very cold weather (-40 C). The throttle should remain in "IDLE" until the oil pres sure is within the normal operating range. A sudden loss of oil pressure in cold weather is usually due to a broken line or damaged seal. If oil pressure drops to zero, shut down the engine. NOTE A characteristic of the oil filter differential pressure switch may cause the low-pressure warning light to illuminate at pressures greater than 50 PSI. If the engine has been cold soaked, the low oil pressure light may remain illuminated for two minutes after the oil temperature reaches 40' C at idle RPM. The engineer will moni tor the engine oil pressure closely for proper indications. An additional characteristic during engine op

In cold weather, make sure all instruments have warmed up sufciently to ensure nor mal operations. Check for sluggish instruments during taxiing. In cold weather with an OAT of -40 C or below, aircraft serviced with MIL-PRF-83282 | hydraulic uid have shown ight controls to be sluggish and may require ve to ten min utes of system operation prior to obtaining normal control response. The aircrew will exercise die ight controls with engines running to ensure normal operation prior to departure. | CAUTION 1 When operating the wing aps at low tempera tures, the ap position indicator should be closely observed for positive movement If the aps should stall, immediately place the ap lever in the position shown on the ap indicator to prevent damage to the mechanism. If visible atmospheric moisture is present and the OAT is 8 C or below, die engines should be operated at high thrust setting for 10 seconds every 10 minutes to pre vent ice buildup on the engine inlet components. Sym metrical engines should be advanced slowly to a thrust Change 1 7-9

TO 1 C-141 C-1 setting as high as possible dependent on surface condi tions. If surface conditions preclude advancing engines to at least 70% N2 RPM to eliminate the ice buildup, do not take-off. Shut down the APU as soon as practical after engine start. TAXI. Thrust requirements for initial aircraft movement in low temperature and in snow or slush will be greater than normal. Use thrust as necessary to initiate aircraft move ment and achieve taxi speed. Thrust requirements during taxiing will vary, depending upon surface conditions in low temperatures; that is, whether moving on cleared hard surface, hard packed snow, loose snow in varying depths, or slush. Use throttles and wheel brakes to main tain desired taxi speed. | V CAUTIONW A I 9 U W W W U W Care must be exercised when using thrust re versers during loose snow or ice fog conditions to avoid a reduction of visibility due to the redi rected airow. Nose wheel steering should be used to maintain direc tional control. The outboard engines may be used differ entially as an aid to the nose wheel steering when mak ing turns in uncongested areas. NOTE The nose wheel steering must be used with care or nose wheel skidding will occur on all types of surfaces. This problem is accentuated on sur faces with low RCR readings. Turns must be entered with low taxi speeds and very moderate rates of steering input. Turns can be performed with, a maxitmnn nose wheel deection of 60 degrees; however, the rate of steering input must be moderate and closely monitored to avoid nose wheel skidding. Taxi at reduced speed, and increase interval between aircraft in relation to the RCR ofthe taxi area. Be espe cially careful maneuvering near other aircraft. The exhaust from their engines can cause signicant ice on the ramp. Avoid taxiing in deep snow or slush be cause taxiing will be more difcult and the brakes and gear may freeze after take-off
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control in high crosswinds and in turns may be come marginal. BEFORE TAKE-OFF. The FUEL HEATER switches should be placed ON for one minute prior to take-off whenever the fuel tempera ture is 0 C or below, but should not be used during take-off. TAKE-OFF CONSIDERATIONS. Ice and light coverings of powdery snow have little ef fect on take-off distance. Slush and water can increase ground-run distances signicantly due to the increased rolling resistance. Wet, dense slush sometimes results when packed snow partially melts. This presents the worst take-off condition, primarily because the water is pre vented from draining off the runway surface. Water alone would present the same problem of increased rolling re sistance if it were retained on the surface. Normally the crowned runway design allows water to drain away quickly. Slush, however, is a variable semiiiquid mat stays in place on the runway. Taking off in slush may produce two effects. First is the possibility of the aircraft not attaining rotation speed before running off the end of the runway. Actual data on the specic increases in ground run distances are difcult to establish due to the differ ences in type, density, and depth of slush. WARNING Take-off will not be attempted with over 1/2inch of wet snow, slush and/or water, or 3 inches of dry snow on the runway. When slush or puddles are less man 1/2-inch in depth, take-off distances may increase up to 15 percent. The second effect is possible damage from slush strik ing the aircraft.
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I CAUTION I Slush and water puddles on the runway can cause signicant structural damage to the aircraft, par ticularly at high speeds. TAKE-OFF. WARNING If freezing precipitation is present, a nal visual check of the aircraft/wing surfaces will be made just before take-off (within 5 minutes) by opening the #1 hatch and scanning the top of the wings to determine if the surfaces are still free of ice. Crews will assume the con dition ofthe horizontal stabilizer surfaces is the

I CAUTION |

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Use extreme caution when taxiing on ice cov ered taxiways and runways, since braking ac tion is much less effective on ice. Directional 7-10

TO 1 C-141 C-1
same as the condition of wing ight control surfaces. The hatch will be properly secured immediately after completion of the check. Turn the engine anti-ice on during the Lineup checklist if visible atmospheric moisture is present and the OAT is 8 C or below, if icing conditions are present, or if icing condi tions are anticipated before climb power is set. Wing anti-ice should not be turned on for take-off. Adjust take-off EPR for engine anti-ice as specied in TO 1C-I41B-1-1. Prior to brake release, slowly advance the throttles toward 70% N2 for 10 seconds to shed ice from the engine inlet components. If ice remains visible at inlet guide vanes, do not take-off. If skidding occurs before 70% Ni RPM, release brakes imme diately and begin take-off run. Normal procedures will be used. Initially, maintain directional control with nose wheel steer ing. Nose wheel steering has reduced effectiveness on wet or icy runways. When the rudder becomes effective, it should be used to aid nose wheel steering. Further assistance may be obtained by use of ailerons. If performance permits, consider delaying gear retraction to prevent snow or slush freezing in the wheel wells. Wing anti-ice should be turned on after take-off in icing conditions. If TRT EPR is used for take-off, adjust throttles to maintain 0.045 below take-off EPR. If reduced EPR is used, adjust throttles to maintain take-off EPR. Ice accumulation may be detected early by visual inspection of structural members. If engine anti-ice is not on before entering icing conditions, ice will accumulate on the engine nose dome, nacelle lips, auxiliary air inlet doors, inlet guide vanes, and PT2 probe. When the accumulations exceed 1/2 inch, pieces will break off and enter the engine inlet. This will be accompanied by engine stalls. The engine stall recovery is rapid and, if the thickness of ice is not more than 1/2 inch, no engine damage should occur. For accumulation of ice that exceeds 1/2 inch, manually actuate the engine anti-icing system one engine at a time, and be alert for the engine stall that will occur when the ice sheds and is ingested into the engine. As the engine is de-iced and becomes stabilized, actuate the anti-icing sys tems on the remaining engines in a similar manner. If practi cal, a reduction of thrust on the engine being de-iced is desirable. This will reduce the severity of the engine stall when the ice sheds. If out of icing conditions, structural icing may be dissipated by increasing airspeed until total temperature is +10 C or higher. This should only be accomplished if all engine sur faces (such as engine duct lip and nose dome) are free of all ice. Ice formations will begin to dissipate within 5 minutes with a total temperature of +10 C or higher. Lower total temperatures will require a longer time for ice to dissipate. The rain removal system is very effective for removing ice from the windshield. Therefore, if windshield heat is not adequate, use the rain removal system.

AIRDROP.
CAUTION

ENROUTE.
Operate with the ice detector switch in the MANUAL posi tion. Turn continuous ignition on before turning engine anti-ice on. If icing is anticipated, turn on all anti-ice systems prior to encountering icing conditions. Additionally, during all phases of ight, if the aircraft enters clouds/visible moisture at tem peratures between 8 C and -42 C OAT, turn on all anti-ice systems whether the ice detect system indicates icing condi tions or not. Adjust EPR if NRT or MRT is being used. The wing and engine anti-ice should be turned on prior to entering icing conditions. Adjust EPR if NRT or MRT is being used. Empennage de-ice should be turned on after entering icing conditions.

The petal doors should not be opened in icing conditions. If the petal doors are opened during in-ight icing conditions, inspect closing sur faces for possible ice accumulation prior lo closing. If ice accumulation is noted on the actuator, locking mechanisms, or door mating surfaces, closing of the doors in this condition is at the discretion of the pilot.

DESCENT.
If moderate icing is expected, turn on engine and wing antiice approximately 10,000 feet above the expected icing level. Adjust at least one throttle on each wing to 70% N2 RPM to maintain adequate bleed air for anti-icing. Wing and engine anti-ice and empennage de-ice systems should be turned off after departing icing conditions. To preclude overheating of elements during landing or taxi, wing

f^

7-11

TO 1C-141C-1
anti-ice and empennage de-ice systems should be turned off prior to landing unless icing conditions are expected during the landing. Install engine inlet and exhaust protective covers, pitot tube covers, and air conditioning inlet covers. Close APU door.

LANDING.
Ice formations on the aircraft will increase the stalling speed. If signicant ice accumulations exist, a controllability check should be performed to establish the proper approach speed. Install windshield cover if freezing rain, sleet, or hail is forecast. Remove ice and dirt from shock struts. Remove battery if it is expected to be exposed to temperatures colder than -40 C for 12 hours or more. Cold soaking re duces battery output and prevents satisfactory charging until the battery is warmed. Always store in a warm place. Do not leave aft doors open for extended periods of time. Prior to closing the aft doors, remove any appreciable accu mulation of ice and snow from the ramp surface which would hinder the closing, locking or actuation of the switches.

WARNING
The aircraft should not be landed with ice in excess of 1/2-inch on an outer wing section, because lateral control ofthe aircraft will dete riorate. Check TO 1C-14IB-1-I to ensure that computed landing distance does not exceed runway available. Establish a nor mal approach with strict adherence to correct approach speeds and proper positioning. Always try to land in the center of the runway. This will keep the aircraft on the reported RCR area, eliminate runway crest effect, and allow more positive braking action and nose wheel steering. After touchdown, directional control is maintained primarily with rudder, assisted by aileron, especially on slippery run ways. Follow normal landing procedures. Do not use reverse thrust below 50 knots because loose ice and snow will be blown forward, restricting vision. On runways with reduced RCR, the aircraft will not respond as readily to normal turning forces. Therefore, if large steer ing corrections are necessary, a slower rate of turn should be made to produce the best results.

RAIN AND HYDROPLANING.

RAIN.
Operation in rain presents no problem unless visibility be comes restricted. To ensure unrestricted visibility, turn the rain removal system on.
CAUTION

The windshield rain removal system should be operated only momentarily on a dry wind shield. Failure to observe this caution can re sult in overheat damage.

HYDROPLANING.
When the aircraft lands or takes off on a wet or damp runway, hydroplaning may be encountered. Hydroplaning is a condi tion where the landing gear tire is either partially or totally supported by a thin layer of water or slush covering the runway surface. If hydroplaning occurs, the pilot may have difculty stopping the aircraft and/or maintaining directional control. There are three types of hydroplaning: dynamic, viscous, and reverted rubber. Dynamic hydroplaning will occur at high ground speeds and water depths as small as 0.10 inch. Given the necessary speed, tire pressure, and water depth, hydroplaning will occur and continue until aircraft speed is reduced to a point that the water pressure between the tire and runway no longer equals the tire pressure. At this point, tire spin up will begin and traction will increase. For viscous hydroplaning to occur, a much thinner water lm (0.03 inch) will cause viscous hydroplaning to occur

ENGINE SHUTDOWN.
Use normal procedures. If possible, park the aircraft so that towing will not be necessary, because towing the aircraft at gross weights above 200,000 pounds is extremely difcult on snow-packed parking areas.

POSTFLIGHT.
Chock wheels and release parking brake. If moisture has entered the brake assemblies, releasing the parking brake prevents the brakes from freezing in position. Service toilet facilities. Remove all water, coffee, and other liquids which might freeze.

7-12

TO 1 C-141 C-1
on smooth runway surfaces at speeds lower than those in the dynamic situation. This type of hydroplaning may perpet uate itself at low speeds if the thin water layer is not broken by an irregular surface. In this type of hydroplaning also, there is very little the pilot can do except try to maintain directional control and decelerate with aerodynamic surfaces until the airplane has slowed to a point where traction returns. The third type, reverted rubber, is very much like a dry skid and can occur on a damp runway with no visible standing water. Reverted rubber hydroplaning is caused by the tremen dous heat from over braking; the tire rubber changes proper ties and closes the tire grooves, trapping the moisture under the tire, and reducing the contact with the pavement. Howev er, proper braking procedures can essentially prevent this type of hydroplaning.
AUTION | %***v

The DUs and DAMUs are specied to work up to 131 F. If cooling air is dis rupted and the unit's operating temperature exceeds 131 F, they are subject to fail.

STARTING ENGINES.
Use normal starting procedures. Expect the engines to accel erate to idle more slowly than on a normal or cold day because the air is less dense.

TAXIING.
Use the brakes as little as possible during taxiing since brake cooling is retarded by high ambient temperatures. Keep suf cient distance between aircraft to prevent sand and dust from blowing into the engines.

HOT WEATHER AND DESERT OPERATIONS.

High temperatures, alone or coupled with high humidity or blowing sand and dust, will complicate normal operations. Proper protection and inspection of the aircraft while it is on the ground, and observance of the precautions covered in this section will assure you of the most successful opera tion. Examine TO IC-141B-1-1 critically to determine the adverse effects of high temperature on aircraft performance.

TAKE-OFF.
Strict adherence to recommended take-off and climbout speeds is necessary during extreme high temperature opera tions because aircraft performance decreases as temperature increases. Take-off distances can increase signicantly.

BEFORE ENTERING THE AIRCRAFT.

Cool the pressurized compartment with a portable air condi tioner if one is available. Inspect more closely tires and shock struts for proper ination and accumulators for proper air charge. Be alert for hydraulic leaks. Clean dust and sand from struts and other hydraulic pistons and from limit switches. Inspect hatch and door seals for deformation and damage due to high temperatures. Remove all protective covers and dust plugs. Be sure that the aircraft is positioned to avoid sandblasting other equipment during start.

CLIMB.
Use the normal climb procedure.

NOTE
Temperatures above standard day conditions will decrease overall aircraft performance. Rate of climb will decrease while climb time, climb fuel, and climb range increase.

AFTER ENTERING THE AIRCRAFT.

Check instruments and electrical equipment for excessive moisture due to high humidity. If operating in a dusty loca tion, check for accumulated dust at conlrol, instrument, and electronic equipment areas inside the aircraft. Avoid ying through dust or sand storms. To determine the effects of temperature on range and endurance, refer to TO 1C-141B-1-1.

DURING FLIGHT.

APPROACH AND LANDING.

During extremely high temperatures, anticipate longer ground rolls. Use care during braking operations to avoid overheating the brakes.

CDS COOLING FAN HOT WEATHER OPERATION.

When the cockpit temperature is above 30 (5)F, the se lected fan provides cooling air to the DAMUs and DUs. If the fan fails, CDS AIR FAIL annunciates on the SFD and the MASTER CAUTION indicator illuminates. The CDS COOLING FAN switch must be manually set to the other fan and the MASTER CAUTION reset.

CAUTION

Check maximum tire speeds for high tempera ture and/or high pressure altitudes.

7-13

TO 1C-141C-1 ENGINE SHUTDOWN.

Use normal procedures. Install wheel chocks as soon as pos sible and release the parking brakes to aid in brake cooling. After maximum performance landings or excessive braking, personnel should stay clear of the main landing gear areas as much as possible until the brakes have cooled.

NIGHT FLYING.
Lights should be as dim as possible so the crew member's ability to see at night will not be greatly affected. Before take-off, turn off all unnecessary interior lights, and turn landing lights on. After take-off, the lights will be used as the aircraft commander directs. The leading edge lights may be used to inspect wings and engine inlets. If a night landing is to be made after ight in icing conditions, the landing lights can be turned on early in the nal approach to de-ice themselves. Landing and taxi lights will be used as the aircraft commander directs.

BEFORE LEAVING THE AIRCRAFT.

Have all protective plugs and covers installed. Except in dusty or rainy weather, leave all doors and side hatches open for ventilation.

NOTE
In dusty locations, if it is necessary to leave hatches or doors opened, all equipment inside the aircraft should be protected with dustproof covers where possible to keep out blowing dust and sand.

MAT COVERED RUNWAY OPERATIONS.

Type AM-2, XM-18B, XM-18C, and XM-19 mats are coated with a medium to medium dark olive drab anti-skid surface. Runways, when covered with the mats offer very little con trast with the surrounding terrain during night operation. When standard tactical assault aireld lighting is employed, adequate runway illumination is provided.

7-14

TO 1C-141C-1

WEATHER RADAR DISPLAY, NAV'S POSITION

(If Installed, Aircraft Modied by TCTO 520)

TEST PATTERN

WX MODE

0^~^

GROUND MAPPING

AIR-TO-AIR MAPPING

(P*
BEACON MODE

Figure 7-1.

EXPANDED RANGE
141B-1-XC/D-700

Change 1 7-15

TO 1C-141C-1

MFD DISPLAYS (TYPICAL)

36060701

POWER UP DEFAULT

D8082801

NAV (WITH TCAS/TAWS)

Figure 7-2. MFD Displays (Typical) (Sheet 1 of 4)

7-16 Change 1

TO 1 C-141 C-1

D8080901

RADAR MAP 1

3606100*

RADAR MAP 2

Figure 7-2. MFD Displays (Typical) (Sheet 2 of 4)

Change 1 7-17

TO 1C-141C-1

D8081101

RADAR

D8081201

MARK

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Figure 7-2. MFD Displays (Typical) (Sheet 3 of 4)

7-18 Change 1

TO 1 C-141 C-1

08081301

TEST MODE

,-2 / " ^
TCAS

c<aoauai

F/garc 7-2. MFD Displays (Typical) (Sheet 4 of 4) Change 1 7-19/(7-20 blank)