protrudes out from the wing and contains a heating
element. The vent line at the nacelle contains an inline
Engine Oil-to-Fuel Heat Exchanger. An K
engine oil-to-fuel heat exchanger, located on each engine
accessory case, operates continuously and automatically
to heat the fuel delivered to the engine sufficiently to
prevent the freezing of any water which it might contain.
The temperature of the delivered fuel is thermostatically
regulated to remain between 21°C and 32°C.
2-35. FUEL SYSTEM MANAGEMENT.
Fuel Transfer System. When the auxiliary tanks
are filled, they will be used first. During transfer of
auxiliary fuel, which is automatically controlled, the
nacelle tanks are maintained full. A check valve in the
gravity feed line from the outboard wing prevents reverse
fuel flow. Normal gravity transfer of the main wing fuel
into the nacelle tanks will begin when auxiliary fuel is
exhausted. The system will gravity feed fuel only to its
respective nacelle tank, i.e. left or right (fig. 2-16). Fuel
will not gravity feed through the crossfeed system.
Operation With Failed Engine-Driven Boost Pump
or Standby Pump. Two pumps in each fuel system
provide inlet head pressure to the engine-driven primary
high-pressure fuel pump. If crossfeed is used, a third
pump, the standby fuel pump from the opposite system,
will supply the required pressure. Operation under this
condition will result in an unbalanced fuel load as fuel
from one system will be supplied to both engines while all
fuel from the system with the failed engine driven and
standby boost pumps will remain unused. A triple failure,
which is highly unlikely, would result in the engine driven
primary pump operating without inlet head pressure.
Should this situation occur, the affected engine can
continue to operate from its own fuel supply on its engine-
driven primary high-pressure fuel pump.
2-36. FERRY FUEL SYSTEM.
Provisions are installed for connection to long range
Section V. FLIGHT CONTROLS
The aircraft's primary flight control systems consist
of conventional rudder, elevator and aileron control
surfaces. These surfaces are manually operated from the
cockpit through mechanical linkage using a control wheel
for the ailerons and elevators, and adjustable rudder/
brake pedals for the rudder. Both the pilot and copilot
have flight controls. Trim control for the rudder, elevator
and ailerons is accomplished through a manually actuated
cable-drum system for each set of control surfaces. The
autopilot has provisions for controlling the position of the
ailerons, elevators, and rudder. Chapter 3 describes the
operation of the autopilot system.
2-38. CONTROL WHEELS
Elevator and aileron control surfaces are operated
by manually actuating either the pilot's or copilot's control
wheel. Switches are installed in the outboard grip of each
wheel to operate the elevator trim tabs. A microphone
switch, a chaff dispense switch, and an autopilot/yaw
damp/ electric trim disconnect switch are also installed in
the outboard grip of each wheel. A transponder ident
switch is installed on top of the inboard grip of each
control wheel. These control wheels (fig. 2-18) are
installed on each side of the instrument subpanel. A
manually wound 8-day clock is installed in the center of
the pilot's control wheel, and a digital electric clock is
installed in the center of the copilot's control wheel. A
map light switch, and a pitch synchronization and control
wheel steering switch are mounted adjacent to the clock
in each control wheel.
2-39. RUDDER SYSTEM.
Rudder Pedals. Aircraft rudder control and nose
wheel steering is accomplished by actuation of the rudder
pedals from either pilot's or copilot's station (fig. 2-7).
The rudder pedals may be individually adjusted in either a
forward or aft position to provide adequate leg room for
the pilot and copilot. Adjustment is accomplished by
depressing the lever alongside the rudder pedal arm and
moving the pedal forward or aft until the locking pin
engages in the selected position.