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switch ON.
2.14.10.3 in-flight Refueling Controls. Regardless
of fuel managemenpt anel switch positioning,a t low-fuel
statest he initial resupplyo f tire1i s dischargedin to the let?
and right box-beamt anks.T he split reiirelings ystemt o the
left and right engine feed group provides for a relatively
balancedc g conditiond uringr efueling.S electivem tireling
of the fuselageo r all fuel tanksi s providedo n theR EFUEL
PROBE switch with the probe extendedI.n FUSiEXTD,
ORIGINAL 2.58
NAVAIR 01.Fl4AAD.1
normal fuel transfera nd feed is unaltered,T his position
is used for pm&e plug-ins, tiazelage*niy refueling, or
return flight with a damaged wing tank. The
ALL/EXTD position shuts off wing and external drop
tank transfer to permit the refueling of all tanks.
2.14.11 Hot Refueling. Hotrefuelingcanbeaccomplished
with the refueling probe extended or retracted.
If the probe is extended, control of the tanks to be refueled
is accomplished in the same manner as during inflight
refueling. If the probe is not extended, select
WING/EXT TRANS switch to OFF to refuel all tanks.
Select ORIDE to refuel the fuselage only.
2.14.12 Automatic Fuel Electrical Controls
2.14.12.1 Automatic Low-Level Wing Transfer
Shutoff. Athermistor is locatedatthelowpoint ineach
wing cell. When both areu ncovered,a discretee lectrical
signal is generated, and through a control, the wing
motive flow shutoff valve is energized and closes, terminating
ail wing transfer. If either or both thermistors
are again submerged,w ing transferr esumes.
Failure of this override system could result in a wing
transfer failure. Selection of WING/EXT TRANS
switch to ORIDE removes all power from the wing
motive flow shutoff valve, permitting it to open.
2.14.12.2 Automatic Fuel Low-Level Override.
Under normal operating conditions, the forward and
right fuselage tank complex is isolated from the aft and
left tank. This is necessary for proper longitudinal cg
control and battle damage conditions. However, as fuel
depletion progresses to the point of sump tank only
remaining, it becomes mandatory that the tanks be connected
to maintain an equal balance. To accomplish this,
two thermistors are located at the low points in ceil Nos.
2 and 5, and when either is uncovered (approximately
1,700 to 2,000 pounds per side) the following operations
are electrically performed.
1. Sump tank interconnect valve is opened.
2. Motive flow isolation valve is opened.
3. Box-beam vent valves are opened.
4. Engine crossfeed valve is opened.
5. WING/EXT TRANS switch is energized to move
from OFF to AUTO. This signal is maintained for
5 seconds.
6. Defuel transfer selector valves are opened.
1 WARNING 1
Uncovering either thermistor in cell No. 2 or
5 will only move the WING/EXT TRANS
switch from OFF to AUTO but, under no
circumstances,w ill it override a wing transfer
failure.
2.15 ELECTRICAL POWER SUPPLY SYSTEM
In normal operation, ac power is supplied by the engine-
driven generators. This ac power is converted by
two transformer-rectifiers (T/R) into dc power (refer to
FO-8). One generator is capable of assuming the full ac
power load and one T/R is capable of assuming the full
dc power load. Additionally, a hydraulically driven
emergency generator provides an independent backup
supply of both ac and dc power for electrical operation
of essential buses. Ground operation of ail electrically
powered equipment is provided through the supply of
external ac power to the aircraft. Switching between
power supply systems is automatically accomplished
without pilot action; however, sufficient control is provided
for the flightcrew to selectively isolate power
sources and distribution in emergency situations. See
Figure 2-37 for a functional description of the control
switches. Ail electrical circuits are protected by circuit
breakers accessible in flight to the pilot and RIO.
2.151 Normal Electrical Operation
2.15.1.1 Main Generators. Twoengine-driven,oilcooled,
IDGs produce the normal 115-volt, 400 Hz,
three-phasea c electricalp ower.T he normal ratedo utput
of eachg eneratori s 75 kVA. Each main ac generatoris
controlled by a separate switch on the pilot MASTER
GEN control panel. Indication of a main power supply
malfunction is provided by a L GEN and R GEN caution
light. The IDG oil system is used for cooling as well as
lubricating the IDG. The oil is normally cooled by the
IDG air/oil cooler and returned to the constant speed
drive for recirculation. When AB is used, additional
　
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