Spreadsheet: 844938d1696529567-priority-task-list-book3
Sheet: Top 20

Priority | Task |  | Rank | Item
1 |  |  | 1 | Item 1 | 10 |  | VLOOKUP(LARGE($G$2:$G$11,12-ROW()),$G$2:$H$11,2,)
2 |  |  | 2 | Item 2 | 11
3 |  |  | 3 | Item 3 | 12
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11 |  |  | 11 | Item 11 | 20
12 |  |  | 12 | Item 12 | 21
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17 |  |  | 17 | Item 17 | 26
18 |  |  | 18 | Item 18 | 27
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20 |  |  | 20 | Item 20 | 29
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 |  |  | 5.7 | Item 24 | 33
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 |  |  | 0.5 | Empty .5 | 36
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1 | 1039 | Add Programmable RCR Function (add FICON) | 2009-06-30 00:00:00 | Runway Condition Reading (RCR) values affecting takeoff and landing performance cannot be programmed; selection of a runway contaminant assigns a pre-defined coefficient of friction (with its corresponding RCR value) which is not displayed on the IOS to the instructor; and operational tests indicate the coefficients of friction may be assigned to the wrong contaminants (e.g., aircraft stopping distance is greater for “Patchy Wet” than the “Wet” contaminant; the reverse should occur).  Thus, calculated/expected aircraft performance differs from simulator performance because instructor-provided setup conditions differ from host software parameters.  Additionally, the limited number of RCR values associated with the small number of visual contaminants does not account for all environmental conditions that may be encountered operationally.
2 | 1107 | Custom Penetration and Approach Re-sets | 2011-09-16 00:00:00 | Current Penetration and Approach Initial Condition (IC) re-set positions are identical for all modeled airfields; positions are based upon fixed distance from runway and a fixed altitude above the landing runway’s elevation.  The aircraft’s location, heading, etc. does not correlate to an initial approach fix for any published instrument approach procedure (IAP) at the airfield; approach resets at locations with high terrain around the airfield result in the aircraft being positioned below minimum safe altitudes such that terrain is in the path of the aircraft on a final approach.
3 | 1182 | RC-135 [NAME] | 2013-11-26 00:00:00 | The OFT structure does not simulate the elongated nose radome of RC-135 aircraft.  In the aircraft, the elongated radome reduces the pilots’ downward vision and is in view during landing, creating runway alignment cues not seen in other -135 aircraft.
4 | 1191 | LN120 1553 DATA Pages | 2014-08-24 00:00:00 | The 1553 DATA pages on the LN-120 Control Mode Unit (CMU) do not function like the aircraft (Test Discrepancies #8 & #34 for Project #1140). The USING mnemonic (with arrow) will alternate between the A and B bus. Default status will be “PASS” unless equipment is OFF or a malfunction for the monitored unit would result in 1553 Data Bus failure (status then displayed as “FAIL”). In SHOW BASIC mode the 1553 DATA PAGE shows the real time challenge and response data for the bus and components. .
5 | 1193 | Automatic Pressure Control Failure | 2014-09-04 00:00:00 | Automatic Pressure Control Failure malfunction effects are inconsistent and do not provide desired cabin pressure indications for training.
6 | 1247 | APC TOGA Indications During Touch & Go Landings | 2016-06-28 00:00:00 | When the airplane touches down during Touch and Go landings, the Flight Director [NAME] (FDD) should display the last selected TO mode (e.g., TO MAX) and the command bars should move to wings level and zero pitch.  Currently, the FDD continues to display the mode in use and the command bars are removed from view until the outboard yoke switch is pressed; then, the FDD displays TO MAX and the command bars move up to the rotation command.
7 | 1262 | [NAME] | 2016-09-28 00:00:00 | There are currently no malfunctions to train asymmetric flap conditions that result in rolling moments.
8 | 1264 | [NAME] | 2016-09-29 00:00:00 | [NAME] does not perform IAW its malfunction description; when the malf is activated, pilot’s instruments lose attitude and heading info.
9 | 1291 | Autopilot Pitch Servo Motor Oscillations | 2018-04-24 00:00:00 | Violent up/down pitch oscillations (3-4 Hz rate) were experienced in the aircraft due to a broken wire in the autopilot elevator servo motor’s tachometer velocity feedback loop.  A new malfunction is needed to train recognition of this abnormal system operation.
10 | 1309 | [NAME] | 2020-01-23 00:00:00 | OFT 4 BL-C GAT TD #126.  When operating in battery power only conditions, the JFS Battery should power Hot Battery Bus if both JFS and MAIN batteries are disengaged; JFS Disengage function should only disengage the JFS Battery from the JFS Starter.  When the Main Battery is disengaged, the Aux Tie Relay is energized (if [NAME] is not dead), connecting the JFS Battery to the Hot Battery Bus and Battery Bus.  When the JFS Battery is disengaged, the JFS Tie Relay will be energized disconnecting the JFS Battery and connecting the Main Battery to the JFS Starter. If the Main Batt is disengaged and the Battery Power Switch positioned to EMER, the JFS Battery will also power the Switched DC Bus/Aux Switched DC Bus
11 | 1313 | Autopilot 26 VAC Synchro Oscillations | 2020-02-03 00:00:00 | OFT 2 BL-A3 GAT TD #37. When all BTBs are tripped, if autopilot is engaged, lateral yoke oscillations were occur because the 26VAC synchro input to the autopilot is slightly different from the autopilot's synchro value. The OFTs do not simulate this cue.
12 | 1316 | Aircraft On Jacks | 2020-02-11 00:00:00 | The IOS Ground Services Aircraft On Jacks function is executed in the IOS code and should be done in the [NAME] code.  When Aircraft On Jacks is selected, the aircraft is lifted 4 feet above the ground; and when it’s released, the aircraft is pushed 4 feet down, irrespective of actual terrain height.  Because the IOS does not know what the actual terrain height is, the aircraft could be dropped several feet or pushed underground.  Both situations may create unusual attitudes or crash conditions.  The Aircraft On Jacks is primarily a modification test function.
13 | 1317 | [NAME] | 2020-02-20 00:00:00 | The IOS Environmental Weather [NAME] are not aligned with the Categorical Outlooks defined by the Airman’s Information Manual (AIM).  Further, the 25000 RVR default actually exceeds the variable input limitation of 10000.  The Lower Cloud Layer Cloud Bottoms references the field elevation, not ground level.  Note:  [NAME] bottoms elevation also adjust with Pressure Altitude changes on the Environmental page.
14 | 1320 | LN-120 Stellar Updates In Obscured Conditions | 2020-02-20 00:00:00 | Stellar updates of the LN-120 should not be possible during obscured sky conditions.  When monitoring [NAME] on the CMU Stellar page the Stellar Mode will display the Stellar Sequencing Modes (Slew, Auto Bias, Scan, Presence, Search, Nulling, Tracking, [NAME], or Reject) when star tracking is active.  This will continue until there are three Stellar updates or four rejects.  The SIRU will then stop stellar to perform gyro biasing.  During the gyro biasing if GPS is available and selected on the INIT page GPS UPDATE will be displayed in lieu of the Stellar sequence modes.  If GPS is not available or is deselected on the INIT page GYRO BIAS will be displayed instead of Stellar modes.   At the end of [NAME] (approximately 8-12 minutes) Stellar tracking will resume.  This cycle will repeat throughout the entire Nav run.
15 | 1322 | Emergency Lights | 2020-02-26 00:00:00 | OFT 4 BL-C GAT TD #121.  EMER LIGHTS power indication was 28V w/Battery-only power available.  EMER LIGHTS receive power from the Hot Battery Bus (Circuit Breaker H3).  Without external power connected to the aircraft, the Main Battery or the JFS Battery power the EMER LIGHTS and the maximum battery voltage is 24V.
16 | 1326 | LED Landing Lights | 2020-06-15 00:00:00 | The incandescent taxi and landing lights on RC-135V/W aircraft have been replaced with LED lights.  The lighting effects are similar but not identical and require visual system Image Generator (IG) tuning to match aircraft.
17 | 1330 | Fuel Transfer Deficiencies | 2020-06-29 00:00:00 | (1) Fuel transfer between Forward Body and Aft Body tanks should be possible with the Manifold Valves (MANF V) switch on the Air Refueling Control panel set to FLT (Flight).  (2) Gravity fuel transfer from one main tank to another is not possible. (3) On the ground, gravity drain from the Center Wing (CTW) Tank will stop when the CTW fuel quantity is 14,000 lbs.
18 | 1334 | Functional Oxygen Regulators | 2021-01-20 00:00:00 | The oxygen regulators at each crew position are nonfunctional aircraft equipment currently used for procedural training only.  The oxygen supply hoses in the OFTs terminate inside the kydex panels and do not have any measures to prevent dust or other debris from being inhaled if used by the aircrew.  When connected to Quick-Dons or Aircrew Eye Respiratory Protection (AERP) equipment, the absence of positive airflow through the supply hoses makes breathing difficult and causes the masks to quickly fog up.
19 | 1335 | Simulator Operations Quality Assurance (SOQA) | 2021-02-22 00:00:00 | Crew debrief and performance measurement is verbal-only, conducted by the instructor operator.  The process relies on the instructor observing and noting undesirable performance results, and communicating effective corrective actions that result in improved performance.  Trend analyses are not possible as training data is not captured.  SOQA system captures and stores simulator flight maneuvers, and flight deck audio and video data for a variety of training purposes (e.g., standardization, mission debrief, syllabus analysis, safety trend analysis, training videos, etc.). SOQA requries facility, infrastructure and simulator modifications.
20 | 1336 | Collimated Eyebrow Window Displays | 2021-03-05 00:00:00 | Current eyebrow window displays are not collimated images--objects in view shift with head movement and scene image limited by display's mechanical edge.  Scene content is not collimated, nor to scale with front window displays.
21 | 1337 | Cockpit Ambient Lighting | 2021-03-05 00:00:00 | While flying in daytime visual conditions, cockpit instrument panel lighting must be used to read instruments and controls; in the aircraft, no lighting is needed as ambient light through the windows is sufficient.
22 | 1338 | MITO/BUGGY RIDE Training | 2021-01-20 00:00:00 | BUGGY RIDE is the emergency launch of multiple aircraft to ensure survival of aircraft during actual or potential disasters.  The OFTs currently do not have the capability to realistically train BUGGY RIDE procedures.
23 | 1339 | Multiple Tanker Cells | 2021-01-29 00:00:00 | Operational taskings require rendezvous and air refueling with multi-tanker formations; currently, there is no training capability in the OFTs for this task.
2.5 | 1346 | Aero Model Deficiencies | 2021-05-13 00:00:00 | A complete re-work of the RC-135 OFT aero modeling was concluded in June 2017. A number of unresolved issues/bugs require correction. Aerial Refueling Aircraft Simulator Qualification (ARASQ) and Qualification Test Guide (QTG) automated fidelity tests fail to run, terminate early or fail to match aircraft flight test data. All 14 CFR Part 60 required QTG documentation was not provided. Excessive pitch oscillations occur during braking with “Patchy Snow” runway contaminant. Pitch up motion and visual cue occur when nose tire burst malfunctions are selected. Twice as much pre-aero mod force is required to burst tires in a hard landing scenario. System crash when entering the basic weight 168982 on the RC-135 Setup page. After lowering the nose to the runway and applying brakes, the eyepoint height above the runway appears low, like the strut(s) is(are) fully compressed and remains compressed until brakes are released. Engine and Airframe Icing (General [NAME]) modeling not provided. During ground operations w/wind (in the chocks), rudder deflection (boost off) was not indicated by rudder pedals. Fuel Flow indications at start (no “bouncing”). [NAME] characteristics are not observed prior to entering a high speed dive from which recovery is not possible. Recovery from high speed dives beyond placard speeds is ineffective and simulator enters uncontrolled nose-down attitude.
25 | 1347 | Incorrect Radio Altimeter Indications During Landing Flare | 2021-05-18 00:00:00 | The radio altimeter 1 & 2 analog outputs to the EFIS are out of calibration. Altitude callouts based on the radio altimeter arrive early (10 feet is called out closer to 15-20 feet) causing crews to flare early.
26 | 1349 | ARR Hydraulic Functionality Errors | 2021-06-02 00:00:00 | OFT 2 and 3 emulate V-model Air Refueling Receiver (ARR) system logic; Alternate ARR hydraulic pressure is supplied by the Left Hydraulic (LH) system via the Landing Gear UP lines, and can be crossed over to the Right Hydraulic (RH) system.  OFT 4 and 5 emulate W-model aircraft; the Alternate ARR hydraulic pressure is supplied directly by the Left Hydraulic system (Landing Gear UP is not required) and cannot be crossed over to the RH system.  Additionally, hydraulic pressure for toggle actuation is provided via the Normal or Alternate Slipway Door Control valves; if the Slipway Doors can be opened and closed, Manual Toggle Latch operations should be possible.  Currently, in OFT 2 and 3, if the Left Hydraulic system is depressurized, and the crossover valve is positioned to RH, the SLIPWAY DOORS ALT switch can open and close the slipway doors, but the Manual Toggle Latch switch does not latch or release the toggles.
27 | 1351 | Throttle Cable Malfunctions | 2021-06-30 00:00:00 | The “Throttle Linkage Fail Eng X” malfunctions do not accurately simulate throttle cable failure effects, nor include AT effects. The aircraft throttle system consists of 8 cables (one to advance and one to retard each engine) that are routed from the control stand through Autothrottle clutch assemblies.  The AT clutch assemblies allow for manual throttle control but remain in constant contact for immediate and seamless transition to automated servo control.  Additionally, the AT clutch pack creates the friction that prevents uncommanded throttle movements.  If throttle friction is nil, a fully functioning MEC will drive the engine to full throttle.
28 | 1353 | NCU Simulation Defects | 2021-07-14 00:00:00 | The Flight Management System’s (FMS) Navigation Computer Unit (NCU) 1102.0 sim mode implementation has code flaws that impact training negatively.  (1) FMS winds on Flight Freeze:  Selecting an Approach Initial Condition (IC) reset after touchdown results in FMS winds and Primary Flight Display (PFD) wind arrow indications to swing to 180 degrees from heading and increase to the ownship’s indicated airspeed; after flight is resumed, wind values slowly decrease.  (2) Timing (UTC):  The universal time displayed by the FMS does not match host timing, and does not increment consistently (i.e., slows up and slows down during a mission).  Host timing controls tanker rendezvous functions and LN-120 time displays, and the disparity negatively affects rendezvous and navigation tasks.  Additionally, the NCU’s Satellite Based Augmentation System (SBAS) GPS timing program does not effectively account for simulation freezes and position slewing.  (3) SBAS position validity:  The SBAS position does not go valid/provide required navigation performance in a timely manner following repositions.  RNAV approaches cannot be accomplished while the SBAS position is invalid.
29 | 1358 | Image Generator Upgrade | 2021-07-20 00:00:00 | [NAME] is the Image Generator (IG) operating system; OFT 2 & 3 IGs use the older Raster XT3 version and OFT 4 & 5 IGs use [NAME]  All OFTs use the same visual model databases, but variations in the operating systems create visual model discrepancies and deter from TSSC support of all training devices.  The newer operating systems have features that enhance training but cannot be implemented by any of the OFTs ([NAME] was degraded to be backwards compatible with XT3).  All OFTs should operate with common operating systems.
30 | 1359 | [NAME] | 2021-07-20 00:00:00 | The conduct of realistic Emergency Procedures (EP) training is of huge benefit when considering the ability of flight deck personnel to react effectively in an emergency. In the simulator environment these drills can be conducted with no negative real-world safety implications. The risk of fire, smoke, and fumes in the RC135 aircraft is a known concern. Training flight deck personnel to deal with simulated realistic smoke in the cockpit would go some way to mitigating this risk.
31 | 1363 | Flight Crew Cooling Fans | 2021-08-06 00:00:00 | In the aircraft, cooling fans are installed for the flight crew.  The OFTs are not equipped with fans.
32 | 1364 | Wireless IOS Tablet PC Replacement | 2021-08-09 00:00:00 | The IOS Tablet PC provides the instructor with wireless access to the IOS, allowing the instructor to operate the IOS while occupying one of the pilot’s seats.  OFT 4 and 5 were not equipped with this capability.  OFT 2 and 3’s current tablet PC is large and heavy, and touch screen performance is slow or intermittent.  OFT 2’s tablet PC has a damaged display.
33 | 1372 | Low Oil Pressure Malfunction - High Oil Temperature Indication | 2021-10-19 00:00:00 | OFT 3 Alpha-3/RIU/Controls GAT TD #38. The Low Oil Pressure malfunction simulates engine oil system starvation. Oil temperature indications remain normal for the engine until seizure/shutdown. Loss of oil should eventually result in increasing oil temperatures
34 | 1373 | Uncommanded Starter Valve Open Inflight Malfunction | 2021-10-25 00:00:00 | OFT 3 Alpha-3/RIU/Controls GAT TD #44. Malfunction is suppose to simulate circuitry issue that allows 28V DC to open starter valve. Valve should remain open until bleed air reduced to 8 psig (valve begins to open at 8 psig and is fully open at 13 psig and above. [1C-135-2-4-1-1-, 2.4.1]). Current function only requires retarding throttle to IDLE.
35 | 1375 | Engine Start Windup Aural Cue | 2021-10-26 00:00:00 | OFT 3 Alpha-3/RIU/Controls modification GAT TD #41. Turbine Fail Eng X malf. Engine start windup sound cue was heard when malf cleared (but, engine was only inflight windmilling). This aural cue should only be heard on the ground when start is initiated.
36 | 1376 | Aux Heat Control Panel Power | 2021-10-26 00:00:00 | OFT 3 Alpha-3/RIU/Controls GAT TD #58. Power sources for Aux Heat Control Panel indicators and controls are incorrect. Duct and Cabin Temp indicators, the Overheat indicator, and the valve position indicator should be on TR Bus 1. TR Bus 2 powers the valve position control and the OVERHEAT RELAY--if TR Bus 2 de-energized, you would get the OVERHT light, but the valve would not close.
37 | 1379 | Generator Will Not Parallel Malfs | 2021-11-09 00:00:00 | Generator Will Not [NAME] do not realistically function. Paralleling control is a GCU system function, and this malfunction would manifest itself when attempting to autoparallel with another generator. The malfunction indications should be the GCB tripping open when attempting to parallel (e.g., if generator 1 is powering the synch bus, and is the malfunctioning generator, GCB 1 would trip off after connecting generator 2 or 3 to the synch bus)
38 | 1384 | Text-To-Speech Voice Communications | 2022-08-19 00:00:00 | Text-To-Speech (TTS) licenses were procured for the aural system to provide instructors with flexible and expanded communication capabilities not provided with the Simulated Environment for Realistic ATC (SERA) modification. To the maximum extent feasible, TTS communications will be realistic and require minimum instructor workload to inject during training. TTS will include Air Refueling, ATC, Recon Area (RA) and Command and Control (C2), voice comms.
39 | 1393 | Storms on the IOS, Visual, and Radar Systems | 2023-04-04 00:00:00 | IOS Storm Front images do not correlate with radar display images. Storm cell depictions on radar display are difficult to identify with Storm Intensity 1 programmed. Storm positions differ 5-12 NM between the radar and IOS. If storm Growth Rate programmed to increase, the storm size appears to increase on the IOS but on the Visual System the storm size decreases and vice versa. (Note: Reducing [NAME] fog distance in visual code decreases positional error but increases random “holes” in the middle of storms).
40 | 1395 | Main Gear Alternate Extension Functionality | 2023-04-11 00:00:00 | While performing alternate main gear extension procedures, the manual crank must be held in the 3 turns ccw position for 6-8 seconds to effect main landing gear release and free fall. The visual main gear images will not progress if the operator does not pause long enough, and a disparity between cockpit indications and visual indications results. The delay to release the gear is not IAW aircraft functionality. Release of the gear doors at 1 ½ turns ccw is immediate and mechanical release of the gear at 3 turns is immediate (gear free fall takes approximately 6-8 sec). If the operator releases the crank after achieving either of the release points, the gear door and/or main gear release will occur.
41 | 1397 | Oxygen System Malfunctions | 2023-04-17 00:00:00 | There are no Oxygen system malfunctions that trigger abnormal systems indications on the EFIS. If total oxygen quantity is less than 20 liters or oxygen quantity is invalid, a red-box (red border, black background) SYS (red) is displayed on the ADI and there is a corresponding indication on the MFD. If the rate of change of total quantity is = 0.7 liters over a 10 min period while the aircraft is in the air or the quantity of an individual converter is less than 7.0 liters, a yellow-box (yellow border, black background) SYS (yellow) is displayed on the ADI with a corresponding indication on the MFD. (NOTE: SCU failures (Fuel) will fail oxygen quantity indications and also result in a red-box SYS being displayed on the ADI. Oil [NAME] will also result in yellow-box SYS being displayed on the ADI).
42 | 1398 | TCAS Vertical Display Limits | 2023-06-22 00:00:00 | Targets (e.g., tanker) beyond the Traffic Alert and Collision Avoidance System (TCAS) vertical limits are displayed on the Electronic Flight Instrument Systems (EFIS).
1.5 | 1400 | Hydraulic Oil Qty CB Relocation | 2023-08-09 00:00:00 | Aircraft MB 1RC/TC135-1358C relocates the HYD OIL QTY IND circuit breaker from TR Bus 2 (MCBP/C2) to the Switched DC Bus C13.
44 | 1401 | Stabilizer Trim Forces | 2023-08-10 00:00:00 | Two deficiencies have been identified in the stabilizer force settings that do not reflect aircraft fidelity. The first is Aero Modification Test Discrepancy #196 identified on 31 May 17 (Host code version Aero20). During the autopilot preflight, if the autopilot pitch wheel is moved a small amount (approximately one inch) in the Nose Up or [NAME] direction, the autopilot continuously trims the stabilizer until full Nose Up/Down limits are reached (yoke moves to aft and forward limits as well). The second deficiency is the lack of stabilizer trim forces while manually trimming with yoke pressure in the opposite direction. Particularly, minimal force resistance is encountered while holding forward yoke pressure and manually trimming Nose Up.
45 | 1403 | FAA Windshear Profiles | 2023-08-15 00:00:00 | The Help text for FAA 3 and 4 windshear profiles is wrong about the Intensity and Distance modifiers and they each have a bug. The host uses Intensity Modifier + 1 as the windshear gain so instead of zero being "no windshear," it results in using the table's value; intensity 1.0 doubles the table value and 2.0 triples it. Using a 0.5 intensity results in 1.5 times the windshear effects. The host also adds the Distance Modifier to the accumulated ground distance each frame. So, if the [NAME] value 5000 is used, the FAA 3 profile only lasts two frames (33 ms). Not all FAA windshear training profiles for simulator programs have been implemented.
46 | 1405 | Weight On Wheels Relay CB | 2023-08-18 00:00:00 | OFT 2 Baseline Charlie (BL-C) GAT TD #24. The Weight On Wheels Relay CB (MCBP/K7) is BL-A3 configuration. BL-C changed that CB to "LH Weight On Wheels," and added "RH Weight On Wheels," (MCBP/E5) TR Bus 2. Associated aircraft systems are not functioning IAW the aircraft for those CBs.
47 | 1406 | Warning Horn System | 2023-08-18 00:00:00 | OFT 2 Baseline Charlie (BL-C) GAT TD #31. The warning horn sounded with throttles in the IDLE position on the ground after the Runaway Engine 3 malfunction was activated. The Engine 3 Throttle must be physically advanced 20 degrees beyond IDLE to contact the throttle switch that activates the horn.
48 | 1407 | ESIS and BATT LOW [NAME] | 2023-08-18 00:00:00 | OFT 2 Baseline Charlie (BL-C) GAT TD #33. The ESIS switch indicator backup power source is the Hot Battery Bus and the BATT LOW annunciator power source is the Hot Battery Bus, but host logic has them powered from the Switched DC Bus.
49 | 1408 | GPS Jamming Fails INS 3 | 2023-08-21 00:00:00 | OFT 2 Baseline Charlie (BL-C) GAT TD #32. Activating the “GPS Jamming” malfunction on the IOS Nav Systems and Equip page results in INS 3 attitude and heading failures in the Flight Director [NAME] (FDS) and EFIS. The malfunction is designed to deny GPS position, velocity, and time, however, the Stellar Inertial Reference Unit (SIRU) that provides attitude (pitch and roll) and heading references should still function. In the host code, INS3 is failing pitch, roll, heading and ground speed ARINC429 labels with jamming active.
50 | 1409 | Copilot Backup Gen Fail Light | 2023-08-22 00:00:00 | The COPILOT BACKUP GEN (Generator) FAIL light does not illuminate for all conditions that would result in the light illuminating. If the Switched DC Bus is energized, the COPILOT BACKUP GEN FAIL light will illuminate if TR Bus 2 is de-energized (less than 21V) or the COPILOT FLT INSTR circuit breaker (MCBP/G5) is open and the Copilot Backup [NAME] is in the OFF position. The COPILOT BACKUP GEN FAIL light will illuminate if the Backup Generator is non-operational (less than 21V) and the Copilot Backup [NAME] is in the RUN or START positions.
51 | 1410 | IFF Mode V Control Panel | 2023-09-05 00:00:00 | 1RC/TC-135-1466 directs replacing current IFF Control Panel, PN SK19-0281-1, with Digital Control Panel (DCP), PN [PHONE] (S/W Version 3.2) and replacing APX-119 R/T with PN [PHONE], containing software version L.4 (the R/T unit is simulated by the host).
52 | 1411 | MB1400 Autopilot | 2023-09-06 00:00:00 | MB1400 upgrades TC/WC/RC-135 aircraft with the Collins Aerospace Autopilot System Model 7000 (APS-7000) components.