B-1 Walkaround Lancer Bone

thank you hey how's it going I'm Kevin Cody gondek 34th bomb Squadron we're here at Ellsworth Air Force Base today and a hangar outside of the 34th Palm Squadron and we're going to show you around a B1 so you can see here the whisker looking thing that's called the smux it's the structural mode control system uh it helps the aircraft when flying low altitude since the aircraft is so long it basically acts as a moment arm and flies the nose of the aircraft to keep it up with the AFT end so if you can imagine when we're going low and fast it's a lot of turbulence so keeping that keeping the nose and the tail kind of in stride really helps with the Integrity of the backbone of the aircraft so the smucks as we call it the it can have up to 200 revolutions or 200 degrees per second while flying low so it's basically just a wing that's moving really quick up and down just so that the nose the body of the aircraft doesn't get that much fatigue we've got the radom up front so inside the radome we've got a radar antenna that can look left right and forward helps the B1 with low altitude the B1 can fly down low by itself down to 200 feet off the ground and that's heavily dependent on this radar that we have equipped with the aircraft moving to the right side you can see we've got the other three po static tubes there and the right side of the smucks that we talked about earlier so inside the nose gear as well we've got our ladder control so we can have the ladder locked unlocked and then to gravity extend so just without using any sort of electrical power we can have the ladder come down via gravity using that switch also the crew chiefs we usually have one crew chief with us with the assistant as well we'll have the crew chief plugged into a com cord that is right on the landing gear here and then they also control the main landing gear main landing gear doors for us so once we get up on power we'll close the stores bay doors and then the chief will come and close the main landing gear doors the ladder going up to the cockpit we'll get there later but it's roughly 17 feet up and then we got our secure radios and some fuel servicing areas on the right hand side that we check before we get into the cockpit as well for the sniper targeting pod it's right here uh we've got infrared and television capabilities we just make sure that the glass here is clean and free of any cracks the stores Biz which is kind of the biggest part about the B1 so we've got three storage Bays the Ford intermediate and aft this one currently is holding a bay tank which is a lot which allows us to carry an additional 20 000 pounds of fuel these bays are currently at part way open so you they can open up up about another 45 degrees so that can be fully open each storage Bay can hold up to eight gb31s or eight lorazm or eight jasm so that's 16 000 pounds of weapons per Bay which a typical Loadout is going to be three full Bays of two thousand pound weapons so we're looking at forty eight thousand pounds of bombs we're going from air fuel and error fueling we usually throw in one of these storage Bay tanks to make sure that we have enough gas to get where we need to go the storage Bay tank adds about 45 minutes to an hour and 15 minutes extra distance for us between having to refuel or land and get more gas one can carry three conventional rotary launchers which we call crls kind of like a pistol revolver so you put a weapon in each station it's got eight stations and it'll rotate from Station to Station to get the weapons off the aircraft each rotation takes four and a half seconds so from one to two is four and a half seconds another potential for us to carry is a 10 carry so that's going to be 10 500 pound weapons and then a 28 carry which is 28 500 pound weapons as well and those can go in any of these three Bays that we have if we want to open the weapons bay doors from inside they can all be open but it would go forward and then intermediate and aft so there's a little bit delay between opening them all but it's pretty quick to open I'd say it's uh called three or four seconds for all the stores-based doors to open and then we can command them to be open to part or full so we've got that capability inside of how we want to choose the weapons if we're releasing a single weapon Port part might be the best way to go but if we're releasing using a 28 carry and we've got 28 500 pound weapons the doors are gonna be all the way to full so inside the jet flying in the low 20 thousands of feet you feel the storage Bay come down and then the doors open it's uh you can notice that there's a little bit more drag on the aircraft and you can hear it but it really doesn't affect performance all that much and then honestly when we're releasing weapons you got a 2 000 pound bomb come off the aircraft it kind of feels like you're running over a squirrel on the road yeah it's pretty uh it's pretty not significant for how heavy the weapons that come off the jet can be so walking around we've got engines one and two on the left-hand side and three and four on the right hand side so this jet just got washed so the slats and flaps are currently down usually when we get to the aircraft the slats and flaps are retracted but you can see the wing glove lights so with the B1 the wing sweep makes it kind of look uh not like a regular airplane so once the wings are aft of 20 degrees these Wing glove lights will turn on and that's just the normal left and right red and green lights for our aircraft it's especially significant for when the wings are fully effed because those are gonna be the most prominent points on the aircraft where the lights are seen the slats for the airspeed that we can use them at it's below 346 340 knots or 0.6 Mach which is pretty quick while we're flying looks a little weird with the hydro bucket attached to the wing here but I talked about the hydraulic system a little bit earlier we've got four different hydraulic systems systems one and four can hold up to 12 gallons of hydraulic fluid and two and three can hold up to 20. see up to 64 gallons of hydraulic fluid so that's a lot of fluid that can leak out of the aircraft so this is just a precautionary they put a bucket with a hose on it to catch some of the hydraulic fluid that's going to leak non-center as well most airplanes are hydraulically pressured to 3 400 PSI the B1 is pressured up to 4000 PSI so it's just a higher pressure with a lot of hydraulic fluid as well so the next kind of noticeable thing here is the static dissipators so there's three on the side and then we've got six on the trailing edge of the wing uh that is just does exactly how it's names just to get static away from the aircraft uh while we're flying we also have the fuel vents one on each wing so if we need to dump fuel that's where it's going to come from if we need a dump fuel one of the reasons our Max takeoff weight is 470 000 pounds but our Max Landing weight is 346 500 pounds so if we take off extremely heavy and let's say we have an emergency where we have to shut an engine down and we want to come back and land we'd have to either burn the gas or dump it in order to be at a safe landing weight that we can safely land the aircraft in order or in accordance with like structural Integrity but also if you're Landing an aircraft that's 340 000 pounds that's going to take up 10 to 12 000 feet of Runway so fortunately here at Ellsworth our Runway is about 13 500 feet but it takes a lot of Runway to slow down especially when we're heavyweight so here you can see we've got the flaps down and the spoilers extended the B1 has spoilerons so if we need to turn those spoiler ons that you see will go up they also act as speed brakes for us and once the speed brakes are fully attracted we still have about 15 degrees of authority so even if the speed brakes are fully out and that's our the sporons are our method of turning left or right with the speed brakes fully extended we can still we still have enough flight Control Authority in order to move the jet a little non-standard with the B1 compared to other aircraft so we take off with the slats fully extended and the flaps fully down so it's not like a traditional airliner where they have like a takeoff setting and a landing setting we are always taking off with the flaps fully down typical takeoff speed so today Mr Bolton took off they were probably around 149 knots which is their rotate and then takeoff speed is 15 knots ahead of that so if rotates 149 takeoff's going to be 164. say we're landing at 270 000 pounds our landing speed is going to be around 160 knots if for whatever reason we have to land no flap so it would be slats retracted and flaps up our no flap speeds are in excess of 200 knots so even if we're like 280 000 pounds which is relatively lightweight for the B1 our no flap speed is going to be in the 195 to 205 region which once again takes a lot of runway in order to slow us down so here's actually a good view you can see the overring fairing which is the black uh mesh area above the engines the overwing Varian is the area that the wings slide into once they're once we decide to move the wings so we can take off in 15 or 20 Wing we Cruise in 25 wing and then uh normal flight profile so we're flying at 25 Wing we'll employ weapons at either 25 45 55 or 67.5 wing and all that means is that so the wing right now is currently at 15 degrees if it's coming back to 67.5 the wing would probably be back here somewhere and the wing root area would go into the black overwing thing fairing area um it's just an area that the the wing goes to when it's swept so when we uh when we sweep the wings um the max G that we can have while sweeping the wings is only 1.4 we have to be pretty cautious while sweeping the wings to not exceed that 1.4 G limit uh because it's definitely a lot of stress on the aircraft when the wings are sweeping also it's a imperative that we get those wings forward to have the slower Landing speeds that we're really looking for with such a heavy airplane uh so some of the panels here we've got fire bottles so a fire bottle for if we get an engine fire as well as the top one for the overring fairing so we've got a main and Reserve System uh we just during our walk arounds we check to make sure that those are pressurized then for maintenance they can control the O-ring fairing using the switch over here as well so we can command it up down or flight and in flight mode is usually is how we employ the aircraft so you can kind of see the business end of the aircraft the four afterburners the nozzles are oil actuated so we go to take off we hit the mill power you'll see the nozzles collapse so they'll tighten and then once we light the afterburner the nozzles will expand and get that full fuel flow kind of keep the temperature down for the engines with the afterburner so on each uh nacelle we've got Apu so this is going to be our right Apu and that's the ventilation area for the APU we'll start the aircraft by turning the left and right Apu on we will couple it up and then turn on our number two and number four generator once the number two and four generator are coupled then we're good to start we'll start engines two and four first with the Apu running uh starting engines two and four once they get spun up those engines take over power for running the generators and then the apus are still used for the bleed air system in order to start engines one and three we can also start for whatever reason if we can't get number three started and we have four started we can use the number four engine to provide bleed air to number three in order to start the engine and then another option is if we've got three and four started and we get let's say our left Apu is broken we can cross bleed the air through the jet in order to get enough air to the left side of the jet to start engines one and two the gear is very strong Max Landing weight 346 500 pounds and they definitely take a beating the gear cycle for uh as soon as we put the gear handle up switch it can take as long as 37 seconds in like cold weather I'll tell you 37 seconds is a long time you get a little impatient during that but it's normally much quicker than that I would say it normally takes maybe 10 to 15 seconds we can put the gear down at below 280 or 0.6 Mach and then if for whatever reason we need to alter extend the gear so if we don't have hydraulic power we still have got a way to put the gear down via gravity and that's going to have to happen below 240 knots so we'll slow down in that case to call 234 knots we'll put the gear down using the alter gear handle and then the gear should just fall via gravity in order to safely land we do have systems inside the aircraft that can tell us when the gear is down and locked if we're getting signs in the front that we've got an abnormal gear indication we can have the wizos in the back check to see if the gear is down and locked which is a benefit of the jet system itself so there's a lot of two both of those so we got a tube in the AFT and the forward sector those are both environmental control systems so big aircraft with a lot of different systems but we use the environmental control system to keep these stores cool so each Bombay is kept at a certain temperature in order to make sure the bombs work correctly for the tail aircraft so to start off you can see the hole and that's on both sides of the aircraft it's actually a fuel venting hole so if we have excess fuel for whatever reason it can vent out of there one good reason for that is if we're air fueling to our to the most we can take so we've got a storage bed tank we can take up to 205 000 pounds of gas if we're hanging on the tanker with all of our Lives making sure we can get all the gas to get home once your way of knowing that we've got full gas tanks is that the tankers or the other jet that you're flying with can see fuel venting out of there and that's like we can't take any more gas we're 100 full so with the horizontal stabilator um talked about the wings swooping back to 67.5 degrees if we are going above supersonic the horizontal stab has a lot more Authority just by sheer size of it so that's when the spoilerons are not going to have authority to be able to roll the jet so the horizontal stabilator can act as the wings of the aircraft so if you want to turn right you'll see the stab split so the right will be up and the left will be down and that'll actually roll the aircraft to the right so right here you can see the vortex generators they help increase air flow underneath the lower Rudder which is just after those if we're missing one of the top uh seven there we're reduced to 0.85 Mach and if we're missing two we're reduced to 0.8 Mach so obviously they are a pretty big deal seemingly small but a pretty big deal to the overall aircraft speed and structural limitations so when we first do our flight control check you'll see all Rudder or just the top Rudder goes if we're pushing left on the rudder and then we'll push around the rudder you'll see the top go right and that lower Rudder will stay straight once we turn on our scas servos they will all be connected so that you'll see if we push the rotor to the left all Rudders from the back here will go left and then all right also if you use push the stick to the left you'll see that lower Rudder move to the left as well so it really helps with the roll authority of the aircraft especially low altitude we've got our entire defensive avionics Suite so you can see kind of the two quads in the back here and that's referred to our alq 161 it's the b1's way of Defending itself so we have a crew member the defensive systems operator who's full Duty on the aircraft is defense so they'll get all the signals in the back now we can tell if stuff's looking at us or shooting at us one of the first things we're taught when we're you know learning to fly to B1 on takeoff we hit that 146 rotate speed and pull back on the stiff stick you cannot go more than 10 degrees nose High otherwise you can get a tail strike and then on Landing that's going to be 9aoa so from this angle if you see the El the L and Ellsworth just to the AFT of that L is going to be the upper rudder down below the stab is our lower Rudder like I talked about a lot of fuel on this aircraft we've got one two three and four and then both wings and then we have two main tanks each main tank can hold 10 000 pounds of fuel so you've got 20 000 in your main tanks the wings can hold about sixteen thousand pounds so each wing so we always have our tanks pumping to the mains and the mains are the main supplier of gas but especially with weapons we use the tanks one and four as it helps with our center of gravity so let's say we were going to drop 28 500 pound bombs out of the AFT storage Bay fuel system which is called figums the fuel center of gravity management system we'll know that we're going to release those stores and it'll start pumping fuel aft in order to account for the weapons that we're going to release from the AFT so that can get kind of weird with center of gravity restrictions because if we pump the fuel left and then for whatever reason we don't release the weapons then we have a really far aft center of gravity which could be a problem while we fly so here you can see I was talking about the overring fairing earlier you can see kind of scuff marks on the wing here so if the wings are sweeping aft you can see a good a good portion of the wing will go get tucked inside of that overwing fairing area so when we go to take off first thing we'll do is we'll go to Mill power holding the brakes so Mill power is the maximum amount of thrust that the engines produce without afterburner so we'll put the throttles all four into Mill make sure the engine stabilize once they're stabilized we'll go into minimum afterburner so there's a little detent we'd call it going over the hump we go over the hump and we'll get four green lights in our cockpit that show that the afterburner is lit and once we get all four of those confirming that the afterburner is let then we'll go to maximum after afterburner and we'll release brakes um so when we let's see once we go to maximum After Burner power our fuel flow increases to around 252 256 000 pounds per hour so a typical takeoff from the B1 going from ground level to call it flight level two zero zero you can expect us to burn about 12 000 pounds of gas we're cruising around uh our typical Cruise speed is 0.72 Mach and depending on our gross weight uh we'll we'll burn about 16 to 20 000 pounds per hour just cruising wow we got four engines at idle you can expect to see four thousand pounds per hour so it's about a thousand pounds per engine military power you'd expect to see probably around thirty four thousand pounds per hour and then once we go to maximum afterburner that's when you'll see the over 250 000 pounds per hour we got a lot of fuel on board though so uh in general with the fuel full tank of gas we can we can go supersonic for 15 to 30 minutes especially when we're out at Nellis participant at red flags we can spend a lot of that time supersonic if you don't go so what's the longest hourly endurance so our Max and dur is going to be for AOA um you can see between 12 and 14 000 pounds per hour at Max and error but that's going pretty slow for us that's probably in the 250 to 280 knots kind of range so we got to be really looking to spend some time in the air to be going that slow like I said we like to cruise around at 0.72 mock so anything below the 0.72 if we're maxing during at 4aoa that's going to be around the 0.5 to 0.6 Mach kind of area yes yeah yeah it's actually four plus point one for every 20K above 320 but so just aft of the pilot area on top of the jet is going to be where our Chapman flare go um so we've got a multitude amount of chaff and flare that we can carry I don't think I should say the actual numbers of like what we can carry but if you see us use Chopper flare it's going to come from on top of the Jet and it'll get dispersed as it travels aft of the airplane over the vertical stabiliter so up front here this is tail129 named the Black Widow it's also Ellsworth OG Flagship jet that's why we got both squadrons on it with the 34th being the better of the two squadrons we've got the rescue area so for whatever reason if we can't get the ladder down and emergency crews need to reach into the cockpit area they've got a hatch pool there which would blow the top hatch off the aircraft so they can get to us from above right between the two squadrons you can see a little window the Wizards like to call it their day night indicator and that's their view from the back outside as opposed to the pilots view up front we've got quite a bit of window space up front but the Wizards I can really only tell if it's like day or night outside they're basically just they sit they sit like two feet above that so if they're looking outside it's kind of hard to hunch over and kind of look down so and stuff for them hi I'm captain Mary masitelli I'm a Wizzle on the B1 well today we're going to go around the exterior one of our Pilots have already done that so I will try to walk through what is more specific to our mission set on what we're doing our crew station we can start in the AFT real quick if we swing around back here uh you can see this is our twif which is our tail warning function system that is going to be housing a lot of our different antennas for our Das which is our defensive Avionics it's going to be a pretty robust electronic Suite that we have you'll also see up towards the top by the tail there's also another housing there for the antenna right there over here we have uh the housings for our ale 50 which is our tow decoy system we're going to have four on each side so a total of eight we can carry and right now you just see those covers in there when we have the actual decoys in there they'll be able to actually just see the individual housings not going to belabor a lot uh when you talk about the exterior here because I saw the pilot was covering down a lot of it if we actually walk this way we can walk underneath to our Bays comparative to our other uh bombers in The Fleets we have three Bays this is our AF Bay we could load up our different modular launchers so we have a 28 carry for provincial bombs we have a 10 carry and then we'll have our rotary launcher which will carry eight and we have a one for jdam and we have one for Jasmine the difference between those two is there's block stores for the crl that covers the J Dam The Joint direct The Joint direct attack munition uh with that one like I said their interstations are blocked the outer stations are open so there's a rotation time with that we don't have any in here currently those the ones themselves would uh rotate four and a half seconds between so what you're looking there we could release in a 31 and a half seconds would be about five weapons per Bay which that would mean within three Bays we were fully loaded up we would be able to release 15 weapons in that amount of time looking at as far as what we have as far as the largest payload the Air Force can offer we could have 24 jadam those are two thousand pound bombs in reference to that that's about the weight of like a VW bug or you could also base it off of like the Liberty Bell that's about a ton so Let Freedom Ring uh if you go down this way let's walk to the other one this one you could give a clear look to at the weapons-based spoiler so that little grate right there when we open up the doors to break up the airflow and create a safe safe separation between the weapon and the Jet that'll drop down and that'll allow us to release those weapons and as the doors close it will rise itself back here you can kind of see some of the torque tubes I'm sure some of our maintenance individuals will be able to talk to that but those are going to operate the the slats the flaps and the wings there the larger tube obviously being a variable wing aircraft meal to adjust those we have to have that kind of running through you also see all the wiring that's running through we have a lot of redundant systems that we could talk to a lot about that we get inside to those panels but we have a lot of wiring that's running through this aircraft you can kind of see how it's been built over the years kind of going through 70s technology to 80s 90s 2000s we just keep adapting it's one of the you know the best parts about the B1 no matter what mission set we're given we excel at it flexibility uh is the key to air power as they say and we are very well equipped to do that between going through the different loadouts so I already said the Jade am carries but we also have we have the 28 carries in there so we call them the dumb bombs uh those are your mark 82s those ones we carry 28 in each so that's 84 total we don't carry those as much anymore because we prefer the bang for the buck which is GPS guided weapons but uh we also do really well when it comes to the standoff munition so carrying the 24 by jasm or your joint air to surface standoff munition missile my apologies that one is going to give us the flexibility to be able to take out a lot more strategic targets from a further distance to keep us away from a lot of those threats we are some of the best at planning that weapon employing that weapon and we have uh historical records of us to be able to do so then we are also moving on and we'll talk to it but the lorazm is the future that's our anti-ship missile long-range anti-ship missile and that one pretty much is what we go out there for any uh boat hunting if you recall it that but that is going to be the future kind of steps as the B1 goes it integrates in with the Navy um just becoming more lethal of a platform we are the Workhorse of the Air Force when it comes to dropping bombs when they need somebody to get the job done they call them the B1 uh you see also right now I could talk to the doors the doors themselves right now we have part and full this is part so we have the rotary launcher it only has to open the park to release the single weapon through this opening if you look here you can see the the Gap in here if we were going to full you wouldn't be able to see that Gap where that tube is right there this would swing completely open and then this would be able to operate for when we have those 10 carries and we're dropping some of the smaller bombs so we could also carry uh 30 Wick mids those are the weapon controlled Munitions there and then those would be like the CPU 103s the CPU 104s and 105s 103s are your bomblets they open up and throw a bunch of little bombs everywhere then you're going to have your 104s or your mines we don't really utilize those anymore but those are like anti-tank mines and then uh you have the 105s which they open up these little skeet Shooters and they actually create hot projectiles that they'll fling out and uh go hunting for those Vehicles as well well then we'll also carry uh GBU 38s which is another JDM that's a 500 pound class bomb and then we also carry uh for the gbu-54 which as we walk up this way I can show you the Pod that is your laser guided so we could add extra Corrections into the system and we could also pull in our own coordinates with this pie which kind of helps us depending on if we have a mover and we want to track all the way up until impact or if we want to just pulling those chords as a stationary Target so part of one of our walk arounds that we'll check is we'll double check make sure there's nothing uh blocking the inlet there on the Pod here but right here is where we would insert um a data recording device to actually get some of the feedback of what we're actually seeing during flight that way we can replay it for debrief for any reason to kind of learn from what we're doing make us that much more lethal we're also checking to make sure that it's mounted correctly there's nothing loose and then also we're checking uh obviously to see that there's a clear view of the Pod out the front and there's no smears on that would be a really bad day to go out there and have a smeared pod when you're trying to look through it it goes to TV and IR what that means is we have the capabilities obviously it's like the black and white screen you would see but the TV isn't like a true TV but it is clear and does get us to what we need to to go drop our bombs and be a a dynamic aircraft in that regard we're able to actually pull in our own coordinates and go straight so when we're working with like jtax on the ground we are the weaponering experts they will pass us what these taskings are right and you have you know they might be in contact so they have other things that they're worried about so when those troops are in contact they're looking at you to be like we need this thing gone two thousand two thousand pound bomb will get the job done sometimes you know depending on how close we're talking you're going to want to use a smaller bomb so having the ability to use different modular setups really AIDS Us in being that lethal Force you also see that we carry a tank this is just another way for us to fly longer duration flights gives us a little more flexibility as far as loiter time uh obviously that will add into the bigger picture of what we're able to do because with the wings being able to sweep forward lowering her for a lot longer sipping on the gas then obviously we could pin them back and go supersonic not many bombers can do that and not many bombers can roll too so take that for what it is those are the safety handles that helps with the doors open so they don't shut keeping us safe out here we're doing our pre-flights when we're going in you can see that the Bombay is a lot up like higher up than some of our other bombers uh the B-52 kind of walk through the bay this will we'd have to have a ladder to get up and check for the fusing types the lanyards double checking that the uh all the weapons are actually loaded correctly laying your pins and all those things have been pulled but ready to go so we're going off with that they also have it uh we don't have the Rack in here I would like to have shown it to you but figure it has the ejector Pistons that are pretty much shooting the weapon out of the jet so that's what's kind of giving that Force to give that disconnect the other things could talk about we kind of talked about with the defensive stuff was in the back of the jet another portion here is we have the wing glove you kind of see where there's this panel that's bolted on there again not to go too into detail but there are a bunch of different antennas we have set up in there that's aiding in our transmit and receive capabilities for us to process uh the threats that we're going against both ground and airborne and as the B1 has for us for the wizos we are obviously dual qual with the oso DSO you have to be able to process that information that the Jet's going to be receiving and when we get inside I can show you more on the panels uh pretty much to break out what we're looking at in there but with with that being said you're doing the job of an ewo and then you get inside you'll see we're doing the job of a navigator we're doing a job of a weapon systems officer we walk up to the front so in the front you can see where the nose coming slightly different color that's where the radar is going to be housed so we have a synthetic aperture radar it's going to be housed in there and I'll show you inside when we look at where the RDU is living that's going to kind of picture uh the the green screen type image coming back up so it's one of the older Technologies we have on the B1 but it does give us the Fidelity still needed to go ahead and generate targets from that and go ahead and Target so anything that's radar significant we could pull up a map up to about a 0.2 nautical mile and we could go ahead and Target off of that all right now that we covered the outside of the aircraft we could go up and check the inside at the stations and as we're going up the ladder one thing to keep in mind I like to think that when the engineers developed the B1 they wanted they were given the two criteria that has to have a lot of bombs and has to have a lot of gas that's the majority of the space of this aircraft is utilized for when we get up there you're going to see that they thought oh yeah we have to put four other guys in this plane so watch how small this is alrighty now as you come up the stairs you can also see there's some grabbing points here to kind of get yourself a good handle on obviously as you get in some of the funnier things is you have yellow handles those are your ejection handles they're in a very good place for you to grab yourself to get into the jet you do not want to grab those as you're getting in all right so now that we've got into the actual seats you can see there's some handles here easy getting up we are actually raised so when you come up the ladder the floor is right there when the pilots get up on Long durations we're talking like 24 plus my longest was about a 30 hour shorty you don't really have a lot of room to move um hopefully you're not a claustrophobic individual but it's one of those things where you really take appreciation for just this little aisle to stand up in would you climb up in the sea salt because we are a little bit raised up compared to where the pilots are sitting you can see our the officially called day night indicator this is our window to the outside world not exactly the best I'm only about 511. for me to look out of it you're probably going to get you know a neck problem with that uh this is where we store a lot of our other Mission set products pens pencils don't want those to interact with the ejection seat sequence there you can see as you could break it out here these are the aces seats what would happen on an ejection sequence the seat itself would on the rails that were on slide back and then we would go out through these hatches these are also manual hatches so if we wanted to let's say we couldn't get out the the primary which was going back down the ladder we would have to go out through the hatch we are these are preferred because we could actually press in the detent open these hatches up now they are very heavy so it's reminder to actually push them all the way open when you're getting out of them and then we have uh Escape rope here so there's an escape rope that we would have to feed out and then literally climb down a rope to get out of the jet if it couldn't get out of this hatch first then of course there's always the ejecting um but probably want to go down the ladder first in my opinion uh over here we have these big map cases so you can store a lot of equipment and stuff in here for your mission a lot of guys are holding their lunches in there with that being said as you work back this way you can see lots of circuit breakers all around the jet so with the B1 we have the e-mux which is your electrical Multiplex system there's two systems that are running together where one fails the other one kind of picks up and tests against it a lot of redundancy built in here so that we don't lose that electrical power and keep a lot of the main systems we need to land safely if there were any issues with the jet but you'll see then circuit breakers are everywhere so we got circuit breakers over here we'll explain the circuit breakers over there and then in the back we'll explain where most of the circuit breakers are living in the cad back there we have the jettison handle over here for uh blowing out the hatch if you needed to right there is where that's going to live we have an oxygen knob here this is how you're going to turn on your oxygen flow if you don't turn that knob on and you have your mask on and you're wondering why you're suffocating you probably never flip that switch is probably what's going on uh mode controls are over here for your seat adjustment and also for the ejection mode so we have Auto and man pretty much Auto would be if another individual is set to Auto as well and they pull their handles we have the ejection sequence that goes from the app station first and then goes up to the pilot seats that offers us the capabilities that if they're seeing something up front obviously you can see we don't have very much uh sa per se of where we are sometimes they're able to back us up and they can pull their Handles in a terminal phase flight and get us out of the jet safely then you get over here this is our cursor controller so this is how we interface in with most of the systems in our jet this is how we connect to the targeting pod this is how we connect to the radar this is how we also function in with all of our new mfds so I'll pull down my handy table here this offers us the ability to have obviously our mission paperwork on it but it also gives us the space to kind of work what we need to because the pilots are doing a lot of their flying you can see right now we have a lot of Maintenance of systems like I was already saying where the Navigator where the weapon systems officer and we're running Evo type jobs over there on the defensive side so as the offender you're going to work your way over here here's your ICS panel so it's your intercom system where you can talk in the jet you have your two radios that we use for UA UHF and VHF you also have a third one for a lot of our satcom you also have our ability to hear the uh and maritones and threat tones here but we also break it out like we were talking with the tankers and we also have the capability for HF as well for those longer durations over the ocean type flying but you have your selector knob you will select the correct one make sure you have your wafer set correctly otherwise you may be talking on a frequency you don't want to and if you look down here real quick there's these two little uh pedals if you will and the way to remember is right is always in left is out so if you're just push in the right one you're talking in the jet this one's going to go to whatever your wafer is set to so we usually say left is out of the jet easiest way to remember it sometimes we have pilots fly back here we got to remind them sometimes so they don't speak on the wrong radio SMS panel or our stores management this is how as the oso you're interfacing in with your launchers your weapon bay doors this is where you're going to select so you have part and full like I talked about on the external and then you're opening closed functions there when you're opening and closing your doors you also have your rotator right here so you select the bay either the forward intermediate or aft you can select individual stations so I want to rotate the forward to station three I select the launcher rotation and I'll rotate that station down also a good quick way to see some faults that are there might break out that this has a nuclear there unlock and then conventional arm safe this is a holdover this is the way we break it out is the Smart weapons so those J dams we're gonna and for the rotary launchers we're going to utilize or unlock button there for the rotary launchers and then for any of our uh like dumb bombs and also for the uh the 28 carries and 10 carries we're going to utilize the arm switch there transitioning out off of there we have these keyboards in the back the pods don't have these it operates us a quicker way to punch in whether we're doing coordinate updates or sending messages over link so we also have the link capable jet here for link 16. and then you'll see that the mfds with the new IBS upgrade that we have because of the different sustainment blocks that the B1 has gone through this has kind of brought us into that next level uh of lethality with being able to communicate front and back we were able to see a lot of stuff duplicated on these color displays and we're able to communicate and they're able to see what we're doing we're going to see what they're doing it makes us better as a crew as the O I have two different displays they also have an RDU here so this is what I was talking about for our our radar display this will come with a map whether it be sweeping and then it would be go ahead and go ahead and like mapping and painting those different targets or just weather we can use it for the weather as well and also for aircraft so we'll be able to utilize our radar and be able to go ahead and take those targets targetable chords down here is our radar panel with our radar panel you'll see that I could take a uh it's called a high-res map that's going to go to that smaller uh map that I was talking about all kind of painted as a North up picture and it'll break out the roads or the radar significant things that we're looking at and I could actually then use that for an ability to look at what we're trying to actually strike and break it out you have different modes so you have map mode here you have rendezvous you have weather so these ones a lot of times we'll use those for painting out the weather and avoiding those weather as necessary and then uh we come down here we could also change the tilt of it we can move the antenna uh forward left and right go ahead and optimize our look angles we also have the capability with the radar to track movers as well and that's what this is the gmti uh Grand mover track indicator we could go ahead and Target movers with our radar as well also we prefer the Pod for the Fidelity that that offers us we come up to the top uh we'll start with here so here you have your HSI this is only on the offensive side it's going to help us with a lot of attack ends when the Pilot's been in the tagline up front we can get distances there for us for the tankers we are usually the one leading a lot of the rejoin when it comes to air refueling because the tanker will try to pick them up about 60-ish miles away this kind of gives us that heads up of how far they actually are away it'll help us in getting us in a better position to do the rejoin there then we come over here you'll have your attitude indicator so it's a pretty standard there obviously it's not uh where it should be for us being on level ground but when that's turned on it'll show us our attitude there and then here's our fpi or flight parameter indicator breaking it down uh our altitude uh speed we could swap between true and calibrated and then also when we're spinning in our altimeter settings back here this is where we'll go ahead and put in all of our mission data so we'll go ahead and load Cards into this that's how we pull up uh the waypoints that we're playing on flying to when we build those out in Mission planning load it up here that's a lot of the ground Ops setup is uh in the backstation here we're trying to get a lot of things loaded into the system so we could go out and employ as necessary here's all our caution lights you'll see when you get to the front that the pods have a lot more but a lot of the stuff that we can hear about which is a lot of the stores or when it comes to uh this is the abandoned aircraft one if that one goes off that pretty much means that the pilots have left the plane and uh you should be leaving very soon too appears our light controls so we have a spot and a flood light right here you're gonna see we have the spot is this one and then this is your flood we can operate and because we don't operate with nvgs at night if we wanted to we could turn that on and light up our station and give us better Fidelity on reading our products and things like that but we have the ability to use those here and then other light indicators as well uh just for our other additional lighting that we have on the side here then we get into our nav and uh aux panel so what this does these are our wiu power this is how we're going to communicate to those smart weapons so down in the Bays since we didn't have a launcher couldn't show you those uh umbilical chords if you want to call them that but they're they're the way the weapon communicates with the jet so it's a Canon plug that would plug into the actual uh weapon down there we powered these ones on so for each of the bays and then we're able to communicate and when we change delay settings uh any of the impact angles all that kind of stuff we want to pass that data to the weapon that's how we're going to do it so we have to make sure that's powered on these are how we're turning on the actual computers now we talk about the processors so how we're actually turning on the avionics flight software and then also the IBS will be turned on by that as well we power on our radar here and then these are uh the power for ins's which is our inertial navigation system so we have both GPS we're getting those feeds in into that but part of it as well is we have the navigational system we have a redundant system between the two where if one is operating better than the other we can select which one we want manually to make sure that we're optimizing our position because when it comes to putting bombs on targets you want to be as accurate as you can be so part of the job of the oso is maintaining that system through taking updates with our radar so I will look at a fix is what we call it it's picking whatever that object is that's on the ground we'll know what that exact point is I'll go ahead and select that that'll give me the opportunity to see how far off our system is and I'll know if I have to rain it back in or if we're actually getting good GPS feed it's automatically taking those updates so even in the GPS Out World the B1 is still lethal because we're back here and we're maintaining the system and making sure we're still getting the good updates that we need that is actually how we then go down into this panel which is your bomb nav panel and this has a mixture of both of that so this is going to be your missile and bomb you have automatic and manual so when we go automatic we're then handing over the consent to the jet so if I were to flip the unlock switch up and then I would go Auto on my missile that would be then when we're flowing through our launch acceptability region which is our lar the weapon would then come off the jet it looks ahead and it sees what time that's going to be so it knows which weapon would be the next weapon the weapon type we're looking for and that's also plays into partially what you know with the B1 the the figums which is the fuel CG management system that is moving fuel around to optimize our CG it'll look ahead and see when weapons are coming off the jet when you're releasing a bunch of 2000 pound bombs that's a lot of weight that's going to be moving very quickly this allows us to work in a way that makes us more lethal for the sake that this system is going to do it manually for uh automatically for us then you have bomb this is again talking when we're talking to our dumb uh dumb bombs uh that's where we go Auto on that then you also see launch and releases there as well so you could in manual uh select the button and release a weapon on your own manually uh not recommended it's better to Mission plan it out and then uh everything is is easy enough for the computer to take that control there for you and then you're just telling it when you want it to be able to release here's where we take our nav updates so when I was talking about raining in the system you have altitude updates where you could calibrate for with using the radar so the radar offers us a lot of uh ways to update our position error but it doesn't give us a good z-axis this helps us with that with the vertical error there and then you have your radar button here that's how we'll also utilize uh for taking those position updates and or radar targeting then you come down to steering so we could off we can command Fly 2 to whatever steer point we're trying to go to and this allows us to go ahead and maneuver the jet if it's in a flight director is enabled and we could fly towards our next Waypoint by uh selecting which one we want then as we look kind of more towards the center console here kind of in between both stations this is how we connect a lot of our beyond the line of sight equipment here for our displays and then this one right here is our recorder so that's your data recorder right there we'll enable these so we can get that recording of both audio and uh video and then our targeting pod I will power it on from inside and then also uh how to turn on our laser there this screen right here is another uh MFD but this one is our sits which is our Central integrated test system that is so that when the jet is running through all of its systems before like I said with emux if it Flags something we'll actually see a display pop up over here so we can monitor the systems uh it's not perfect what it's going to do is going to give us extra essay on what's going on sometimes we have to like then take that next step and do a little bit more troubleshooting to see well is this actually being flagged or was it a momentary thing and that's part of our job here in the app station to relay that information to the front station and give them better essay on what's going on it has both uh near English and raw data near English is a little bit more for uh guys like me who wanted to just say is it open or closed on this valve the other ones show you the voltages on a lot of stuff to kind of break it down that way but it'll pump out uh codes and malfunctions there for us to then go ahead and troubleshoot the maintainers utilize this a lot for their data capture and they can speak a lot to it it kind of helps them troubleshoot this jet for us and get us back in the air you know they're the ones doing all the hard work when it comes to that right here this is another tray so this is where we'll dock a laptop the laptop is actually how we function in with our pod so the Pod will not be displayed on any of these screens we actually have another laptop that would bring into the Jet and we could pull up a program to go ahead and utilize for the Pod so we're going to utilize that here so you can see when we're out operating you're gonna have a lot of different screens you're working with and then within here you're gonna be able to operate and check out what's going on in the Pod there it also has another ability for us to pull up another moving map just for extra NAB Aid purposes to make sure we're double checking Where We Are foreign that feed also goes up to the front station and I know they'll probably walk you through on that but that is also going to send a feed up to the front and they could see what we're doing on the Pod as well with this is our toe decoy system right here so this is starting to play into where the DSO lives this is how they're going to power on the system and select the systems that they need to release those decoys and get them working as we like to say out and barking here is your HF controls so we'll spin in our frequencies for that and obviously we could take control both in the front and the apps but we'll control there and then this is going to go again to that sits control maintenance is the one that's going to utilize this panel more than anybody else we just usually leave it in normal because that's what we're going to utilize for right next to that is your environmental panel right there so you see it says cold and hot depending on the jet you get that knob may or may not work to the way that you think it will but you can manipulate it a little bit Auto is usually the way to go but if you're finding that the jet is one of those really cold Jets maybe you go full hot turn it to manual and try to warm your toes up otherwise your toes are gonna feel like they're gonna fall off uh radiation filter we do not utilize anymore because we are also not doing the nuclear mission uh they also have the same light control panels right next to that one as you can see and then just above it on both sides here here's another one of our vents that we have back here for us so on the DSO side they don't have an HSI like we do on the offensive side they have just the attitude indicator and the fpi and then they also have their own caution panels as of there as well for the DSO we have three MFD screens that Opera operates for them to have an ability to pull up a lot of the threats that they need to see so what that's going to give them is more real estate if you will to be able to diagnose what the jet is seeing and then plan out what we're going to have to do to maneuver the Jet and or how we're going to survive the threat over here you see is the RFS ECM so this is our countermeasure panel this holds over a lot of stuff from older blocks we have a lot of stuff now with IBS that you can do a lot of displays like I said on the color displays you can interface with but this still gives you a lot of opportunities on uh utilizing the defensive system and how you want to change depending on the threat that you're looking at the big thing here is here's our exem so we talk about chaff and flare outside the jet you couldn't really see it because it's located on the top but pretty much right above us and a little bit further aft is where the cavities sit we have eight cavities where we can put in chaff and flare but that's how we're going to select those programs and which ones we want to release they have another keyboard obviously and then all the way off there to the left you'll see their power panel that power panel for them is how they're going to power on the uh the Das so they have selections over there and powering on our transmitters how we're going to arm the xcm and also they have a flare jettison switch over there as well but that's how they're going to turn on all the different things that involved in the defensive Suite including the twiff system which is located in the back a tail warning function there that one will automatically release chaff or flare depending on what it's determining when that there's a missile inbound again we prefer to leave it to us to make the manual the depiction on that because we don't want to just trust an automated system when it could have some errors in it it's better for us to release the exam as planned but that's for the tail warning function only all the way to your left there though they have the same ICS panel as you can see there for their comms and then they have the same as we call it the potato that cursor controller handle right there with all the different Opera uh operability that they have in there to go ahead and control their displays they can also control the pods so you can control the Pod from any station the radar is only controlled by the oso they have the same controls for their ejection mode knobs over there as well the one panel that they have different as you see it's labeled as the emux panel that's a way for us to kind of clear some errors that are going on the system there's a latch reset in there so because the Redundant system sometimes that's all it is is kind of resetting the system they let it kind of rethink itself through and catch some of those errors to see if they're any erroneous and kind of clearing of those other than that it's going to be the same thing behind you there their day night indicator there's their circuit breaker panels there you'll see they have a again we have so many circuit breaker panels these are the more the essential ones we have and then we'll have more in the cab behind us as you come back forward you can look here towards the center so this is where this week this is the actual like instructor panel uh for the iwizzo we used to have a jump seat that would sit here because we used to when initially the B1 you could fly six individuals where you'd have a jump seat for an instructor here and a jump seat that would be up front and between the two Crews we no longer do that but that was where a seat sat so he had a way to connect in uh and be able to hear everything the same way we had the same controls you could uh break down on each station so when you come up into the jet you have the hatch that's located right here that will actually fold down so it could operate right now we have a grate in here that kind of allows us to move freely without the hatch being down but this is our ladder uh control here so right now it's unlocked and down towards the gravity extend we could gravity extend it where the ladder will fall down and then we could also uh bring up the ladder through electronical controls right here the big thing with this is if those fail we'll go ahead and we have to actually use a hand crank to bring up the ladder or lower it that is not preferred that is a very bad workout all right and just another part of our pre-flight we're in the back here of the cab this is where a lot of your lrus which are aligned replaceable units they're literally boxes that maintenance will put in and then replug in so you'll see so many different wires so many different cabling going around and also plenty of circuit breakers we have more circuit breakers back here and you can see how there's so many different redundancies and systems we got running in so it gets very challenging sometimes to diagnose what's going on but during our pre-flight we'll kind of walk back here make sure that the right circuit breakers are all pushed in and there's nothing that's been uh uh that's that's popped that shouldn't be and isn't collared but then the only other things I really want to show you back here is we have a little door here this is how we'll do our data recording we'll go ahead and put those devices into there that again will capture a lot of our screen data that we have there and then just another backup to a lot of our comms and visual displays uh we'll put another recording device into here as well that pretty much sums up what's going on back here the only other things I can show you real quick and watch your headings it's very crammed in space down here we back up uh look at the backup oxygen you can see where it's sitting right there about it's like 1800 we could get a readout here so we'll look at that during a pre-flight and then we'll also go ahead and set uh the fuel weights and everything there for the CG balances for that pigum system that I was explaining earlier but we'll set in a primary and a secondary box also over here is the emergency seal release so sometimes when that hatch seals the Rubber seal that goes around will actually stay inflated this is just a quick way to release it and then we pull that tab this snap down snap back up so kind of watch your fingers on that and with that that sums up the app station and uh I hope you like the walk around hi I'm captain Cameron Soros call sign burnout and I'm a pilot on the b1b Lancer so what you're looking at here is going to be the front station of the B1 you have the left seat and the right seat one thing slightly unique about the B1 is that both of these seats are more or less interchangeable so typically in most aircraft you'd see the younger guy in the right seat the more senior guy here in the left seat but in the the B1 that's not the case you can flip flop it doesn't really matter if it's the younger guy sitting here the older guy's sitting there it's interchangeable and those kind of normal rolls don't really apply in this plane so big picture the cockpit is laid out in a very uh kind of friendly way so a lot of the stuff you need is within Arm's Reach and organized pretty well so uh for normal kind of pre-flight walking year round my typical flow is from left to right and then we'll hit the overhead panel as well so starting here on the left hand side if you will on this far back side are the uh going to be your nvgs you have a brightness knob and then a power knob for it as well moving up here just one panel you have your heading selector switch so there's a GSS and an ins so basically that's going to determine what shows your digital heading on both of the mfds up here moving over to the right one it's ADC selector that's air data computer so there's two air data computers on this side the left seat will stay in number one the right seat will stay in at number two and you'll compare different parameters like air speed altitude things like that FDC is going to be your flight director computer so it's going to give you good data on um basically what your flight director is providing you so when to turn left when to turn right and things like that your vsi not really used anymore that was the vertical scale indicator and then moving over one more to the right here is your ADC high and low test so basically we use this for certain ground Ops in certain tests of systems when you flip it to the high it's going to input High parameters or high numbers into parameters like AOA air speed altitude things like that and when you push it to the low it's going to input low parameters into your AOA AirSpeed and altitude moving forward one more this is going to be pretty much your communication panel this is how you control volume and what radio you want to talk on so we'll go top to bottom here left to right ICS if you push it up or down pulling it um up is how you can hear it pushing it down is going to mute that for you and then your volume control works just like any other knob for volume clockwise and counterclockwise moving over is uhf1 and uhf2 so same thing pulling it up and down to here and to listen HF so there's an HF the control panel is on that right side and one in the app station as well here's going to be TFR tanker which you hear on this is going to be different beeps whenever you're doing terrain following so if you're a little bit high you'll get a certain beep and if you're a little low you'll get a certain beep and then hopefully hear a or feel a corresponding correction in the Jet and then tanker is what allows you to hear and talk on the boom inner phone so once the boom actually connects to the plane you're able to talk back and forth with that boom operator otherwise you're gonna have to do it on a normal radio over here is your attack end just like any other plane you can hear the morse code of the tuck in and here is the ILS and Terminal Threat tones so the ILS will give you the normal Morris code for the identifier and The Terminal Threat will give you certain tones based off of different things the iff is just going to be your normal identification of Friend or Foe again just more tones if it's a good good reply or a bad reply your emitter same thing there's different Radars that can look at you on the ground so you're going to get different tones from that and then this one here unlabeled is com3 that's typically going to be used for some more of your be online of sight or link 16 things like that here is a how you select hot mic normal or call hot mic is your pretty typical you don't have to push anything you're always talking normals that we fly in most of the time and then call when you flip it there it's going to go back if you don't hold it but that's going to amplify and make your voice louder than all the other crew members this wafer here is how you determine which one you want to talk on so for example if I want to talk on com3 I'll select that and then I can use my push to talk to transmit on that this is the master volume knob so this controls all of them how loud you hear and how quiet you may want to hear seat adjustment up here your typical up down and then forward and aft your ejection mode knob if it's in the manual position you're the only one that has control over your seat so if you want to eject out of the aircraft you will have to pull your own handles and the auto that's going to be any one of the aircraft can eject you regardless of your pins or your seat armed or safe moving up here to the flight control panel this is your standby pitch trim so obviously not the normal path we use because it's not super friendly but if you need to trim those up or trim nose down that's going to be how you do that with the standby path and then this one is normal yeah so not a turbo prop it's just got four engines so y'all is not something you typically have to use don't really have to step on any Rudder or anything like that so this is only used um if you're seeing a potentially uncoordinated uh parameters whenever you are flying straight level cursor controller here it's going to control everything on this right MFD so kind of explain this right MFD real quick this is going to be all of our tactical data so anything for weapons Employments defensive execution things like that we're able to put a bunch of different screens at a bunch of different data up here and the way we control that screen is either with these bezel buttons or much more user friendly with this cursor controller here moving forward one more you'll see we go to the throttle quadrant here so I'll lift them up just a second so you can see we have this Ultra throttle here so in the event that we have a primary throttle failure we're still able to use these um switches right here that correspond with each one two three and four engine and it's pretty intuitive if you decrease you're going to lower the power lower the speed if you increase you're going to increase power and thus increase your speed so hopefully I don't know what everything is working normal and this is what you're going to use to control so we have four throttles one for each engine and they are all independent you can move them one at a time or all together the detents here so you're gonna have idle at that back stop there's a first detent for Mill power which is already pretty loud and then you can bring them right over that hump that's going to be Min a b so you're gonna have a couple confirmers that will let you know that the afterburner has lit so one is going to be pushing it up over that d10 that's the first thing you're going to hear in a second if you look here and you'll see four lights that go green and you'll want to see this total fuel sorry you want to see the fuel flow indicator for each engine going up into that 20 000 Mark and then you'll also see here for the fuel flow total that number will increase drastically from Mill to afterburner power so for a normal takeoff what you want to do is get on the runway make sure you're lined up on Center Line step on the brakes go to Mill and we want to see all these engine uh instruments go up to the correct parameters for male power once you see them stabilized there you're going to go into Min a b you want to check that you get four good lights and four good swings and then check that fuel flow total make sure everything is lighting appropriately and then you push it up into max power let those brakes release for most of our takeoffs we're rotating anywhere around 150 to 160 knots depending on gross weight and well typically once we hit that rotate speed pull back to eight degrees nose high and accelerate to 350 knots 350 knots pull it out of afterburner put it in the mill power and by that time you'll lower the nose to about four degrees hold 360 knots on the climb out until you get to your altitude and then from there we're typically cruising at about 0.72 Mach so moving forward the next thing that you can notice here is the wing sweep lever so the last active plane currently in the inventory that does have a swift sweeping Wing so we can go anywhere from 15 Which is far forward which is the current configuration that it's in all the way after 67 and a half wing and this functions pretty much as another flight control the faster we go the further back we're going to want to sweep and the slower we go the more forward we're going to want to sleep sweep big picture for 15 and 20 you're looking at takeoff and Landing we're wanting to get really as slow as we can but still keep as much lift as we can and then 25 Wing is going to be for most of your cruising and then 45 55 and 67.5 are going to be for Tactical employment moving forward one more is going to be your Hatchet jettison handle so if you want to look up here real quick if you were to pull that this hatch right here with jettison and uh in the event of an injection um pulling the handles or pullings hatches and this entire hatch here is going to come out and you're going to end up going up on the ejection moving forward one more so we'll come up here this is our normal pressure altitude setting so typically above 18 000 you would put 2992 so that's how you set it and then coming back for takeoff or Landing you just spin that dial and it will set whatever altimeter setting you're looking for here this is how we use kind of our mock AirSpeed altitude or red altimeter bug so just like in most planes they basically tell you to keep your bugs in front of you so the same thing mock whenever you're taking off typically set that to 0.72 to give you an indication that you're approaching your Android AirSpeed air speed for takeoff we'll set it as a rotate for the pilot flying and the pilot not flying we'll set it to either rotate or your decision speed so if the decision speed is less than your rotate you'll typically hear the pilot not flying saying committed and then a few knots later you'll hear the pilot flying saying rotate altitude again so setting it on takeoff for your final level off altitude or intermediate altitude whatever you have and then on The Descent using that down to make sure you don't miss altitudes that air traffic control is giving you for the decent greater altimeter depending on what approach or Landing we're going to fly or um if we need it for anything else we'll set it for 200 feet for an ILS usually and then for a visual pattern typically setting that for about 500 just to give you some sort of situational Awareness on how close you are into the ground and where you are the way you increase or decrease any of these is going to be with your set knob right here so increase decrease and then it will maintain there right below that is a radar altimeter test button so if you push that and you have the right altimeter on it'll run you through a quick test and you're looking to check out that the numbers that you want to see on the screen are what you're getting your heading knob so again if air traffic control is telling you turn right heading 180 this will be the first thing you go to spin that into one eight zero and it gives you some situational Awareness on how much uh longer you have to turn and when you should begin that rollout to Shack the heading of course is the same thing how it works in most airplanes so if you're wanting to dial in the ILS course you can spin this in to get the frequency and you'll get your normal course deviation and help you intercept that course down here station power so it's going to make sure all this stuff is powered on and help it or give it the power that it needs to get to these screens flight director so this is going to be basically your guidance or what's what source you want to use your flight director to help guide you so for attacking again if I want to fly attack and course of one three zero I will put this attack in dial one three zero into the course and then I'll get that flight director telling me if I need to turn left or turn right to maintain that one through zero so we'll go around the horn with it so seeing a mess we have a way to do navigation up here in the front with our communication navigation management system and we can input flight plans into that and basically get guidance for that not typically used we usually for our Android stuff we're going to use the nav which is how we're going to manage most of our flight plans eyeless back course so at some airports they don't have an ILS for both runways so you're going to use the back course for a particular Runway if they need you to the Ayla one really cool feature about the B1 is you can use the radar to basically pick a spot on the ground and then the app station they can put in a descent profile that you want elevation that you uh that the ground was measured at and everything like that and you can essentially fly a Precision approach down to the point on the ground that the radar has attack in like we said functions normally if you dial an attack and frequency you can spin that course in and it'll give you Direction there there is no VOR receiver on this aircraft ILS again is going to work like a normal uh aircraft you'll spend in the frequency and it'll give you flight director guidance left or right to help you maintain that and then with the Glide slope it'll give you an up and down guidance as well so super handy in this plane when you're flying down final speeds around 160 170 if you're flying a no-flop it's going to be in excess of 200 knots down final so having a flight director give you um guidance as to climbing diving and uh turning left to right to maintain that course really takes a lot of uh really frees up a lot of brain bites for the pilots to fly a better approach going here to Tinker Rendezvous so what the this mode is meant to be is the Wizards in the back would lock up a tanker with the radar and you'll get flight director guidance basically uh for a crash course and to where that tanker is we don't really use it a whole lot because if you can imagine like a football when you throw a football to someone you want to lead their turn or you want to lead where they're running to so same thing with this this is going to give you guidance to where they currently are so in in that pure Pursuit if you will you're going to end up really far behind the tanker which isn't what you want because then all you have to do all you can use is speed which is going to take you a long time to catch up so what we like to do is lead that tanker so we're hopefully in a good spot right behind them about a thousand feet below and ready to AR quickly and make the rejoins a little bit more expedited so here in this nav mode this is what we fly in for all of our tactical Employments and really all of our en route stuff so the Wizards in the back will load the flight plan into the Jet and they'll be able to manage and manipulate different waypoints and things like that so we keep it in there and it gives us flight director guidance for all the stuff that they are managing in the back manual heading this is basically going to give you steering guidance towards whatever heading you have selected with this so on our previous example if air traffic control said to turn right to 180 I could flip it to manual heading and then spin in 180 and the Jet would do roughly a 30 degree Bank turn on its own to intercept that 180 heading of the off button which is where it typically is to the right one here's the pitch steer pitch steering switch it's got three options present altitude off and turflu present altitude isn't used and since we don't do Turf loot correction since we don't do train following anymore so kind of in conjunction with all this is going to be what most people would know as our autopilot and the B1 it's called afcs automatic flight control system so you have a couple different modes here this first one is going to be a take command so if the left seat wants to take command they'll press that and you'll see the green light saying take command and that means you can press any of these buttons and activate the buttons however if the right seat has a take command and you do not um have that light illuminated you cannot manipulate any of these switches so take commands that first one engage is the second one here and that's the basic modes the engage will hold whatever pitch and whatever Bank you're currently at it will not hold a current altitude so if I'm one degree nose High it will just maintain one degree nose high and I will continue to climb the couple other ones down here are going to be your altitude so if I hook up engage and altitude it's going to maintain whatever altitude I had it hooked up at and then the next one is going to be flight director which is going to reference what I have this selected to so if I have this selected to tack in and I have the course dialed in here and I hook up flight director this switch is going to reference what this is selected to and it will go fly what we have it programmed to fly to and again typically how that's utilized though is going to be in that navigation portion to basically relieve a lot of the workload for the pilots so they can focus on other things even in a tactical employment hooking up the flight director and altitude hold really allows you to focus on other things that give you some big picture essay two other modes that we have are going to be AirSpeed and mock hold so I want to climb out if you want to maintain an AirSpeed like we said we typically climb out at 360 knots so what I can do is I can hand fly the jet to 360 knots press the engage and press the air speed hold and the plane will modulate its pitch given whatever power setting I have set to maintain 360 knots and that mall cold works the exact same so in root typically want to climb out or correction typically want to stay at 0.72 Mach so if I do mock hold at .72 I can play around with these throttles and basically change the pitch so obviously the higher power setting you have with that the more nose High the Jet's going to have to be to maintain that AirSpeed or that mock and the lower power setting you have it's going to have to go nose low to maintain that air speed and mock the other two buttons on here are going to be the auto throttle and the terrain following button so Auto throttle is going to be basically your air speed or your mock hold but it's not going to maintain or it's not going to vary your pitch to maintain that it's just going to vary the throttle positioning to maintain the airspeed that you have and the terrain following one is going to be how we hook up the terrain falling which we'll get to that panel here shortly so moving on you have your typical uh spin dial clock here that we use the radio call for the tail and these two lights here are going to be your terminal on the top and approach on the bottom not really used but you can put a Final Approach fix in the cnms and these two lights will give you situational Awareness on uh really how far you are from that Final Approach fix okay so these two buttons are correction two lights you have the terminal in the approach so you can put a Final Approach fix in the cnms and it gives you kind of situational awareness but not really used again most of our flight plan management is done in the app station and these two screens really give you a lot more essay than these two lights do so this left screen it's the same for both sides left screen is a left screen right screen is the right screen the left screen is going to have what most people think of when they think of pilot data so in your Cessna 172 think the six pack that's all going to be on this screen here so it's cut in half about right there on the screen the top half is going to be your attitude it's going to have your pitch dive and your roll as well and then you're going to have your altitude air speed and mock bars on the outsides top left you're going to have your AOA as well then on the bottom you're going to have bottom left down here in this corner you're going to have how many G's you're pulling on the bottom half is going to be your CDI and your rotating Compass so whenever you're flying down ILS this is or intercepting attack and course this is where you would see your course deflection and making sure that you have that centered up and then on the kind of top left here for that half it's showing you what Waypoint you're flying to how much time you have to get to that Waypoint and how far in mileage that is moving on to the right hand side is going to be all the Tactical data again so that's going to be all the stuff relating to weapons employment defensive execution and then you can manage some of the different systems from here so inputting your squawk depending on what upgrade version of the jet you're on you can input the Squawk on this screen so going up top here we have the master audio cutout button so just like in most airplanes in the B1 you get a gear horn you get an overspeed horn and different tones and things like that so if you want to silence the tone because they get really loud you just push that and it will cut that tone out until you re-trigger the incident that caused that tone to go off in the first place prep to eject so if you flip this up there's a bell just kind of like you had in your old high school metal bell that will sound in here and the windows in the back will get a message or a light that illuminates that says prep to eject so in the event that you're not able to talk to them in the back not able to have any Communications whatsoever you can flip that switch and let them know hey things aren't going so hot we're gonna have to go to this aircraft pretty quick up here is just uh some more caution lights this is going to be your master caution so anytime something illuminates down here or something illuminates here you're going to get a light that flashes up here drawing your attention to the fact that something is not as it should be down here in between my legs we have a flight connect or sorry a flight disconnect stick so what you do for this one is you pull that handle in here and pull it up and that's going to disconnect this stick from that stick there's certain malfunctions where that needs to be pulled where these sticks can lock up or something like that so just want to go and pull that it will separate the two sticks and they will fly independently of each other Rudder adjustment here so I will pull change it back so as you can see there's the rudder pedals there we're just like a normal plane push on it to make the runner lift right and then the top is still going to be your brakes um and how you would stop this plane does have nosable steering so we don't have to use differential braking and to engage the nose while steering you can see right there nose while steering disengage so you push up on that and that would engage the nose while steering and so from there I can just more or less drive it like a car except for you're using your Rudder pedals but that noseble steering is still going to turn and not use differential braking so moving up along the cockpit again you're looking at your standby attitude indicator and it also has a standby altimeter so just like every instrument rated plane you're going to have that standby system there up top are all your fire warning lights and extinguishing agents so for here you have your leftover Wing left Apu engine one two three four right Apu and right overwing fairing so the overwing fairing I'm sure is unfamiliar to a lot of people that is the part basically where the when the wing sweeper they're going to kind of Tuck into is gonna be that overwing fairing area there's a lot of fuel a lot of hydraulic and a lot of oxygen going through that area so if a fire were to happen in there you would definitely want to have the ability to put that out so the way that you would put out a fire for any of these uh you would first get the master caution and you would get a tone in your headset and you could look over here and one of these lights would be illuminated so you'd say we have a fire in engine one you press engine one and go left agent discharge switch to Main and that would be getting you some fire suppression into that engine if it doesn't go out you can always use the reserve and then hopefully uh after a main and a reserve the fire is extinguished and you can go home going down one more is going to be a trigger speed and a ground speed indicator not used a ton but in Flight it's always set to True air speed just to give us some situational Awareness on what our true air speed is so we'll go through here this is going to be all of your engine uh indications essentially so you can see each one of them has a one two three four going across all of them power level is not really used but it's on a scale of 1 to 10 and it's supposed to be kind of an indication of how much power you have left or how much power the engines are putting out fan RPM so think of this as the blades that you can actually see in the front of the engine that's telling you what percentage they're spinning at of how we're allowed to spend so um this is just going to be your exhaust gas temperature letting you know how hot or how cold the engines are running really used a lot of times during engine start so whenever you're starting the engines you want to make sure that they're not getting above specific temperatures otherwise you're going to need to abort the start 4pm is going to be probably the indicator we look at more often so with four big engines like this when you're taxing around you really want to be aware of what's behind you so a general rule of thumb for us whenever we're taxing around is don't push the throttles up to 80. more than 80 percent which you think seems like quite a bit but the engines idle around that 65 percent Mark so you really don't want to push these engines up too much while you're on the ground otherwise you risk tipping some things over moving down is going to be the nozzle positioners so the more you push up the throttles the more the nozzles are going to close so in idle they're full open and Mill they're full closed and then going into afterburner it kind of reverses so Min a b they're going to open up a little bit and then Max a b they're going to open up all the way and that's just to help the airflow coming out of the back of the engine um not exit too quickly or not exit too slowly and cause a compressor stall on the engine fuel flow indicator as you can see here goes up from zero to a hundred thousand pounds typically in Mill power settings or below your uh probably going to be less than that ten thousand pound per engine but then getting up to that a b you're easily going to get over 20 000 pounds in each engine so on a takeoff it's pretty common to see 200 000 plus pounds being burned by all four engines now granted we're not holding it for a super long period of time but uh 200 000 pounds per hour is nothing uncommon to see your normal oil pressure and oil quantity here nothing too fancy just your normal gauge 0 20 40 60 and then your oil quantity is just a pure percentage that's full of the engine moving over here to some of the indications of where our flight controls are so this is our stab this is going to be neutral and when you pull back on the stick you're going to see this deflect and when you push it down on the stick you're going to see that deflect as well basically showing you where it the stab is and how much travel you do or do not have left something for the spoilers so going to the right you're going to see the right side spoilers deflect going to the left you're going to see the left side spoilers deflect as well and then for your Rudder deflecting it left or right you're going to see that again speed brakes probably one of the more important things to check here so whenever you're coming back into land sometimes you have to use the speed brakes to slow down and before landing you want to make sure that they are in so good one to check right there making sure that that reads zero slot and flap indicator here so the only thing we have for the slaps is uh when the jet turns on we have power you'll see extended or retracted and then when it's got these barber poles like this it's either not working or it's in transit so you would typically put the slots down and then go to half flaps and then go to flaps full down to the right one we have our wing sweep indicator so as you can see right now this yellow is showing where it's commanded to it's commanded to 15 and the indicator there showing that it's at 15. so whenever we move our wing sweep over here on the side you'll see this yellow go down to say about 45 and that traveled about one degree per second so give it about 45 correction give it about 30 seconds and it'll be at that 45 degree mark the other place to see this is a digital readout that I forgot to mention uh here in this rotating Compass there's actually a picture of a little top-down view of a B1 and it'll give you a little animation of where your wings are and it'll tell you a specific uh digital readout which is super handy because as you can see this indication here takes a little bit of looking at to figure out exactly what single digit number it's at but on that tactical display there you can get a quick easy readout of the number it's at so what you're looking at here is going to be the landing gear system so whenever you want to push it down you're going to push that um knob forward and then pull down on the handle and that should get the gear coming down here's an indication for each forward left and right gear and so the way we want to confirm that the gear is down to this plane is you'll have make the call out handle down lights out in the handle three green and then the AOA indexers on the top should be illuminated as well this is the alter gear extend here so if we get into a situation where we need to use the emergency hydraulic accumulators you'll basically flip the switch down and then go to the down position there and that would hopefully drop all three of the landing gears however it will leave the main gear doors open with the normal extension and retraction the main gear doors will swing uh let's say we're designed to going down one we have the door closed switch here so if we want to close the doors from the front station just lift that guard up push it in and all three of the doors will close and then we have our consent switch up here so once we do when we're in a tactical environment part of our checks are to go release in the front enabling the aircraft to basically release weapons as it should if we are safe up front and they are armed in the back the jet will not release weapons so we have to be released up front and they have to be configured appropriately in the back so one of the coolest panels in my opinion on this plane is going to be this panel right here the terrain following panel so and a general kind of overarching sense what this plane was designed to do was to go have a low altitude penetration into a contested environment so the way the system works is it utilizes the radar and the front of the aircraft to basically scan ahead and then send data to a computer and a computer will generate a Terrain following profile based off of what altitude you have selected down here so it can go pretty low down to 200 feet above the ground and you don't have to be able to see out front you don't have to be able to pull back or be able to fly all you need to be able to do is trust the system and set it up correctly so the way this works is you're going to have the on off switch pretty simple right here and then each one of these a b c d all the way through kilo they correspond with a specific altitude above the ground right here is going to be a priority switch so if you want to prioritize terrain following for that radar or if you want to prioritize taking maps with the radar you can give that there and it's going to change a couple kind of nuanced things with how the radar prioritizes what it's doing here is the soft medium or hard ride so as you can imagine if you have a larger Hill or you have a mountain in front of you um and the Jet is making decisions on when to climb and when to descend for you it's going to need some guidance on how many G's you want it to pull up so with the hard ride it's going to wait a little bit later and pull up with a little bit more G-Force the medium is going to be kind of a sweet spot in between and the soft Rod is going to be a very gentle and it's going to be more of a gradual climb to get to that desired profile rain reject here so this is just to help the radar um basically differentiate from what's rain and what's terrain out there in front of it moving on down you have your master caution panel so you can see there is a slew of Lights a bunch of different systems on this aircraft pretty much each thing that we go over has an Associated light that can illuminate and an Associated checklist that's utilized to um fix the issue so kind of now moving down to this panel here this is your ILS so on off switch right there and if you want to change the frequency that you have it's that top one for the digits over there and then the right one for some of your decimal places a radar altimeter right here so typically it's in the auto and you can see which channel it's using if it's using channel one or channel two you can see that in there another cool thing with the terrain following is going to be this Auto letdown switch that you have here so what you can do is basically be cruising at say 20 000 feet and you can use this auto letdown switch with the radar altimeter and the radar and it will essentially point you pretty nose low and then level you off in conjunction with this terrain following equipment at a specified altitude again say a thousand feet above the ground so in order to go from twenty thousand feet to a thousand feet above the ground in theory there's no pilot intervention required you just need to make sure the system is set up correctly and the plane will nose dive and level off all on its own down here as our iff panel so what most people would know is their squawk you can set your squat code right here and the different modes that we have just your normal standby and normal settings some of the upgraded Jets are going to have um the ability to set the squawk with the mfds up front down here is your attacking so like I said there's no VOR in this jet it's just tacking in that's how you change your tens place there and then changing your ones place right there and then for the air-to-air mode so for flying in formation you'll set up the attack in and the Yankee mode and that'll be able to get you situational Awareness on how far you are from the other person in your formation that's for the normal ground transmit receive and that's for your air transmit receive and the other ones are just air to air receive and regular receive coming down here so more stuff to do with kind of your takeoff and Landing so the anti-skid switch just works kind of like your normal car we fly around taxi take off and land with it on which prevents our tires from skidding and potentially shredding parking brake is pretty simple here so what you do is put your feet up here on the brakes push the toes down and you would press and hold that it would engage and you would be able to feel that it engage when you take your feet off the brake the brakes will stay depressed and you'll get a nice light there letting you know this is the emergency brake switch so if you find yourself on a landing roll and you press on the brakes and nothing happens you can move that switch to emergency and get some actuations out of the braking system and stuff for the end of the runway data case light just for the lights down there when they used to keep Maps up here nozil steerings there's two modes for the noseble steering take off and land in your taxi mode pretty self-explanatory there the taxi is going to be for anything below 20 knots you're going to get a lot more sensitivity a lot more ability to turn takeoff and land is going to be for your normal takeoff and Landing it's going to be a lot less sensitive and feel a little bit more like a Rudder in an actual plane however it's still the nose while steering moving you're Landing a taxi light right there the landing lights we're going to keep on for obviously Landing super bright really light up the runway from a good distance away and make night landing in the plane much easier than it otherwise could be and then taxi when you're taxing around same thing just want to have that and Taxi it's moving up here so you have basically two different ways to control the plane and it's typically going to be Blended so the right seat is going to be a mechanical path which is not going to use some of these augmentation systems and the left seat is going to have more of your augmentation there's going to be your electrical path utilizing some of these so the way to think of this is this row is going to impact that row so we have pitch roll and yaw augmentation and then we have the pitch roll and yaw trim so the way that you would normally do this is turn these all on and that would go ahead and activate the electrical path for the flight controls allowing you to get some more control out of the aircraft and then your normal pitch roll and yaw trims would also be engaged so kind of explaining these the one cool feature about the B1 is it has a system known as emux so the best way to kind of describe it is as a kind of super computer and robot it tracks just about everything on this plane the health of it and is able to kind of power things on power things off to keep the aircraft up and running so with this normal pitch Trim in the normal whenever I make a command up here on the pitch trim it's going to go through emux and emux is going to basically approve that command and say yep the normal pitch trim path is working and emux is working so I will let you pitch nose up or nose down the altar path here so taking it from the normal to alter it's going to be that same path we're just going to go ahead and Skip e-mux so if there's an emux issue I can still use the pitch trim on the control stick and get the pitch that I want standby is going to be that same switch that we showed you over here by the throttles not as user friendly but still works roll trim same thing your normal and alter and then um y'all again so the other two switches over here it's gonna be your flap slat reset and then your spoiler switch so the only time we turn the spoilers off is whenever we're doing air refueling so the spoilers can make the aircraft a little bit sensitive so in order to dampen some of those controls we'll turn the spoilers off for refueling down here this switch is going to be your alternate Wing sweep so in the event of a wing sweet malfunction you're able to utilize this to hold the wings where they are so if you say you sweep the wings and you see a wing sweep issue on the master caution panel you can quickly place the switch to hold that will freeze all of the wing movement regardless of issues and then getting the checklist and diagnose from there in order to go from this hold position back to normal you would just go to the reset and that would reset it back to the normal path and then if the checklist directs there's a lot of issues going on you can hold it and forward and that will slowly sweep the wings back to forward but it is spring-loaded back to that whole position so you don't just inadvertently sweep the wings forward when you don't want to and then off they're just going to be purely turn that Wing sweep off here is going to be our emergency speed brake retraction and the altar path for the speed brake so at the event that the speed brakes are out and you cannot get them in you can go ahead and flip that switch back to emergency retract and it will retract the gears as I'm sure you guys are pointed out on the walk around the smucks the veins on that front part this is how you turn them off uh we don't really use it anymore since we don't do the terrain following anymore moving down here move this this is going to be a backup control panel for your communication so in the event that our primary way to control the communication fails we can still use the radio to talk on this is going to be your cnms your communication navigation management system so this is going to be how we change a lot of the radios we will input the flight plan in here as well just in case something happens at the back station where we still need to get to a waypoint and fly an appropriate course another thing this is really useful is on long duration flights we'll be able to use this and win the flight plan and get really really accurate timing to a specific Waypoint that maybe three four five points in the future other than that yep you got your normal price uh control knob there and then your keypad to input data in there moving down one more is gonna be the good stuff you have your engine start switches here so once you get to that point and the checklist this is how you'll turn the engines on so uh you would do it you would pull it up over into the Run position which is uh vertical and then push them up one more to get to the start that's going to start getting that core rotation going and then at a certain point inject the fuel and then light the spark speaking of spark move up here this is going to be your ignition switch so it's off auto and continuous typically fly around with that and auto just in case something happens the igniters can automatically kick on and keep your engine spinning speed lockup not really used anymore but what you would use that for again low level you turn that to the auto position and that would keep your core RPM at 90 or above to basically reduce the potential of a compressor stall any I switch up here on South Dakota used quite a bit so you have off auto and manual on the ground you want to keep that in manual to get the appropriate hot air to some of those leading edges in the engine to prevent ice from accumulating on there potentially breaking off and then floating out the engines increase stall margin again not really used anymore but essentially it's going to keep your nozzles open about five percent more to reduce the chances of getting a compressor stall in that engine so same throttle one thing I forgot to mention on the other side the push to talks are right here so if you go down on it that's going to be your ICS and if you go up that's going to transmit on whatever wafer switch you have it on so as we discussed earlier com1 com2 or com3 that's going to be what you trans went on here's your flaps and Slots indicator or selector here so that's going to be flaps full up and Slots retracted if I want to get the slots to extend pull that little lever there and go to extend and then I would look up there on the slide indicator and see it extending a flaps half there's a detent right there and then flaps full is obviously at the stop same thing that we discussed on the other side the ultra throttle so decrease increase for your four engines standby pitch and normal yaw just like we said in the other one and then kind of two unique switches that we'll talk about here is going to be the roll OG limiting so there's a couple videos that I know you can look up online and you can see the tail your horizontal stab they're splitting so in most planes it's going to stay symmetrical in order to control climbs and Dives but in this plane it will help us a roll so because of this the plane is incredibly maneuverable whenever you command it to go into a Left Bank or a right bank it's a very very very responsive and that has a lot to do with that split stab in conjunction with the spoilers getting the plane moving your stall inhibit switch here the three options are Seth CIS or off so CIS and Seth basically allow you to fly closer to the stall margin the actual stall margin of the aircraft so with this plane not a plane that you can go practice your traffic pattern stalls or anything like that because at this plane were to stall the CG is aft enough that it would be an unrecoverable um place to be in so you have this CIS and ceph which will basically kind of dampen out some of the pilot controls and allow you to fly a lot closer to the point of an actual stalling on this aircraft so you don't potentially pull back a little too hard and get into a stall AFC s pitch gain is not used we always keep that a normal and then your trim set for takeoff one of the final checks we do lining up they hold short for the runway press that button you're looking for the green lights to illuminate tto and then you check up here on your spoiler and you're looking for two trailing edge up and I'll let you know that everything is set for takeoff and you are ready to go moving over here now is going to be all of our fuel panels so fuel panel begins here goes all the way down and it's all this area right here there's two computers that we call figums Fuel Center gravity management system so this is computer two and that's computer one and that is in the auto position there so these computers can be in three different modes you can be an opt Cruise normal or set opt cruise is going to move that center of gravity a little bit further aft to get some of that tail duct behind the fuselage hopefully give you a little bit more better fuel economy normal it's just going to keep the center of gravity on target where it should be so you can see right here that would be the normal center of gravity for 15 wing and it's on target there the set knob is going to be used for different failures so sometimes these computers can malfunction and you might want to go to the set knob and then you'll use this knob to basically say hey I want to set the center of gravity at say 34 Mac so you would see the dial bit on here to 34 percent and then watch the fuel transfer aft not something we typically use though the computers are very reliable and do work most of the time so this is going to be the visual depiction of what we're talking about with the CG so you have the forward limit aft limit what you want the target to be at and then where you're actually at so depending on the wing sweep you can imagine that changes the center of gravity a lot so these four and F limit tapes will move different Wing sweeps have a much wider envelope and different Wing sweeps are going to have different targets that you want to be at so going down one more is going to be the gross weight so currently the plane we're sitting on weighs 348.6 000 pounds and has a total fuel of 158.6 000 pounds on board so we like to manage this uh a lot so when you're on a long duration flight fuel becomes uh really important especially when your nearest divert bases a thousand fifteen hundred miles away you want to make sure you're staying on top of how much fuel you have and how much fuel you're burning and how much fuel you expect to get to the next point with and that's exactly how we do that there you're going down one more this is going to be how we manage all of our tanks so you have two main tanks that you can see left main right main those are going to stay open all the time because we obviously want to make sure that the main tanks which feed our engines are as full as they can be so you can see here they each have just over 10 000 pounds in them in the way it works here in the B1 so the number one fuel tank is the most forward number two is just behind that number three is slightly aft and number four is all the way aft your two left and right wing tanks and then your Ford and intermediate for this switch and your aft storage Bay tank so this here is the fill valves and this is how you control if fuel is going to get into that tank so if you keep it closed like they all are now there's no fuel that's going to be getting into any of those tanks here you have a corresponding with the switches so you can see two and three two and three that's how much fuel's in there right now so number two you're looking at about thirty four thirty five thousand pounds of gas in it your wings one and four and then your Mains like I said down here we have the transfer pumps so if we want to transfer fuel out of tank number three two left and right or one and four you can turn these pumps on and then you'll see a corresponding light so for number four that light would come on letting you know that that transfer pump is activated that's something we typically have to do but in the event that you're having center of gravity issues and say uh your center of gravity is moving a little bit more aft than you would like you can get fuel out of number four put it into the forward most fuel Bay tank and hopefully get that center of gravity to move forward and be in a better regime right next to that is going to be the cross feed switch so this is going to be between your left and right Main if it's open the two will be feeding each other if it's closed the systems will be working independently of each other down here is your ballast tank isolation valve so uh the best way to describe this one is in a weapons employment scenario say you're going to be releasing eight two thousand pound bombs out of the aftmost bay that's gonna be sixteen thousand pounds of bombs coming off the jet so you're going to want to transfer some fuel from the forward most to the outmost and keep that CG within limits you don't want sixteen thousand pounds just falling off the plane without some sort of anticipation anticipation and a CG shift so a normal flight will keep that open and emux will control based off of how much fuel is in one and four and the other it will control whether or not that tank is open or closed and something very important that we typically like to keep an eye on during the flights to make sure it's in the correct position down here is how you will see exactly how much fuel is in each tank so you can see as I said the mains had about 11 000 earlier I actually get 10 700 pounds and you can do that for all the other ones when there's power on the jet those will flip and show you an exact readout of what's in there right here so this is a fuel dump as I'm sure you saw on the walk around this is how lift this Red Guard to switch up and flip that up and then all these transfer pumps would come on and that's how um he would start to dump out fuel we can dump at a about a maximum of three thousand eight hundred pounds per minute so definitely something that if you're doing you want to keep an eye on because you don't want to dump too much gas and find yourself on a bad situation more transfer pumps here for the Ford intermediate and aft and then here is the cooling scoop it's normally in the auto position so anything below 370 knots the jet will use uh Scoops that drop down from the lower part of the fuselage and just use regular old Ram Air to cool off the fuel and then the ground cooling switch there for ground refuel and defuel moving to the overhead panel this the overhead panel up here I would say is organized incredibly well so right here this is going to be a lot of your lighting so you can read copilot afcs and indexer so what that's going to do is that afcs panel that we showed on the kind of inside of the glare Shield here that's going to make those lights a little bit brighter or dimmer so all those are just a combination of different lights your flood lights here so there's an instrument and overhead flood light and then your pedestal inside a floodlight if you turn these up it's going to get pretty bright in here for you an iolite during the nighttime flights you can flip that to the uh on position and it's going to run for a few minutes and give you some lighting in that aisle and hallway back there your annunciators here so all the master caution and fire detection lights everything like that that's going to be the bright and dim and then your normal warning uh test function so on every ground up uh on all the ground ups that we do you're going to do make sure all the lights work and dim make sure they all work in bright and then for the overhead you're gonna do all the same so what you want to do is make sure that all the lights turn on and work is appropriate your normal external lighting here any Collision position standby Flash and then dim bright and off temperature altitude so typically it's going to be around 8 000 feet when you're up at altitude otherwise it should read Ambia and then for here these are our fire detector Loops so in the overwink fairing Apu and each one of the engines you're gonna have two coils that run around that area that if a fire were to occur the gas in there would expand and a sensor would be able to say hey it's getting hot in there there's a uh there's likely a fire in there so it's redundant you have an A and A B for each one of those and uh we'll test those on every ground UPS to make sure that the appropriate lights are illuminated moving up here is going to be our generators so as you can see one two and four notice number three is missing our number three engine does not have a generator so um pretty self-explanatory here with the reset and off being on that top and if you want to flip them on you'll just move the switches to that forward position in some different emergency procedures there's a constant speed drive so the best way to explain this is obviously the more fuel you put into the engine the quicker that inside of it's going to turn but we don't necessarily want the generators to turn any faster because they have a really specific RPM they need so they're not over producing or under producing power so these constant speed drives basically manage a clutch and keep the generator spinning at the same RPM all the time here so we can check the different generators so that would be generator one two three correction two four and then your emergency generator that uh would move your volts and frequencies here and then you can check your different buses think of a bus like a uh kind of really fancy power strip so we have four different ones that a lot of things are plugged into and then we have two DC ones a four and a half to one as well so here's your emergency generator and certain emergencies certain failures this thing will automatically kick on and provide emergency electrical power obviously not as powerful as the three generators we have combined but it will keep some safety of flight items on this is just your normal battery first switch that we flip it over again to the cockpit to start the ground Ops and then external power if you need it they'll plug it up you'll flip that to on and you'll start to get some of the power in there so up here we have our air refueling panel and these three are going to be our lighting this is going to be the exterior lighting the enunciator lighting and the slipway door lighting so sometimes the tanker might ask you to turn up the lighting so they can get a little bit better visual so this is where you would look to do that here we have the different modes you have an override mode and the normal mode override mode is going to be the B1 is the only player that has the ability to disconnect the boom from the plane that's something you I would really like to do you'd like to give that boom operator a vote and whether or not he can pull the boom away from the jet but there are certain cases where this might be necessary something that you definitely have to brief with the boom operator to make sure that everyone's on the same page another cool thing the V1 can do is reverse AR so we can actually give fuel back to the tanker if it's required and that would just be in the reverse mode and then you have to configure a couple more switches down with the fuel panel and you would be reverse aring this is going to be the door that opens up the uh opens up to the air refueling receptacle so the air are feeling receptacle on the B1 is at the nose so you just pull this handle down and the door would open up and you would basically see kind of the same thing you'd see when you open up the gas uh lid on your car going up one more is going to be our hydraulic information so here on the top you have quantities tank two and three are biggest they can hold up to 20 and tank one and four are smallest withholding up to 15. pressure here is four thousand plus or minus 500 so I know most aircraft are about three thousand I've been told in order to save some weight they upped the PSI to 4 000 to do that so then coming up here is going to be a lot of our environmental panel and some stuff to do with our defog and fuel cooling so we'll start at the top of this panel so right here are going to be specific bleeders for each each engine the bleeder that we pulled from the fifth stage at normal power settings and then at a lower power setting you might need to grab some bleed air from the ninth stage as well so you flip all those on uh and you're going to be getting the normal bleeder and cooling that you want right below that are going to be your air sources and these are basically going to be Refrigeration units so you have four different Refrigeration units there's a lot of computer on here a lot of heat gets generated and you want to make sure that you have some redundancy there and then this is just going to be how we get cooling air to the forward compartment the avionics or sorry cooling air to the crew and Central avionics and then cooling air to the wheel well so normally it's going to be in the normal mode there so it's going to be using essentially exhaust from here that gets pre-cooled goes into the refrigerators and gets cooled even further and then now is going to go into one of these three compartments and take some heat away from those computers going down here is going to be the crew temperature so you have the auto manual hot and cold to control how it feels at the crew compartment windshield most of these switches are no longer in use but the one that is is your alter anti-ice and defog any ice and then alter and defog so sometimes especially going into more humid places just like your car the windshield can fog up the same thing that you do in your car you turn that defog on and so that's going to be the same thing we do here we'll turn that defog on going over to the right side so one of the interesting things that I learned about going through the B course here is the way that heat is kind of generated and dissipated in here so there's a lot of computers a lot of them are pretty old so they're they're going to be like your computers that you used to have get really really hot and obviously that's not us that you want on board of a plane that's loaded with a bunch of fuel so what ends up happening is those computers are liquid cooled and then the liquid coolant that's getting the heat from those computers is going to get cooled by our fuel and a better way to get heat off of the B1 than to heat up the fuel a little bit and then burn the fuel off so that's how we get heat off from computers and things like that might as well heat up liquid cooling and then the fuel will take some heat from that and then the fuel will get burned so that's what you're looking at here is going to be the fuel cooling Loop return so in the normal position that's basically going to direct the fuel that just got done cooling off the liquid coolant to get burned if you go to the open that's going to allow it to go back into the main tanks not really used because as you can imagine um you don't really want to keep hotter and hotter fuel on the jet you want to get that off as quick as you can down to the crossover switch here that's going to allow the left fuel cooling Loop and the right fuel cooling Loop to basically go back and forth with each other again not something we typically use and then washer Reservoir is not used unfortunately we're not able to clean our windshield off like you can in your car and then pedo heat stays in the uh it's essentially I know it says off but it's the normal position so one specific parameters are met the pita heat will automatically turn off and then once you're Landing the pedo heat will kick off on its own like I said that was a lot yeah you did a ton of stuff Captain Cameron Sorrels hope you guys enjoyed a tour of the cockpit of the B1 I'm staff sergeant Joel Macklin I'm a DCC of aircraft 86095 and I've been working the B1 for the past four years so here we're going to be looking at the nose radome real quick um it weighs approximately 300 pounds and it houses our Loa our low observable antenna you might be able to see on there we have a couple of their lightning strips they come there's one I believe three on top a couple on the sides and we have three on the bottom here it's just extra protection against the uh against the elements here so we have our Doppler radar here and as we go back further we're looking at these four circles that say Do not paint they are our radar altimeters and if we look to the sides of those they're covered currently there are uh there are angle of attack and then we have our pitot tubes directly above those we'll come further back here now looking at our smucks vein it moves approximately it can move at a maximum of 200 degrees a second and it's plus or minus 20 degrees there and from the Schmucks vein we'll look into the nose gear I hear the wheel well and we can see that has the nose gear swings up we have Tire bump stops up on this side uh so as the tires are spinning as it takes off from the ground uh they land into those and stop this other side here we have our aerial refueling accumulator and our nose landing gear emergency extend accumulator the one on the right that's in case of an emergency and the landing gear is not extending it'll basically drop the landing gear out if they can't get it to its gravity extend it'll use the nitrogen spot nitrogen pressure that's stored there to pop it out this jet has just gone through a wash actually so that's why that junction box up there is still covered in barrier paper and tape to make sure it doesn't get wet we're not going to experience any issues or electrical issues there as we come further forward or further back we're looking at the nose landing gear strut The Landing lights and the taxi light if they use the landing lights all three of these lights here will be on and if they're using just a taxi light just the taxi light turn on from there we're going to look at the nose wheel steering gearbox it's along this back side we have a servicing gauge along the backside that we check on our 2A inspection right there it is hard to see sometimes so you need a flashlight get in there real close make sure you can check that the nose wheel steering gearbox is serviced and ready to go it's what allows the nose Wheels nose landing gear to steer um in so there's a switch upstairs that you've probably seen it's a taxi and Landing switch up here we have an alert start and Apu stop switch here and that is for if we are an alert status we'll have the Jet Set ready to go and you just come out you run you punch the button the apus will start if as long as all the switches upstairs are set properly and then you have an APU stops which just in case you need to stop them from the ground if you're not upstairs or the person upstairs is unable to stop them we also have our our stair ladder right here we have a stair ladder up a electrical option and you basically you switch to flip and you flip it up and the stair ladder will raise from the ground there's also a way to do it mechanically and electrically from upstairs and we also have our gravity extend for the stair stair ladder 129 that is the aircraft tail number it is currently our Wing Jet and it is one of the more that's how do I say this I'd say it's one of the better jets in the fleet uh tends to have a couple Hydro problems but that's about it other than that she flies pretty good we have the tires they're serviced to 210 PSI uh all the time they're never not at that we're going to take a step back further here we're gonna already talked about the stair ladder we have three modes or three ways to extend it we have a mechanical electrical and a gravity extent and a couple ways to do that the mechanical extend and retract is actually going to be right here it says crew entry ladder up and down just grab a speed handle and you turn it until it starts moving it's pretty easy actually we'll come back further to the weapons Bay we have a stores Bay tank loaded it's our 180 inch tank it holds just over 19 000 pounds of fuel which is more than most Jets hold or most fighter jets hold just on their own so it's it helps with our range and capability as a bomber especially when we're going on these uh longer missions come back further all the weapons Bays we have three of them they're all very similar we can put fuels Bay tanks in all of them if required if that gives us an extra almost sixty thousand pounds of fuel I've only ever seen these for the Ford and mid Bay tanks loaded the after one will usually have a weapons mod in it so an eight by ten by or 28 by if we look at the AFT of the mid Bay or yeah the mid Bay we have our torque tubes for the slats the flaps and the wings in that order so the slats on top we have the flaps in the middle and then we have the wings on the bottom the wings are the thickest torque tube it's the biggest moving flight surface speaking of the wing sweep currently if we look at we call it the football panel right here underneath that panel we have the ball screw actuator and that can experience anywhere from 500 000 pounds of force under tension and around 450 000 pounds under compression as it sweeps the wings back and forward if we come back to the just behind the mid Bay or yeah the mid intermediate weapons Bay we have our aft band eight and a half band seven Radars or antenna those are required to be checked on our 2A inspections as well for any delamination or anything of those sorts um as we're here we're going to switch over to the main landing gear the tires are serviced to 250 psi and then if the uh gross the gross weight of the aircraft is over 365. 360 000 pounds sorry um we have to up the servicing to 275 PSI whether that be on a cold or hot day it's always 275. we can come in and look at the brakes brakes are controlled by hydraulic systems two and three and they will be utilize up to 2800 PSI with normal operating pressures from both systems and in case one system fails they will potentially use up to an entire full system's pressure to apply brakes or to apply the Pistons on the brakes four for each they're back there as well we have four up front four in the back and then same on the opposite gear um it's in case if we lose hydraulic pressure on one end of it that fuse will stop any more loss of hydraulic fluid and still allow us to use that brake so you come back just a hair further we have the main landing gear strut itself which is serviced on every pre-flight and made to match match on each side as long as they're service to the appropriate PSI up here I'm actually gonna so if we look right here this is the manual for the main landing gear doors to open them so as the plane lands uh upstairs they don't have a way to drop the doors so it has to be done from the nose and if they don't get dropped after it lands and pushed back on the spot we have to come up here with a ratchet and a half inch socket and manually open our landing gear doors it just actuates these it pushes them back and allows our doors to drop down oh I'm up here climb up a little bit further and here this is our emergency brake selector valve it has an open and close on it some of them aren't labeled but down is closed and when we're doing our toes we have to set the switch upstairs to emergency brake it'll switch this automatically up to open and then it allows us to get I want to say 9 to 11 applications on our brakes using the accumulators that we use to start our apus foreign then we have our axle beam position which is this right here make sure the axle beam is positioned properly on landing and takeoff and when it tucks back up in it'll be all nice and snug what's that underneath the panels on the side here we have our large pcas so they have a ton of circuit breakers on them for basically everything on the aircraft back here we have a couple of central circuit breakers upstairs but most of our circuit breakers and pcas are back here underneath these panels here as we come back further we're looking at the Bay and in order to currently the doors are at 45 degrees because we just washed the aircraft so we had the 45 so we get a proper cleaning on each side of the doors and in order to do that it's usually a manual process underneath there's a little flat head little access panel right here very very small um and you open that up you grab a speed handle and an extension and you get to sit there and spin it for approximately usually takes like 10 to 15 minutes it's roughly to get it to 45 it's roughly 800 800 turns or so on that speed handle to get it to this position you can also manually or technically it's electronically open and close them from these back panels here right here we have a couple switches in there and one of them will open and close the AFT Bay one is for the light in the AFT as well we also in order to close these we have to mechanically de-safe it and this is this red handle that you can be can be seen on each of the Bays it's harder to see because the doors are 45 but it's a mechanical disconnect for the doors so they cannot move as lever is down so we make sure it's when you go to open it and close it we have to close that handle and then make sure it's clear before we move it come back just a little further I'm going to be looking at we have a couple more antenna back here this is changed we have aft band seven and eight back here as well and then we also have our equipment Bays back here which is underneath this big panel and this other big panel and that just houses a bunch of our Dash equipment even further we have our aft radom which is similar to the nose radome approximately the same weight it just houses a bunch of antennas and transmitters for our Dash equipment we also have continuing on the dash side of things we have our TDS which is our tow decoy system it's just another countermeasure in case of an opposition launching a threat at us we have one on each side so we look at the inlets on our General Electrics f-101 engines here we have these they're called movable cowling licks cowling lips your mcls and so a below Mach 0.33 they'll be full open at 90 degrees and then once they get to Mach .33 they'll close to zero degrees and then as soon as they get above Mach 0.66 they'll close 10 degrees in to ensure that the airflow is the proper if they're if they're getting too much air risks compression stalls so we try and make sure those are working properly because if not then we can't go too fast we can't get that mock along than a cell we have our fire bottles in case of an emergency we have a gauge in there to make sure they're serviced we have one there we have one above it as well it's the same on the other side we also have our control for the overwing fairing this switch here allows it to you can move it up and down as long as you have accumulated pressure and your batteries are on and then we also have two more fire Bottles Up In The Oaf and those are controlled by the swept upstairs the fire warning extinguishing panel we can see what else what else it's that talk about that the wings the wing sweep the wing sweeps the full back is 67.5 degrees and that changes our wing tip to wing tip span from 137 feet to just 73 feet it makes us have a lot smaller cross-section the staff sergeant Klein I work with the 28th munition Squadron our job is to store maintain assemble and deliver the Munitions needed to support the b1's mission this first trailer here is some of our more conventional munitions and both these trailers having the sermon ammunitions that show the different types of missions we can support with the B1 on this trailer we have a cluster bomb unit alongside another assortment of j damps a cluster bomb unit is a bomb made up of many smaller Buffs essentially when this is dropping the aircraft the outer shell splits apart and smaller Blu subunitions are dispersed different blus have different missions and one of the coolest ones that I think is the bluey 108 and what that is is it's basically a skeet disc of death what will happen is this cbu-103 will split apart and smaller subunitions will come out and before they hit the ground they'll stop and hover ing discs can shoot out shaped charges to destroy vehicles and enemy material and they're just really cool to watch I recommend looking at a video of them sometimes they're just awesome these other three over here are what are called Joint direct attack Munitions and what they are essentially is they are older bombs from our stockpile Mark 80 series and penetrators that have been converted with with special tail kits to become Precision guided Munitions one of these bombs can be dropped into a 50 gallon barrel from miles up in the air in fact one of our main tactics for penetrating a bunker is to drop a penetrator JDM in first and then drop a second bump through the whole of the first penetrators created they're just that accurate these bombs are customizable the J dams are the customizable and they're built to order based on the mission we have an assortment of different fuses penetrator fuses we have void sensing devices to detect Which floor ammunition needs to explode on we can build whatever is needed for the mission if we move to our next trailer we have what's called a joint air to surface standoff missile these are two agm-158s of different uh variants one of them is lorazum which is a long range anti-ship missile and the other one is a replica of an agm-158 Bravo extended range jasm so what these are are these are extended range cruise missiles that give our crews the ability to engage targets from hundreds of miles away one of our b1s can hold 24 of these eight on three separate rotary launchers in each Bay that rotate and fire them continuously one of these missiles can travel hundreds of miles to hit a Target fall out of sight and they give us versatility long-range striking capabilities and they also protect our air crew and let them strike targets from well out of their range um these Munitions basically turn this B1 into a flying Swiss army knife there are we have so many different capabilities and so many different Munitions for different missions that whatever comes at us we're ready because we have the ability to perform a variety of tasks if there are attack peas downrange we could provide provide close air support if we need to take out air defenses from hundreds of miles away we can do that before the main Force arrives it's what has created it's what makes the B1 sort of versatile platform is how much we can do with it if we want to make a mixed load of long-range missiles and close air support we can if we want to strike a Target six levels down in a building we can honestly and it um it just makes me feel good because it because what we can do is what makes our enemies think twice before they try anything like these J dams um so like I said they're just they're just dumb bombs that have had components strapped onto them that turn them into a smart weapon so this thing by itself is just like a bomb that you use in World War II or Vietnam you literally just drop it it explodes but when you attach this Tail kit to it this Tail kit has GPS inertial navigation and what it can do is it can hit a Target pinpoint through Windows into barrels through holes from miles from the air as I said before it's incredible what we can do with modern technology this JDM particular is a gb54 and on the front not only can it be GPS navigate on the front it has a laser guidance system has a dsu-38 on the front that allows it to also be lazed in by other aircraft so you have two gun sets on one bomb and this is with this is turning a piece of metal into a Magic Bullet over here we have a 2 000 pound class J Dam a gb31 version one that uses a mark 84 series bomb body this is what we use to bust uh softer bunkers softer building and softer material it can be loaded with a variety of different fuses and it uses a kmu556 to the left of it is a 2000 pound class penetrator called a gbu31 version three and what this does is it's meant to get into those hard to reach places those concrete bunkers underground it uses a Bluey 109 2000 pound penetrator and has outfitted with a hardback assembly to allow it to better interface with the jet um is it essentially is the excuse me essentially it's a gb31 but harder and designed to penetrate concrete so as a munition is true safety is a priority nothing we do is arbitrary everything we do is outlined in a technical order which is a manual that tells us exactly how and and what precautions we need to take in order to do our job safely to assemble these we have what's called a crew chief who will get together a team and they will line up on ammunition assembly conveyor where bombs will be loaded and components will be lined up and teams will work together to bring the munition together during this time strict housekeeping standards are met where akuchi for one force safety regulations and ensure that policy is being followed to the ladder these bombs are extremely dangerous not only because they explode but they can literally Crush you so it's important to always be vigilant and that's what the leadership of the 28 months drives they say that we're an airline without Munitions but we're also like a tiger without teeth without our bombs our thoroughness and our diligence is what keeps those teeth sharp we need to pay attention to what we're doing and make sure that we are following all guidelines otherwise it can mean critical Mission failure on these J dams not a line in a sensor could mean missing a Target not applying a thought-free kit could mean that debris could be stuck in the engine and it could down a plane or kill a crew so it's very important our career field to be diligent thorough and hard working and I'm proud to say that the people that I serve with are all three and I feel like our mission here really does make a difference because the capability that we give the B1 through our hard work is what allows this platform to be so so successful and so enduring and even with the B21 going on I feel that the the Beamer will have a place in the Air Force for years to come well hey thanks for watching I hope you enjoyed my presentation on our months thank you foreign [Music]

Channel: Erik Johnston

Views: 368,263

Keywords: Aviation, Aircraft, Airplane, Flying, Airport, Runway, Taxiway, Hangar, Walkaround, Tour, Pilot, Aviator, Wings, Prop, Propeller, Veteran, Interview, Warbird, Helicopter, Heli, Adventure, Airshow

Id: gqDj7o19CWw

Length: 149min 38sec (8978 seconds)

Published: Fri Jun 09 2023