NAVWEPS 01-60ABA-1 Sema nssy ory Ga Poaem ny Cas cry Dee Ta INNAVY MODEL Cay re) renua d NATOPS Flight Manual Oey) Cor Meas Ore ag eng THIS PUBLICATION SUPERSEDES NAVWEPS 01-60ABA-1 DATED 1 FEBRUARY 1964 Dae) THIS PUBLICATION TO BE USED IN CONJUNCTION WITH SUPPLEMENTAL NATOPS FLIGHT MANUAL NAVWEPS 01-60ABA-1A | FOR NAVY MODEL A-SA AIRCRAFT Piece sy age sy PUBLISHED BY DIRECTION OF preg THE CHIEF OF NAVAL OPERATIONS CO enact SO BatNAVWEPS 01-60ABA-1 Seay Evang Ge NATOPS Flight Manual eee aN NAVY MODEL CCL) Ma A-5A AIRCRAFT ras) Cre) Rey Oe ICS/CNI TM ey RADAR ALTIMETER Rene Pra ue a} THIS PUBLICATION SUPERSEDES NAVWEPS 01-60ABA-1 DATED 1 FEBRUARY 1964 emer} THIS PUBLICATION TO BE USED IN CONJUNCTION WITH SUPPLEMENTAL NATOPS FLIGHT MANUAL NAVWEPS 01-604BA-1A, FOR NAVY MODEL A-SA AIRCRAFT Seal eee rer Uy PUBLISHED BY DIRECTION OF THE CHIEF OF NAVAL OPERATIONS end CUT GT 1 May 1965NAVWEPS 01-60ABA-1 Reproduction for non-military use of the information or illustrations contained in this publication is not permitted without specific approval of the issuing service. The policy for use of Classified Publications is established for the Air Force in AFR 205-1 and for the Navy in Navy Regulations, Article 1509. LIST OF CHANGED PAGES ISSUED. INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES NOTE: The portion of the text affected by the current change is indicated by a vertical line in the outer margins of the page "ADDITIONAL COPIES OF THIS USAF ACTIVITIES, — In accordance with Technical Onder No, 0-5-2. NAVY ACTIVITIES, — Use Publications end Forms Order Blank (NevWeps 0) and submit ia accordance with instrot For listing of available material and details of distribution see NavSandA P-2002, Section 8, and NavWeps 00-5004, BaWepeNAVWEPS 01-60ABA-1 INTERIM CHANGE SUMMARY ‘The following Interim Changes have been either canceled or incorporated in this NATOPS Flight Manual: Canceled or Previously Incorporated Incorporated in This Change on Pages Indicated No. 1 through No. 6 No.7 Page 173, No.8 Pages 64, 181, 182 INTERIM CHANGES OUTSTANDING: (to be maintained by custodian of NATOPS Flight Manual) Number Date Purpose Flyleaf 1/Flyleat 2DEPARTMENT OF THE NAVY OFFICE OF THE CHIEF OF NAVAL OPERATIONS WASHINGTON 25, D.C. 1 May 1965 LETTER OF PROMULGATION 1, The Naval Aviation Training and Operating Procedures Standardization Program (NATOPS) is a positive approach towards improving combat readi- ness and achieving a substantial reduction in the aircraft accident rate. Standardization, based on professional knowledge and experience, provides the basis for development of an efficient and sound operational procedure. The standardization program is not planned to stifle individual initiative but rather, it will aid the Commanding Officer in increasing his unit's combat potential without reducing his command prestige or responsibility. 2. This Manual is published for the purpose of standardizing ground and flight procedures and does not include combat tactics. Compliance with the stipulated manual procedure is mandatory. However, to remain effective this manual must be dynamic. It must stimulate rather than stifle individual thinking. Since aviation is a continuing progressive pro- fession, it is both desirable and necessary that new ideas and new techni- ques be expeditiously formulated and incorporated, It is a user's publi- cation, prepared by and for users, and kept current by the users in order to achieve maximum readiness and safety in the most efficient and economi- cal manner. Should conflict exist between this manual and other publications, this manual will govern. 3. Check lists and other pertinent extracts from this publication necessary to normal operations and training should be made and may be carried in Naval aircraft for use therein. It is forbidden to make copies of this entire publication or major portions thereof without specific authority of the Chief of Naval Operations. 4, This manual supersedes the A-5A NATOPS Flight Manual, dated 1 February 1964, and is effective on receipt. Be G tah J. 8. THACH Vice Admiral, USN he Deputy Chief of Naval Operations (Air)NAVWEPS 01-60ABA-1 TABLE OF CONTENTS Section | THE AIRCRAFT* oy 1 Part 1 General Description 1 Part 2 Systems* E ul Part 3 Aircraft Servicing dai eit Part 4 Aircraft Operating Limitations Refer to the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) Section I INDOCTRINATION - ug Section Il NORMAL PROCEDURES a watel Part 1 Briefing and Debriefing ....... 12k Part 2 Mission Planning 123 Part 3 ‘Shore-based Procedures (Pilot) 127 Part 4 Carrier-based Procedures (Pilot) 139 Part 5 Normal Procedures (Systems Operator) 148A Section IV FLIGHT PROCEDURES" me Pls: Section V EMERGENCY PROCEDURES 163 Section VI ALL-WEATHER OPERATION ee asl 3 Section VII COMMUNICATIONS PROCEDURES 191 Section Vill WEAPONS SYSTEMS ...... woe eis Section IX FLIGHT CREW COORDINATION Refer to the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) Section X ‘STANDARDIZATION EVALUATION pence Part 1 Standardization Evaluation Program ......c.r.nesnse 197 Part 2 ASA Pilot/ Systems Operator Standardization Evaluation Form 2u Part 3 Pilot Standardization Evaluation Worksheets ee Part 4 Systems Operator Standardization Evaluation Worksheets 233 Section XI PERFORMANCE DATA — Refer to the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) Alphabetical Index 5 : 251 “Also refer to the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) ContentsForeword THE NATOPS FLIGHT PUBLICATIONS ARE ABOARD! AshetoM SCOPE This NATOPS Flight Manual (NAVWEPS o1- GOABA-1) and the classified Confidential Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) contain information and procedures (based on the latest available data) necessary for safe and efficient operation of ASA aircraft, Bach issue of the NATOPS Flight Manual will be reviewed by the Model Manager conceraed, Suggested changes should be sent to him or to your Evaluators for coordination, ‘The NATOPS Pocket Check Lise (NAVWEPS 01- GOABA-1B) reflects official NATOPS procedures and is arranged as a ready reference to operating procedures, servicing requirements, and assential performance data Check List arrangement is as follows: EMERGENCY PROCEDURES REFERENCE DATA SPECIAL PROCEDURES NORMAL PROCEDURES CHANGES. Changes to these publications are published as directed by the Chief of Naval Operations. Change sttipes (heavy vertical lines in margins) indicate specific changes to text material. Flight crews must be cognizant of all pertinent technical directives, since these may covet critical flight restrictions or new procedures not yet in corporated by change. NATOPS Changes or BuWeps Interim Changes, which point out safery-of-fight items, should be placed at the front of this manual until che Interim Change Summary (fiyleaf preceding the Table of Contents) indicates that NAVWEPS 01-60ABA-1 the information has been incorporated by change. This, ‘means that the flyleaf must always be consulted before using the manual. To determine whether your copy of the manual is the acest issue or contains the latest changes, consult NavSandA Publication 2002, Section VIII, Pate C. CHANGE RECOMMENDATIONS ‘An example of the NATOPS Manual/NATOPS Flight Manual/Flight Manual Change Recommendation Form (OPNAV Form 3500-22) is included in the front of this manual. Recommendations for changes to this manual are classified as Urgent or Routine and may be submitted by anyone, Urgent change recommendations are those which involve safety of flight and require immediate promulgation. ‘They are submitted by PRIORITY message directly +0 the NATOPS Advisory Group member in the chain of command. Advisory Group members process Urgent change recommendations in accordance with OPNAY Instructions 3510.98. Routine change recommendations are submitted to che Model Manager (Commanding Officer, RECONATI- CRON 3, NAS Sanford, Florida) on OPNAV Form 3500-22, MANUAL ARRANGEMENT In addition to the Table of Contents preceding this Fore- word, an Alphabetical Index is provided at the end of both the NATOPS Flighe Manual and the Supplemental NATOPS Flight Manual for referencing specific subjects and illustrations, An understanding of the general con: tents of each section will simplify locating the infor- mation you desizeNAVWEPS 01-60ABA-1 SECTION | —THE AIRCRAFT Part 1, General Description—An introduction to the aircraft, Part 2, Systems—Description and operation of all major systems, including normal and emergency operation. Part 3, Aircraft Servicing—Description and operating proceduses for complete servicing, including starting units, danger areas, and turning radius. Part 4, Aircraft Operating Limitations —Restrictions for operation of the aircraft, engines, and systems which must be observed for safe flight. SECTION II — INDOCTRINATION A resumé of required training and equipment for com: pliance with the NATOPS program. SECTION II — NORMAL PROCEDURES Part 1, Briefing and Debriefing—A general outline of requirements Part 2, Mission Planning—A guide to effective planning, including responsibilities, forms, and cruise planning. Part 3, Shore-based Procedures (Pilot)—Standard nor- ‘mal procedures used to conduct VFR nontactical fight from an on-shote station, Part 4, Carrier-based Procedures (Pilot)—Standard nor. ‘mal procedures used co conduct VFR nontactical flight from a cartier. Part 5, Normal Procedures (Systems Operater)—Stand- ard normal, unclassified procedures for conduct of nor- ‘mal missions. SECTION IV — FLIGHT PROCEDURES A summary of standard in-flight procedures, and the lat- fest available data concerning aircraft characteristics throughout all phases of flight. SECTION V— EMERGENCY PROCEDURES Standard procedures to be followed during any emer- ‘gency which could reasonably be expected. SECTION. VI— ALL.WEATHER OPERATION Additional information and procedures required for flight under all weather conditions. SECTION Vil — COMMUNICATIONS PROCEDURES Procedures utilized to standardize all forms of commun- ications, including the use of electronic navigation equip- ment. SECTION VIIl— WEAPONS SYSTEMS Operational procedures for effective utilization of the aizeraft armament system in all modes, plus information fon store loading and practice bombing, SECTION IX— FLIGHT CREW COORDINATION Attack mode check lists for both the pilot and the sys- tems operator. SECTION X— STANDARDIZATION EVALUATION, Part 1, Standardization Evaluation Program— The concept, applicability, definitions, and outlines of grading criteria for the A-5A Standardization Evaluation Program. Foreword Part 2, A-5A Pilot/Systems Operator Stand Eveluation Form Part 3, Pilot Standardization Evaluation Worksheets Part 4, Systems Operator Standardization Evaluation Worksheets SECTION XI — PERFORMANCE DATA Graphic and tabular data of aircraft performance to be rsed for effective mission planning, AIRCRAFT BUREAU NUMBERS Each aircraft has its Bureau Number painted on the side of the aft fuselage, followed by a Block Number for seties idencification, These numbers are designated in 3s follows ‘groups Block NAA. NUMAERS BUREAU NUMBERS NHIO | 11 —21 146702, 147850 through 147859 NH-15 2225 147860 through 147863 NH-20 2632 148924 through 148930 NH-25 33 148931 NH-30 34,35 148932, 148933, NH-35 36,37 149276, 14927 NH-40 3845149278 through 149285 NH-45 4659 ‘149286 through 149299 Note © Aircraft NH-O1 and NHL05, Bureau Numbers 145157 through 146701, are not covered by this manual, © Aircraft modified through updating by the contractor may be recognized by an appropri ate change in Block Number. NH-10 aircraft become NH-11, NH-15 aircraft become NH- 16, etc. @ This manual describes all ASA aircraft (NHLI0 and subsequent) not converted 10 the RASC configuration. WARNINGS, CAUTIONS, AND NOTES ‘Three types of attention-gaining devices are employed in the NATOPS Flight Manual. The type of device used depends upon the degree of hazard involved should crew members disregard of fail co perform the procedure. A. functional interpretation of each type is as follows: Operating information which, if ignored, can esult in personal injury or loss of life. Additional operating information which is im- portant in preventing damage to or destruction of the aircraft of its equipment. Not An operating procedure or information which is included for a moze complete understanding.Section | Part 1 NAVWEPS 01-60ABA-1 MODEL A-5A4 AIRCRAFT ‘ABs-1=1-00-288 Figure 1-1NAVWEPS 01-60ABA-1 the aircraft Section 1 Part 1 APTA CUT TABLE OF CONTENTS PART 1—GENERAL DESCRIPTION 1 The Aircraft 1 Aircraft Service/Airframe Changes Listing 5 Aircraft Loading 9 PART 2—SYSTEMS, u Engines 1 Engine Characteristics 17 Air Induction System 18 Engine Operating Procedures 24 Aircraft Fuel Supply System 25 Fuel System Operation Bd Buddy Tanker Refueling System 32 Air Refueling Procedures (Receiver) 36 Electrical Power Supply System aes Hydraulie Power Supply Systems a Pneumatic Power Supply System 49 Flight Conteol Systems 49 ‘Automatic Flight Control System (AFCS) . 59 Flight Control Systems Operation 8 Speed Brakes 65 1g Flaps and Droop Leading Fdge 6 Landing Gear 68 Arresting Gear 69 Nose Wheel Steering 70 ‘Wheel Brakes gl Fold Systems 2 Canopies 4 Escape System 75 Escape System Operation 80 ‘Air Conditioning and Pressurization System a2 Oxygen Systems 88 Intercommunications System (ICS) 90 Communications-Navigation-Identification System (CNI) 2 Lighting Systems 98 ‘Warning, Caution, and Advisory Indicators 401 Instruments 101 Angleof-attack System 103 Gyrocompass System 105 Radar Altimeter 106A, PART 3—AIRCRAFT SERVICING ut Extetnal Power and Air Requirements ut Military Specifications 14 External Power Units 114 Refueling 14 Systems Servicing 18 Danger Areas iy Ground Handling, 118A, PART 1 — GENERAL DESCRIPTION THE AIRCRAFT ‘The A-5A is a eworplace, tworengine attack aircraft, designed for carrier- and land-based operation. Ic is capable of supersonic high- and low-alticude special and conventional weapon delivery, The aircraft is characterized by a relatively long nose section, a sharply swept, shoulder-mounted wing, a tall vertical stabilizer, and large, rectangular air intakes, The vertical stabilizer, the wings, and the radome may be folded to facilitate hhangar deck storage. Lateral control is provided by a system of spoiler-deflectors which are also used as speed brakes, Provisions are incorporated for both internal and external store carriage and release, The aireraft can he refueled in flight. All-weather attack is directed by the bomb directing set and utilizes automatic flight control. ‘The flight control systems provide improved supersonic and low-speed handling qualities chrough a pitch augmentation system and a yaw damper. Landing speeds and angle of attack are reduced by full-span, powered droop leading edges and a wing flap surface boundary layer control system. For gross weight and cg data, refer to AIRCRAFT LOADING, ie this section.Section 1 NAVWEPS 01-60ABA-1 Part 1 d GEVERAL ARRANGEMENT Prror.sraric Boom EMERGENCY RAM-AIR TURBINE 1 2. AIR REFUELING PROBE (RETRACTABLE) ‘32. EXTERNAL ELECTRICAL AND COOLING AIR ACCESS 3. RADAR ANTENNA (AN/ASB-12) 133. APPROACH LIGHTS 4. REFUELING PROBE LIGHT 34. TAXI LIGHT 5. FORWARD ELECTRONIC. COMPARTMENT 35. AUX BRAKE ACCUMULATOR REPEATER GAGE IAUIONAVIGATOR-RADAR-TV) 436, DELETED 6. WINDSCREEN RADIATION’ SHIELD 37. CANOPY JETTISON AR BOTTLES 7. PILOT'S PROJECTED DISPLAY INDICATOR (AN/ASB-12) 38, ADF ANTENNA & NAVIGATIONAL-BOMBING COMPUTER (AN/ASB-12) 39, ELECTRONIC ALTIMETER ANTENNA. 8. LIQUID OXYGEN CONVERTER 40. UHF COMM ANTENNA 10. RADAR PASSIVE WARNING ANTENNA 411, AIR REFUELING REFERENCE LIGHT 11. MAIN ELECTRONICS BAY. 12. IFFSIF ANTENNA 13, FUSELAGE SUMP FUEL TANK 18) INTEGRAL WING FUEL TANK 18, ANTI-COLUSION LIGHT 16. AFT FUEL (SADDLE) TANK 17. FORMATION LIGHT 18, VERTICAL STABILIZER FOLD LINE 19. TACAN-COMM DUPLEX: ANTENNA 20. POSITION AND BUDDY TANKER LIGHTS 21. FUEL SYSTEM OVERBOARD VENT OUTLET 42. TACAN ANTENNA 22. TAIL BOOM ECM ANTENNA, 43. TELEVISION SCANNER (AN/ASB-12) 23. TAILCONE (EXPENDABLE) 44, INTERNAL STORE AND EJECTION GUN 24, FUEL DUMP TUBE 45. ECM RADAR RECEIVER ANTENNAS 25. ARRESTING HOOK BUMPER 46. WING FOLD LINE 26. ARRESTING HOOK 47. WING TIP POSITION UGHT 27, ENGINE STARTING AIR RECEPTACLE 48. 400-GALLON DROP TANK 28. CATAPULT HOLDBACK 48. FLAP EMERGENCY/CANOPY NORMAL AIR BOTTLE 28. ECM ANTENNA 50. BOMB BAY FUEL CANS (EXPENDABLE 50. CATAPULT HOOKS 5, HYDRAULIC RESERVOIRS Figure 1-2 (Sheet 1)NAVWEPS 01-60ABA-1 Section | Part 1 ------ Figure 1-2 (Sheet 2)Section | Port 1 PILOTS LE NAVWEPS 01-60ABA-1 CONSOLE DATA CASE . SUIT CONTROL PANEL HIGH ALTITUDE LIGHT CONSOLE FLOODLIGHT STATIC PRESSURE COMPENSATION BUTTON CANOPY TOGGLE Valve FLIGHT CONTROL PANEL EMERGENCY FLAP wiTCH INSTRUMENT PANEL FLOODLIGHT COCKPIT AIR CONTROL (VENT TUBE) HYDRAULIC SUBSYSTEMS ISOLATION SWITCH FLAP SWITCH ENGINE FIRE SWITCH EXTERIOR LIGHTS MASTER SWITCH CATAPULT HAND GRIP FU GAGE TEST BUTTON FUEL GAGE SELECTOR PILOT'S SCOPE CONTROL PANEL EMERGENCY IGNITION BUTTONS THROTTLE FRICTION. LEVER 2 2 23. 24 25, 2%, 2, 28, 2. Figure SPEED BRAKE SWITCH INTERCOM — TRANSMIT SWITCH UHF COMM CONTROL PANEL AIRCRAFT CONTROL PANEL WEAPONS CONTROL PANEL FUEL TRANSFER PANEL. IN-FUGHT FUEL PROBE CONTROL SWITCH SPEED BRAKE DUMP HANDLE ANTI"G" VALVE ‘OXYGEN SUPPLY VALVE 13NAVWEPS 01-: AIRCRAFT DIMENSIONS Overall static dimensions of the aircraft are as follows: Wing span 53.02 feet wings folded 42.00 feet Length 7655 feet vertical stabilizer and radome folded 65.37 feet Height 19.37 feet vertical stabilizer folded 15.50 Feet THE COCKPITS ‘The pilot and systems operator are provided separate, connected cockpits, Control of cockpit temperature and pressurization is maintained primarily by the pilot. All primary flight controls and indicators are installed in the pilor’s cockpit. All primary controls and indicators for navigation and bombing are installed in the systems ‘operator's cockpit. WARNING INDICATORS Warning indicators for rime and OxvoEN are installed in both cockpits. Refer (0 WARNING, CAUTION, AND ADVISORY INDICATORS, in Part 2 of this section. sunceart arrecteD All (CHANGE NO. 7 AVIONICS (a) Installs 10 All ENGINE (6) Provides an! 6OABA-1 Section | Part 1 AIRCRAFT SERVICE/ AIRFRAME CHANGES LISTING Past changes to aircraft, after delivery to the Navy, have been known as Aircraft Service Changes (ASC’s). Future changes co the aireraft will be known as Airframe ‘Changes (AFC's), beginning with A-5 Airframe Change 86, as directed by BuWeps Instruction 5215.8, dated 30 January 1963, The Aircraft Service Changes and ‘Airframe Changes listing contains ASC’s and AFCs applicable to A-SA aircraft, and includes only those changes affecting procedures or systems description which are considered necessary information for pilot and sys- tems operator operation of the aircraft. Each change is listed along with the affected aireraft (by Bureau Num. ber), its purpose, and che degree of urgency (category). ‘A complete listing and summary of Aircraft Service Changes and Airframe Changes applicable to the ait- craft can be found in the NaySandA Publications 2002, Section VIII, Pasts C and D. Note AVC's, EMC's, Avionics Bulletins, ete, are not listed, bur may be referenced in this manual, SUBJECT AND PURPOSE cattcory Record ECM provisis Urgent ing protection for engine nose domes. 7 All ENGINE CONTROLS (a) Provides @ catepult handgrip usable for both the Mi po 29 146702 — 149285 CONDITIONING SYSTEM itary and Maximum Thrust throttle (a) Changes airflow distribution and temperature control point (80°F). (b) Adds automatic parallel cooling controlled by throttle position for ground operations. 38 All (a) Permits CONDITIONING SYSTEM Routine fond systems operator to ree cooling air from electronic ‘equipment cooling air receptacle. aa All (c) Installs (4) Installs aa All AVIONICS PITCH AUGMENTATION AND AFCS (a) Provides “g" (b) Reinstates MACH hold mode. Urgent commend system. ‘ROOFS caution “'Q" box. longitudinal stick damper. Routine terval timer and moi COMBAT/TRAINING audio bombing tone.NAVWEPS 01-60ABA-1 Figure 1-4 (Sheet 1) ASy-1-1-00-93)NAVWEPS 01-60ABA-1 |. RADIATION CURTAIN HANDLE WHEELS WARNING INDICATOR ‘APPROACH INDEXER | MASTER WARNING INDICATOR LABS PULLUP LIGHT RADIATION CURTAIN RELEASE KNOB RADAR. ALTIMETER TERRAIN AVOIDANCE ALPHA PANEL ‘CAUTION INDICATORS 5. FUEL QUANTITY INDICATOR LANDING GEAR EMERGENCY RELEASE HANDLE PU RETRACT BUTTON ENGINE MASTER AND START SWITCHES PU ADVISORY INDICATORS EMERGENCY AIR TURBINE (RAT) RELEASE HANDLE HORIZONTAL SITUATION INDICATOR Section | LOW ALTITUDE WARNING LIGHT PROJECTED DISPLAY INDICATOR (PPD!) PPDI TILT SOLENOID RADAR ADVISORY LIGHTS [AFCS MODE INDICATORS MASTER CAUTION INDICATOR ECM INDICATOR STANDBY ATTITUDE INDICATOR 7 LABS TIMER | TURN. AND SLIP INDICATOR ‘OXYGEN QUANTITY INDICATOR VERTICAL SPEED INDICATOR ACCELEROMETER ‘ctock UHF CHAN/FREG INDICATOR ALLATTITUDE INDICATOR FUEL FLOW INDICATOR (G-PROGRAMMER ALTIMETER DROOP.FLAP-TRIM INDICATOR 7 SPEED BRAKE, GEAR INDICATOR NOZZLE POSITION INDICATOR ‘OIL PRESSURE INDICATOR HYDRAULIC. PRESSURE EGT INDICATORS PHY INDICATORS [AIRSPEED/MACH INDICATOR ANGLE OF ATTACK INDICATOR 5. VERTICAL SPEED INDICATOR (PRIMARY T/A) CAUTION AND ADVISORY INDICATORS SHOWN ENERGIZED FOR INFORMATION PURPOSES, Figure 1-4 (Sheet 2) aunceart SERVICE/ AIRFRAME arrecteD ‘CHANGE NO- (BUREAU'NO) SUBJECT AND PURPOSE carecony 58 All ‘AFCS/AUTO-LABS Routine (a) Installs AFCS advisory indicators. (b) Indicates inadvertent disengagement of AFCS. {(c) Provides positive indication of LABS mode selection. ar All MASTER WARNING AND CAUTION SYSTEM Urgent (a) Provides pilot with method of dimming master ‘warning and caution indicators during night operations. 101 All ‘CANOPY Urgent (a) Modifies manval release system. b) Provides automatic uplock for manual ‘opening. 103 All ARRESTING GEAR Urgent (a) Installs redesigned bumper assembly, na All BOMB DIRECTING SET Urgent (a) Adds inertial autonavigator preheat capability. 129 All NOSE WHEEL STEERING Urgent {a) Installs provisions for improved control.NAVWEPS 01-60ABA-1 AIRCRAFT HAVING ASC NO. 10 COMPUED WaT Figure 1-44 (Sheet 1)NAVWEPS 01-60ABA-1 Section | Part 1 Note Basic weight is typical average from Chart C of the Handbook of Weight and Balance Data (NAVWEPS 01-18-40) for delivered aircraft FF CONTROL SWITCHES ‘and includes: WARNING LIGHTS TEST BUTTON |. INTERIOR LIGHTS CONTROL PANEL © Trapped fuel Eee LOH © Trapped and operating engine oil. INSTRUMENT FLOODLIGHT © Full oxygen service and emergency controll- COCKPIT AIR VENT CONTROL (VENT TUBE} AIR TEMPERATURE CONTROL PANEL MI POWER BUTTON. © Seat kits, including parakts, pans, and pa PEDAL ADJUST SWITCH chutes. SEAT ADJUST SWITCH ANTHICE CONTROL PANEL oi reer, mcermenrat RELIEF BAG AND SIGHT FILTER STOWAGE CASE Pilot 200 36 EXTERIOR LIGHTS CONTROL PANEL Systems Operator 200 -29 |. FOLD SYSTEMS CONTROL PANEL Forward Can (empty) 163 -03 COMPASS CONTROL PANEL ‘Mid Can (empty) 163 +05 GENERATOR CONTROL PANEL ‘Aft Can fempty) 163 +13 PROVISIONS FOR 1-375 O8 Coriage (2 cans) “7 +04 AN/AWWe1 CONTROL PANEL conegna aii r08 for TACAN CONTROL PANEL Tail Cone (universal) 80 +12 . AUXILIARY RECEIVER CONTROL PANEL Tail Cone (refueling) 73 +4 . ICS CONTROL PANEL Buddy Tanker Can 251 -03 . AUDIO SELECTOR PANEL Buddy Tanker Carriage 133 +04 FCM CONTROL PANEL Tanker Reel/Drogue 382 +46 AUX B/N COOLING BUTTON Tree, canage a oa ENGINE ANTLICE INDICATOR MK 28 Internal Store 1985 -14 Carriage (MK 28 store) 100 +01 MK 27 Internal Store 3020 58 Carriage (MK 27 store) 86 Negligible ere N ior Stabilizing Fins store train) 92 +10 Gun (store ejection) 146 -02 Pylon (Mod B) 328 -03 AIRCRAFT LOADING Pylerteeet Bed coe ; Drop Tank (empty) 260 04 ‘The following table and figure 1-4E provide a simplified Power Pod (RCPP-105-1) 2000 5.3 1 rethod of calculating aircraft gross weight and center. MK 28 Externel Store (f 2037 44 : MK 57 External Store 485 -08 of-gravity location. Procedures consist of adding the vity locaton. Proc a slog: SE ican Oararel Bie a Sta weights of all items carried to the average basic weight jaK 83 General Purpose cs re a and algebraically adding load item incremental index MK 84 General Purpose 2000 as values to the basic weight index. Final index is then Aero 8A PBC (empty) 360 ~07 used with take-off gross weight to determine cg loc — MK 76 (4) 100 ae vee MK 89 44) 224 tion in percent MAC. aa Tae ca ; ‘A/A37B-3 PMBR 163 © Arm—si8.50. DOWN to UP = 31 uP to Down = +34 © Weight Index—80.6.Section | Port 1 NAVWEPS 01-60ABA-1 VAVIGATOR'S LEFT CONSOLE Soeueunap= CONSOLE FLOODLIGHT ANTI "G" SUIT VALVE EMERGENCY LIGHT PRESSURE SUIT FLOW KNOB PROVISIONS FOR ECM EQUIPMENT CANOPY TOGGLE VALVE COCKPIT AIR CONTROL CANOPY EMERGENCY JETTISON HANDLE ALTITUDE SET SWITCH ALTITUDE MODE KNOB n 12, 13, 4 15. 16. v7. 18, 8, 20, Figure 1-48 ‘COCKPIT PRESSURE ALTIMETER LIQUID OXYGEN QUANTITY INDICATOR RANGE AND BEARING KNOB SPEED SELECT SWITCH (TRUE AlR/GROUND) ‘ARMAMENT RELEASE PANEL 1.375 OR AN/AWW-1 ARMAMENT CONTROL PANEL COMPASS CONTROL PANEL PROVISIONS FOR BUDDY TANKER PANEL ‘OXYGEN SYSTEM SUPPLY VALVE FUSE PANEL Aalet-1-00-82¢NAVWEPS 01-60ABA-1 Section | Part 1 1. TV SCANNER POSITION INDICATOR 12. PRESENT POSITION INDICATOR 2. AZIMUTH AND RANGE INDICATOR 13, TARGET POSITION INDICATOR 3. ATTITUDE INDICATOR 14, TARGET ALTITUDE INDICATOR 4. ARMAMENT MASTER ON ADVISORY LIGHT 15. DESTINATION RANGE INDICATOR 5. UME CHANNEL/FREQUENCY INDICATOR 16, DATA VIEWER & BOMB AWAY ADVISORY LIGHT 17, RADAR CONTROL PANEL 7. WARNING AND ADVISORY LIGHTS 18. RADAR ADVISORY LIGHTS 8. WIND, SPEED AND DIRECTION INDICATOR 19, TELEVISION CONTROL PANEL 9. RADAR-BARO ALTIMETER 20. FOCUS CONTROL 10. clock 21. RADAR-TV INDICATOR 1. TRUE AIRSPEED/GROUND SPEED INDICATOR e ssrivooin Figure 1-4¢ 108,Section 1 NAVWEPS 01-60ABA-1 Part 1 i VATIGATOR'S RIGHT CONSOLE e 1, CURSOR CONTROL HANDLE 11. COCKPIT HEAT LEVER 2, BOMBING-NAVIGATION CONTROL PANEL 12 STOWAGE CASE 3. SEAT ADJUST SWITCH 13. TACAN CONTROL PANEL 4. COCKPIT AIR CONTROL 14. AUXIUARY RECEIVER CONTROL PANEL 5. IFF CONTROL PANEL 15, ICS CONTROL PANEL 6. SIF CONTROL PANEL 16. UHF COMM CONTROL PANEL 7. EMERGENCY LIGHT 17. ICS AUDIO. SELECT PANEL 8, INTERIOR LIGHTS CONTROL PANEL 18, ALIGNMENT CONTROL PAN 9. TRANSMIT CONTROL SWITCH 19. FOOT OPERATED MICROPHONE SWATCH Aad-1-1-0051 e Figure 1-4DSection | Part 1 NAVWEPS 01-60ABA-1 shotvey XGQNI LHOIAM ssoxo ou oot 0% 08 oz 09 0s or oe 0 ou ° of; ; - oe % i je 3 me 8 8 BS is = = Bos) os = 3 3 14 ss 0) : an” Qs9) is9 2 3 te Sod 5 loz | oe o i “aX "cu vee ech nN, D¥W IN3D ¥34—NOMVIO1 ALIAVUD 4O ¥AINAD/ | 2 : Ol ONL 08 02 OF of 0 ol he 09 0s X3QNI LHOIM SSO¥S Aerie eee er ee ee pit GIS LF LIS OLS SIE HIS HIF AIS LIS OLS 60S 805 105 90S SOS HOS EOS LOS LOS OOS 66> Bb Lor 96 Sob Wo fdr SaHONI—NOlLvis 30V73SNI 2H INDI) Figure 1-46 tocSection | Part 1 ve Fuel: ‘Sump Tank Wing Tank Aft Tank Forward Can (bomb bay) Mid Can (bomb bay) Aft Can (bomb bay) Buddy Tanker Con Drop Tank Partial Fuel Load Data: UP-5, Standard Dey) Sump Tank Wing Tank Aft Tank Buddy Tanker or Forward Con Mid Can Aft Can 10D weioit wounds» 4726 9452 884 2006 2006 2006 1972 2720 4000 3000 2000 1000 ‘9000 8000 7000 6000 5000 4000 2000 1000 800 600 400 200 1500 1000 500, 1500 1000 500 1500 1000 500 NAVWEPS 01-60ABA-1 Ince mentaL 66 INDEX, 34.3 24 +58 -3.4 +69 4167 -3.4 =37 -29.0 -21.8 —145 ay -23 -2.0 -18 -15 -13 -1.0 -05 -03 +52 +39 +26 +13 -26 -17 -09 +52 +34 +7 4125 +93 442 WelGHt INCREMENTAL em wounos) "ee INDEX Drop Tank (each) 2000 1500 1000 500 Note Weights and are given for single units. If two are carried (o.g., pylons and drop tanks), double given weight and index values, [om] The center-of-gravity location method pre- sented should be used only as o check for small changes in configuration. For each new configuration (not previously caleu- lated), the Handbook of Weight and Balance Data (NAVWEPS 01-18-40) must be used. \eremental cg index values COMPUTING GROSS WEIGHT AND Co 5 Add weights of all load items for the desired configuration to the average basic weight provided, Total is take-off gross weight, Note basic weight ey index number (80.6). Add (algebraically, using the given sign convention) the incremental index numbers of all load items for desired configuration to this value, Final sum take-off gross weight cg index. Enter the eg locator (figure 1-48) with takeoff gross weight and final cg index. Project gross weight horizontally and index number verticaly.NAVWEPS 01-60ABA-1 int may be read in eg, percent MAC. Be certain this point falls in a useful area ‘on the chart Note © A detailed discussion on the gross weight/ index method is presented in Section VII of Basic Technical Order, Weight and Balance (£0. 11850). © If a specific airceafe weight from Chart C of the Handbook of Weight and Balance Data (NAVWEPS 01-18-40) is used in lieu of the average shown, the following formula should be used to arrive at basic cg index Basic Weight (508.11 —Basic Arm) 20,000 © For items not listed, the following formula should be used to arrive at incremental og index number: Index=65 Increment (—) (tem Weight [508.11 —Item Arm] y 20,000 © Arms are locations in terms of fuselage sta tion reference, and are shown ia Charts A and E of the Handbook of Weight and Bal- ance Data (NAVWEPS 01-18-40), EXAMPLE: Section I Part 1 Find take-off gross weight and eg location for the long. range (three cans, two drop tanks) configuration. rem oun Average Basic Weight 33,800 Pilot 200 Systems Operator 200 Forward Con 163 Mid Can 163 Aft Con 163 Carriage (3 cans) 104 Tail Cone (universal) 80 Sump Tank Fuel Wing Tank Fuel Aft Tank Fuel Forward Can Fuel id Can Fuel Aft Can Fuel Pylons (2) Drop Tanks (2) Drop Tank Fuel (2) Take-off Gross Weight Take-off CG Index 62,863 INCREMENTAL 80.6 -36 -29 -03 +05 +13 +03 412 -343 -24 +58 -3.4 +69 +167 =10 08 <4 53.2 Facer figure 1-4E to determine eg in percent MAC. Take-off eg location=29.3 percent MAC. 10E/10FNAVWEPS 01-60ABA-1 Section I Part 2 PART 2 — SYSTEMS ENGINES. ‘The aircraft is powered by two J79-GES (8A) axial. flow, turbojet engines, each developing a maximum thrust of approximately 17,000 pounds in full after- burner ae 100% rpm (7685 rpm) under sea level condi tions, The Military ‘Theust rating is 10,900 pounds. Engine components include variable inlet guide vanes (heated for anti-icing), variable stator vanes in the first six sages of the 17-stage compressor, a. three- stage turbine, and 10 anaular-flow combustion chambers. YVariable-thrust afterburning and a bydromechanically controlled, converging-diverging aerodynamic exhaust nozzle are also incorporated, ENGINE FUEL SYSTEMS Fuel flow to the combustion chambers is controlled to establish and maintain desired spm under various engine ‘operating conditions. The main fuel controls combine inputs of throttle position, compressor inlet temperature, engine speed, and compressor discharge pressure in metering fuel for combustion. They also position the variable stator vanes for optimum compressor pecform- ance, Throttle linkage simultaneously provides coo: rnated signals to the main fuel control, nozzle area con- trol, and afterburner control, Fuel flows from the main fuel control through a flowmeter and an oil cooler into the pressusizing and drain valve, then to the 10 fuel nozzles for spray injection, See figure 1-5. As engine operating power is selected by the throttles, fuel is reg- ‘ulated for changes in compressor inlet temperature and discharge pressure, A fuel cutoff valve within the fuel ‘control unit stops fuel flow to the combustion chambers when the throttles ate retarded to OFF. ENGINEDRIVEN FUEL PUMPS Before entering the main fuel control, the low-pressure fuel supply is boosted to high pressure by an engine- driven pump located on the bottom of each engine acces sory section. This pump is composed of an impeller-type booster element and single positive displacement, gear- ‘ype pamping elements, MAIN FUEL CONTROLS Independent hydromechanical fuel control units meter fuel flow (0 establish and maintain engine rpm. They also initiate afterburner operation, and regulate servo pressure to control the inlet guide vanes and variable stator blades for optimum engine compressor perform- ance. During steady-state operation, fuel metering is controlled by a governor in response to throttle position. The fuel contcol units limit engine maximum rpm ac low compressor inlet temperatures and raise engine min- imum rpm at high compressor inlet temperatures. OM cooLERs Each engine is equipped with a main oil cooler and an afterburner oil cooler to reduce and control the tempera ture of scavenged oil. This is accomplished by using the fuel supply as a coolant. During cold engine operation, the coolers bypass scavenged oil until oil temperature reaches normal operating limits. The coolers also bypass scavenged oil when oil inlet/outlet differential pressure exceeds maximum limits. The afterburner cooler by- passes fuel when the fuel inlet/outlet differential pres- suse exceeds a maximum limit; however, the main cooler does not bypass fuel under any conditions. FUEL FILTERS, Two main filters are mounted on the engine, upstream ‘of the fuel control unit, Should the low-pressure filter become clogged, a pressure drop of approximately 25 psi will cause the fuel filter pressure switch to actuate, A filter caution light is provided as an indication that the filter has clogged and chat bypass will occur if the pressure continues to drop. The high-pressure fuel filter ks provided with a bypass bue no warning light, Two fuel fier caution indicators (figure 1-7) are installed on the instrument panel in the pilot's cockpit, An indication of impending fuel filter bypass is provided by diferential pressure sensing switches which are set to energize th respective caution indicators before sufficient pressure drop occurs to cause opening ofthe bypass valve. Should illumination of a #1LrER caution indicator be accom: panied by fuel flow fuctuations exceeding *300 pounds per hour, the flight should be discontinued, the fuel filter inspected, and corrective action taken prior to the next flighe. ‘O1L SUPPLY SYSTEMS Fach engine is provided with a pressure-type oil supply system, In addition to providing necessary lubrication, the system also supplies oil to the constantspeed drive units and to the variable exhaust nozzle system. An oil tank is mounted on the compressor housing of each engine, Each engine oil tank has a usable capacity of 5.2 gallons, This supply is sufficient for an 8-hout air refueling mission, The tanks are designed so that failure of leakage of a constanc-speed drive unit will not cause ‘engine oil starvation, The oil scavenge systems filter and cool oil from the lubrication, engine hydraulic, and constant-speed drive systems and return the oil to the tanks for reuse, After scavenged oil passes through the engine filter, it fows through the afterburner oil cooler and then through the main oil cooler. If the temperature in the oil tank reaches 295°F, an overheat thetmoswitch tus on the applicable oul. wor caution indicator (figure 1-7) om the pilot's instrument panel. The main and uSection | NAVWEPS 01-60ABA-1 Part 2 AUGIE FUL SISTEM Eanes t oan sees ‘© PORT ENGINE SHOWN ( ) — S arrexouanen | ‘AFTERBURNER. | fuerune | 1 I I i I | eel FUEL ALTER = BYPASS CAUTION IGNITION SWITCH | ENGINE FUEL CONTROL — I 1 Nozze rostion) tor 1 ‘AFTERBURNER TRANSMITTER | Vari curee—] Shr nr | TORQUE | serenun || SANE! Contra. \togarer! a | | Poems Nozze a ‘AREA ‘CUT-OFF VALVE contrat FS) run. now No.» sor me FROM ENGINE May ea ‘OL SYSTEM r = ‘NOZZLE EL ll Fu—on FUR OW ENGINE ‘TempenaTure Aik INLET CONTROL Temperatune ACE ENGINE rH PRessuIZING er PRessuRiZiNG Valve purer GUC wT | ar PRIMARY EXHAUST I if Li Seg Z << |) Feonmesson Samuston kang) arverauene f oe on cconoany caus HUTS Fs es Ma Cig En oe tc = = GUIDE VANE ACTUATOR Pat eae stiaust Norn ‘EE FUEL pressuRE: MECHANICAL LINKAGE ‘SELECTOR VALVE ACTUATOR Siem on Eisen conmetnon nein uk ma ce truer came Figure 1-5 12NAVWEPS 01-60ABA-1 Section | Part 2 + INLET DUCT AIRFLOW. rorwato \ wo me GRAP [ie [ie 7 RM | Siibaee | Bibi \ \_ | 4 art Buse ‘CHAMBER Y 2 - RAMP HINGE: par Rane | rwessuRe VARIABLE ACTUATOR SSURE CURTAIN: CURTAIN RAMP eo / Yyy é est Z ) Z ) \e a [= oS = / A / / ’ ; i 7 & — ee ae ‘cOOUNG AND EXHAUST . Nozzle ‘Grouno SECONDARY ARROW ‘OVERPRESSURE. PTA, TURBULENT BOUNDARY AIR neue D008: e PAE GROUND COOLING Aescalaanta, Figure 1-6Section | Part 2 afterburner oil coolers transfer oil heat to che fuel passing through the coolers, The oil tanks, gear cases, and sumps are interconnected and vented to a common overboard vent through a pressurizing valve which main. tains approximately 4 to 5 psi above ambient pressure at any altitude, AFTERBURNERS A variable thrust afterburner is installed on each engine ‘The afterburners are self-igniting and self-controlled by separate torch igniters, afterburner fuel pamps, and fuel coatrol units, When afterburner power is selected by moving the dhrotles to the MIN AFTERBURNER position of beyond, fuel is pumped under high pressure to the afcerburnet fuel control unis, which schedule fuel to the afterbuener manifolds and sectors through flow dividers. “Afterburning fuel flow is divided ioto core and annulus flows. Core flow is injected in a small area near the center of the exhaust gas stream, As fuel flow increases, the afterburner fuel control schedules the additional fuel to the annular atea atound ¢his central core. AS after- burning is selected, che afterburner ignition units supply ignition co the pilot burners, which, in turn, ignite the fuel spray. Afterburner thrust may he varied between MIN and Max for both engines of for either engine independently Note (On engines having Power Plant Change No. 8 complied with, the afterburner torch igniters are extinguished when afterburning is termi nated, In addition, the torch igaiters do not ‘operate when the emerging electrical power unit (RAT) i the only: source of electrical power, AB lightolls uader this condition may he late and hard, since AB fuel is ignited by the main engine exhaust gas stream. VARIABLE AREA EXHAUST NOZZLES ‘The variable area exhaust nozzles control engine exhaust area in order to maintain exhaust gas temperature and engine thrust at optimum withia design limits, This fea- tute is primarily important for eflicient engine operation at military power and in the afterburner power range. The variable exhaust nozzle control systems utilize en- gine oil for hydraulic power to position the nozzle actuators, The nozzles are approximately full open dur- ing starting and at idle rpm, As engine speed increases above idle, nozzle area is reduced mechanically by throttle position until, at approximately 79% rpm, che nozzle stops closing. The nozzle is modulated according to EGT and rpm requirements while rpm is increased in the cruise power range, After reaching 100% rpm, con- tinued throttle advance closes the nozzle farther until che maximum operating EGT {625 (+10) *C} is reached, ‘The nozzle area is then modulated to maintain approxi mately 625°C by amplified signals from the GT thermo- couple harness. As AB lightoff rpm drop (rollback) starts, the nozzles are monitored open by increasing “4 NAVWEPS 01-60ABA-1 EGT (temperature limiting) and modulated to maintain 1g EGT, Exhaust temperature and rpm lly control the nozzle for maximum performance during rapid throttle movements. VARIABLE STATORS AND INLET GUIDE VANES ‘The engine inlet guide vanes and the first six stages of stator vanes are variable, The system is linked mechani- cally and is controlled by he main fuel control unic. Ic is powered by actuators using fuel as the hydraulic medium, The system acts to position the stator and guide vanes as a function of spm and compressor inlet temperature. This provides maximum compressor efficiency and stall- free acceleration and deceleration. STARTING SYSTEM Turbine impingement starting provisions are incorpo- rated. The starting air receptacles are located on the outboard sides of the aft fuselage, See figure 1-0. A ‘manifold supplies external ai through seven ports to impinge directly upon the second-stage turbine wheel, providing starting torque to the engine rotor assembly. ‘The starting system provides a connection for automatic shutoff of external air and engine ignition; however, the normal procedure includes the pilot signaling for starting air shutoff as the engine speed reaches appro. mately 45% rpm, With external electrical power con- nected and the desired engine master switch positioned to ON, momentarily moving the corresponding engine starter switch co starr completes a circuit to the external starting air cart, providing air for engine rotation, Move- ment of the throttle from orf co wu completes the ignition circuit and opens the fuel control unit cutoff valve, Light-off occurs at 10% to 15% rpm, but starting, air aids in developing higher engine speed. When en- gine cpm reaches approximately 3300 (45%) rpm, the ‘centrifugal switch mounted on the reaf gearbox opens, shutting off external starting air and engine ignition. ENGINE MASTER SWITCHES ‘The engine master switches (figure 1-7) are located on the pilot's center pedestal, With external electrical power connected, moving either switch to ON completes circuits which energize the boost pumps in the sump and saddle aoks, Subsequent movement of the throttle from o¥F to IDLE initiates operation of the engine ignition system, ENGINE START SWITCHES The engine sranr switches (figure 1-7) are located on the center pedestal. Momentarily moving either a sraxr switch to START, with the corresponding engine masTER switch ON, completes electrical circuits to supply air to the starting system and energizes the engine ignition system, This circuit remains energized until the engine attains approximately 45% cpm, at which time a speed- sensing switch cuts off the external starting air supply. ‘An engine start may be aborted at any time by moving the throttle to OFF and momentarily moving the engine SPART switch t0 STOP.NAVWEPS 01-60ABA-1 ENGINE FIRE SWITCH ‘The ENGINE riRE switch (figure 1-7), operates engine bay fuel and hydraulic shutoff valves. The firewall shut: off valves are actuated to the open position by che engine master switch circuits. Note Use of the ENGINE Fine switch may cause av- jation damage to engine-driven fuel and hy: draulic pumps. If the ENGINE FRE switch is used, it should be left in the selected position (NG No. 1 or ENG NO, 2) and the cosse- sponding engine MASTER switch moved to OFF. Ground inspection of all engine systems will be required. THROTTLES TThe engines are controlled by separate throttles (figure 1.7), located in a quadrant on the left console, The No. 1 dhrotle grip incorporates a plateype handguard. Throttle stops ate provided for positive control of ef. gine power setting and to prevent inadvertent engine shutdown, Throttle stops provided ate OF#, IDLx, MIL (miliary), so arremsuRNER (minimum afterburner), and MAX ArreepuRNER (maximum power), The dhrotle linkages incorporate restriction cams of “gates.” This restriction to throttle aft movement occurs at a quadrant position corresponding to approximately 78% serves asa caution ehat farther rpm decrease in loss of BLC effectiveness. A throttle friction lever (igure 1-7) is mounted on the inboard side of the throttle quadrant for use as a throttle lock and force control. The No. 2 dhrotle grip contains a radio and 1C5 microphone switch and a speed brake switch EMERGENCY IGNITION BUTTONS ‘An emergency ignition button (figure 1-7) is installed the forward face of each throttle grip. These buttons provide engine ignition system operation for air sar. Providing essential a-c bus power is available and the respective engine MASTER switches aze on, the system is energized when the emergency ignition buctons are de pressed. The ramair turbine-powered emergency power in provide the essential acc bus electrical power for igaisien Hf hoth geaeestars are inoperstive. CATAPULT HANDGRIP ‘An adjustable catapult handgrip (figute 1-7) is mounted fon the cockpit bulkhead above and forward of the throttle quadrant. It is spring-loaded to the stowed position and is pulled down and aft co aid in holding the throttles at the Military Thrust power setting during catapulting. On some aircraft,* the handgrip may be set for MIL OF MAX AFTERBURNER position, EGT INDICATORS. An exhaust gas temperature indicator for each engine (Ggure 1-7) is located on the instrument panel. A press Test burton is provided on each indicator, De- pressing the butcon causes temperature indication to Section | Part 2 increase to a stop above 1000°C. Upon releasing the button, the needle should return to its original indica- tion. Electrical power for operation of the EGT in. dicators is supplied by the essential a-c bus, No power off warning is provided; however, the indicators "freeze’ upon power failure, For maximum exhaust gas tem- peratures, refer to Section I, Part 4, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). TACHOMETERS A tachometer for each engine (figure 1-7) is located fon the instrument panel. They are calibrated in percent ‘of engine speed in rpm and are powered by their re: spective engine tachometer generators, Engine top speed (100%) corresponds to 7685. rpm. Failure of a tach. ometer generator results in failure of the indicator, the rpm reading falling to zero, NOZZLE POSITION INDICATOR A single miniature indicator located on the pilot's in strument panel (figure 1-7) effects the position of both afterburner nozzles. The indicators are powered by the essential d-c bus and receive electrical position sig- nals from the nozzle area controllers, indicating nozzle position from fully closed to fully open. FUEL FLOW INDICATOR A fuel flow indicator (figure 1-7) is located on the nstrument panel, This dual-needle instrument indicates engine fuel consumption in thousands of pounds per hour flow and is scaled in varying increments from 0 to 12, The indicator is powered by the essential instru. ment ac bus, Intersuption of electrical power freezes the indication, Note Fuel flow to the afterburners is not indicated, OIL PRESSURE INDICATOR ‘The oif pressure indicator (figure 1-7) is an electrically operaced, dual-needle instrument, receiving electrical in- puts from cwo direct, engine-mounted oil pressure trans. miteers, The indicator is powered by the essential in- strument a-c bus. Loss of electrical power causes the indicator needles to remain at their last position, For engine oil pressure limits, refer to Section I, Part 4, of the Supplemental NATOPS Flight Manual (NAVWEDS 01-60ABA-1A). RAMP CONTROL SWITCH ‘The ramp control switch (figure 1-7) is located on the lefe console and is used to start of restore normal le ramp operation, After engine start, this switch should be held in Reser until che RAMP cONT caution indicator goes out, If che ramp control system cannot be reset, the ramp control switch should be left in stay. “Aircraft having ASC 27 complied with 5Section | NAVWEPS 01-60ABA-1 Part 2 BVGIVE CONTROLS VD INDICATORS. @ ] ENGINE FIRE WARNING INDICATORS Er EPC) « ENGINE FUEL FLOW eee TBS hat INDICATOR Ble INLET TEMPERATURE INDICATOR START SWITCHES ‘an. THRUST AcSi1-00-34 “ @ Figure 1-7NAVWEPS 01-60ABA-1 Flight with inoperative inlet control must be conducted at reduced Mach number. Refer to Section I, Part 4, of the Supplemental NATOPS Flight Manual (NAVWEPS. O1-60ABA-1A). RAMP CONTROL CAUTION INDICATOR ‘The ramp control caution indicator (RAMP CONT, figure 1-7) is located on the pifor’s instrument panel, lu ion indicates a failure of the hydraulic or the electrical control system, or both. If the malfunction is transient, the ramp control switch may be used to restore normal system operation. ENGINE CHARACTERISTICS ‘The J79-GE-8 (BA) engine displays positive control characteristics over ‘its entire range of thrust, At all power settings above approximately 79% rpm, variable exhaust nozzle area is automatically controlled as a fanc- tion of EGT and throttle position, except during acceler- ations. Ac lower power settings, nozzle area is a direct function of throttle position, Normal Thrust is reached at 96% rpm. This is the highest continuous (nonlimiced) setting. Military Thrust is reached at maximum sustained EGT and fuel flow at 100% spm (above approximately 40°F compressor inlet temperature), and is marked at MIL on the quadrant, ACCELERATION During normal operation, engine accelerations can be made from any power setting without encountering com- pressor stall or exceeding EGT limits, For slow acceler- ations, the exhaust nozzle closes directly with throttle advance until maximum operating EGY is reached, For “burst” accelerations, closure of the nozzle is limited by combined signals of engine rpm and EGT in the nozzle controler ("speed derivative control”), effecting aan extremely fast acceleration rate. Time to accelerate from IDLE (0 MAL averages 4 to 7 seconds (BLC off), and may increase to approximately 10 seconds with BLC operating, depending upon initial airspeed. For acceler- ations, the exhaust nozzle control system overrides the throttle mechanical schedule at engine speeds as low as 79% rpm, modulating the area larger or smaller to control EGT, Maximum engine speed and ground idle speed are ground adjusted at the engine main fuel con- rol unit, GOVERNOR OVERRIDE The main fuel control unie senses compressor inlet tem- perature to override governor maximum speed and flight idle schedules under varying inlet temperature con- ditions. Section | Port 2 RPM/EGT CUTBACK At ambient temperatures less than approximately 40°F, the maximum engine mass airflow rating may be ex: ceeded at 100% rpm. Mass airflow is limited, therefore, by lowering engine maximum spm below this tempera ture, As compressor inlee temperatuce (CIT) decreases from approximately 4° to —S4°C, engine top speed decreases from 100% to 92%. EGT decreases as rpm drops below approximately 98%. As a typical example, 27°C CIT (approximately 21,000 feet under standard conditions) results ina cutback from 100% rpm and 625°C EGT to about 96% rpm and 616°C EGT, FLIGHT IDLE RESET To reduce the effects of insufficient engine airflow on reduction of throttle setting at supersonic speeds, the minimum idle rpm schedule of the main fuel control unit is reset by the governor override, As CIT increases from 57° to 110°C, minimum idle rpm increases from 65% to 100%. Once reset has occurred, rpm cannot be throttle-reduced until CIT is reduced, AFTERBURNERS ‘The afterburners should light off within @ maximum of 3 seconds after the throttles are moved outboard of the mint detenc and forward into afterburner range. Lights should be obtained at any mately 90%, and any “hax ight should not bbe accepted as normal, As the throttles are advanced in afterburner range, thrust increase should be smooth and positive, displaying direct control with the throttles, Fuel flow to the afterburners is not indicated, However, combined engine and afterburner fuel flow at MAx AFTERBURNER is approximately four times that of the engine at Military Thrust, VARIABLE NOZZLES ‘The variable area exhaust nozzle system schedules engine nozzle area to obtain optimum thrust while maintaining EGT within design limits. During throttle bursts, speed derivative signals (engine speed and EGT) cause the nowle amplifier to compare rates of rpm and EGT change, scheduling nozzle opening accordingly. engine accelerates to near the Military Thrust limi nozzle area controller modulates nozzle area, maintaining FGT within steady-state limits, A malfunction in the nozzle hydraulic (engine oil) system causes the nozzle to freeze or drift open, resulting in excessive EGT ot loss of EGT and thrust. v7Section 1 Pert 2 AIR INDUCTION SYSTEM SECONDARY AIRFLOW ‘The air induction system provides air for cooling the engines and engine compartments and supplies air t0 the variable area exhaust nozzles, During flight, inlet duct air in excess of chat required for efficient engine is guided around the compressor inlets and {no the engine compartments. ‘This airflow cools the engine compartments and flows overboard hecween the primary and secondary exhaust nozzle flaps. The air ‘creates an aerodynamic convergent-livergent nozzle for the engine primary exhaust flow, During ground opera tion and with the flaps or landing gear extended, engine compartment cooling air is provided by the engine cool- ing and overpressure doors, which also provide engine primary air through reverse airflow. ENGINE PRESSURE RELIEF DOORS A motor-operated, bungee-loaded door is installed on the bottom center section of each engine compartment, 18 Pages 19 through 22, figures 1-8 through 1-10 deleted. NAVWEPS 01-60ABA-1 Daring ground operation or in-flight operation with the flaps extended 25 degrees or more or with the landing gear extended, the doors open to provide out- side air for engine compartment cooling and additional primary air for engine operation, Should engine com. partment pressure exceed 8 psi, che pressure opens the door, because of the off-center mounting of its hinge, far enough to allow bungee action to complete full ‘opening. ‘The doors are then automatically closed elec trically when engine compartment pressure is reduced to less than 7 psi. If the doors remain open (caution light on) after seducing power or airspeed, the re- mainder of the flight should be conducted at subsonic speeds and below 35,000 feet. Oa the ground, the doors ‘can he opened by turning on an engine master switch if a source of electrical power is provided. ENGINE DOOR CAUTION INDICATOR ‘The engine door caution indicator (ENG vooR, figure 1-7) is illuminated whenever either engine compartment cooling and overpressure door is open. Illumination on round is normal, Ilumination during flight with ding gear and flaps retcacted indicates engine ‘compartment overpressure due to incorrect scheduling, of the secondary air gaps. Should this occur, excessive airspeed, altitude, and power settings must be avoided to prevent possible internal structural damage. AIR INDUCTION SYSTEM OPERATION ‘The air induction system is designed to provide an air supply to the engine ae high-pressure recovery with low inlet drag. The system includes variable geometry lets, variable secondary air bypass gaps, and an auto- ‘matic control system. ‘The inlet control system is com: posed of amplifiers which combine electronic signal inputs of duct static pressure, ambienc pressure, and aircraft Mach number to control the variable inlet ramps and bypass gaps. Portions of both the forward and aft variable ramps are slotted and separated by an additional Lynch slot for removing ramp turbulent boundary layer aicflow. This air is directed into plenum chambers above the ramps. The aft plenum air is routed into the bomb bay for cooling and purging; forward and mid plenum air passes overboard through vents at the top ‘of each duct. A cooling and overpressure relief door, located on the underside of each engine compartment, provides engine compartment overpressure relief as necessary under high “Q” conditions, and coolingNAVWEPS 01-60ABA-1 and engine supplementary air dusing low-speed and ground operation. Refer to ENGINE PRESSURE RELIEF oons, in this section, INLET CONTROL Protection against duct airflow instability is required for the air induction system at high Mach numbers duc- ing power reductions and in the event of engine or fuel control failure, ‘To prevent severe inlet buzz, the affected ramp will fully extend to the 23-degree (down) position whenever the airspeed is above 1.3 Mach and the engine rpm drops below approximately 94.5%, either by pilot action or a failure. This wil not illuminate the RAMP coNr caution indicator, since the monitor circuit, which normally indicates failuee if che ramps are more than 3 degrees apart, is bypassed in this case. When speed drops below 1.3 indicated Mach number or rpm is increased above approximately 94.5%, the monitor circuit will be reactivated and will indicate failure, Holding the ramp control switch in keser until the failure Tighe goes out will then reset che ramp to the ‘normal schedule. Should this light not extinguish, the ramps must be observed externally o determine their relative positions. VARIABLE RAMPS. Below 0.95 Mach, the variable ramps are maintained in the fully retracted position with the inlet control system reset in normal operation, Above 0.95 Mach, the variable ramps are automatically positioned by hydraulic act ators in accordance with a programmed schedule, in- creasing co about 14 degrees down at maximum speed, At high supersonic speeds, inlet airflow is decelerated through two oblique waves and a normal shock wave. ‘The ramp schedule provides duct airflow with high: pressure recovery for good engine performance through- ‘out the airspeed envelope, Ramp Monitor Should a failure occur which results in the inlet control system driving the ramps co positions differing by more than 3 degrees, the control system will monitor off, Section | Part 2 providing a “Iail-safe” mode of operation. Should this ‘occur, the ramp control caution indicator will illuminate and the ramps will be driven by air load slowly towatd the fully retracted position, Under these conditions, if, the system cannot be reset, flight speed should be limited to 1.3 indicated Mach number, To provide improved single-engine efficiency, curning off the windmilling en- gine Masten switch will bypass the monitor circuit and rive the respective ramp to the 23-degtee extended (down) position, reducing windmilling drag, © Moving an engine masta switch to OFF at any Mach number above 0.3 will eause the corresponding ramp to extend (down) re gardless of engine operation ot rpm. © Subsequent to ramp control system failure, DO NOT repeatedly or continuously hold the RAMP CONT switch in RESET if reset is rnot successful. The RESET position overrides the ramp monitor circuic and hydraulic shut- off to the ramp actuators, This condition may cause the ramps co be driven full down, re- sulting in a large loss of thrust. ‘To protect the aircraft from a failure of one of the above overtide circuits at low speed, neither ramp will extend to the full down position when the aircraft speed is below 0.3 Mach number regardless of other condi- tions. If speed is reduced below 0.3 Mach number when one ramp is extended, the RAmP CONT indicator will illuminate, The ramps should then be reset, returning the extended ramp to schedule, If the RAMP CONT caution indicator cannot be extinguished by resetting che camps, the ramp will move slowly to the fully retracted position BYPASS GAPS A variable area secondary air gap, located around each engine immediately ahead of the compressor inlet, acts 23Section | Port 2 to properly match engine airflow demand and inlet duct supply, These gaps, which are actuated by electrically powered jackscrews, can modulate from a maximum of 80 square inches opening to a minimum of 30 square inches, Below 1.3 Mach, there is no requirement to de- crease the bypass area, and the gaps are maintained at 80 square inches, Above 1.3 Mach, the gaps are operated in a modulating schedule of decreasing area as a func- tion of duce static pressure, ambient pressure, and air craft Mach number, Should a failure occur in the inlet control system, the gaps are immediately driven to full ‘open (80 square inches) compensating for the increased sirflow during ramp retraction under air load. Air which is directed into the engine compartments by the gaps is used for engine and structural cooling and is ejected through the secondary nozzle of the variable area after burner, Utilizing the bypass air in this manner forms an aerodynamic convergent-divergent exhaust nozzle, in- creasing engine thrust up ¢o 5 percent. The gaps also serve to minimize inlet drag and match engine and inlet airflow. Duet Airflow Instability In the event of improper variable ramp angle sched uling at speeds above 1.3 Mach, the position of the ‘duct normal shock wave becomes unstable and may alternately enter and leave the duct, causing rapid fucta- ations in pressure, If caused by faulty ramp scheduling, this instability is characterized by a low amplitude, mod- crate frequency buffet which increases in intensity with increasing Mach number. If caused by structural failure of an inlet ramp ot failuce of an engine cpm sensing switch during a power reduction, fully developed inlet buzz may occur, Refer to Section IV, Should airflow instability or buzz onset occur, Mach number should be reduced as quickly as possible by extending speed brakes and retarding the throttles to not less than Military Theust, If this buffet coincides with illumination of the RAMP CONT caution indicator, reset should also be at- tempted, Normally, if engine rpm is reduced to less than 94.5% rpm above 1.3 Mach, the engine rpm switch extends the ramp of the affected inlet to the full down position (23 degrees) to preclude inlet buzz. ‘When spm is re-established above the rpm switch limit, the Raat CONT caution indicator will illuminate and the ramp control system should be reset. 24 NAVWEPS 01-60ABA-1 ENGINE OPERATING PROCEDURES ENGINE STARTING Engine ground starting requires both external a-c elec- trical power and engine starting air. Normal starts may. he made with or without automatic shutoff of the air source, using the RCPP-105-1 pod or RCPT-105-3 unit ‘When using the automatic feature (electrical connection from aircraft ¢o air unit), flow of start air begins when the engine srarr switch’ is moved co stant, ignition operation is automatic, and start air is shut off auto- ‘matically when an engine rpm of about 45% is reached. During pilot-controlled starts (electrical connection not used), che pilot must signal for airflow, depress the EMER IGN button to obtain ignition, and signal for airflow shutoff at about 45% rpm, During pilot- controlled starts, the engine stant switches need not be used, since airflow is direct o the impingement starting ducts, For complete engine operating procedures, refer to Sections IMT and IV. ALTERNATE STARTS Alternate starts may be made using GTC-85 or USAF MA-1 or MA-LA GTC units, These units are designed to operate with air turbine starting systems, and are not capable of providing the volume of air required for normal turbine impingement starts. The procedure for aleernate starts is nearly identical to that for normal starts, except that maximum obtainable engine rpm (approximately 8%) should be attained before moving. the throttle from oFF, and the throttle should be modu lated between oFF and IDLE to maintain EGT between 675° and 700°C during acceleration to wie. When EGT stabilizes of approximately 30% rpm is reached, the throttle may be moved to the IDLE stop. Engine start should not be attempted with flaps extended, Engine compressor loss due co BLC flow may cause false or hanging starts. If flaps are extended, move the flap control switch {0 CRUISE or SUPERSONIC, move the engine START switch to START or signal for air- flow, and delay moving the throttle to IDLE until the flaps have retracted.NAVWEPS 01-60ABA-1 AIRCRAFT FUEL SUPPLY SYSTEM ‘The airceaft fuel supply system (figure 1-11), includes the sump tank, aft (saddle) fuselage tank, integral wing tanks, provisions for three bomb bay fuel cans, and two 400-gallon drop tanks. The fuselage sump tank, located immediately forward of the bomb bey, contains two dual- speed boost pumps (high-duty at afterburner selection), each incorporating stendpipes for inverted flight. All fuel from the ocher tanks is transferred into the sump tank and directed to the engine-driven fuel pumps, The integral wing tanks contain two dualspeed transfer pumps and two scavenge pumps. The wing transfer [pumps switch to high-duty dusing afterburner operation, when wing fuel is being dumped, and ducing buddy tanker transfer operation, ‘The scavenge pumps ensure movement of fuel from the outer portion of the wing tanks to the transfer pumps. The aft Faselage saddle tank is located above the bomb bay, forward of the vertical stabilizer. Ic contains a level control valve and two trans- fer pumps, During flight, the wing, sump, and saddle tanks are pressurized to approximately 5.5 psi by air from the air conditioning and pressurization system. The tanks are depressurized when the landing gear of air re fueling probe is extended. Fuel system pressurization prevents excessive fuel boil-off and improves boost pump performance and engine suction feed in either normal or erted flight at all altitudes. A fucl-air separator is incorporated in the forward boost pump feed line in the sump tank between the pump and the engine fuel feed manifold. Should the pump become temporacily uacov- ered, such as ducing fight with a nosechigh attitude and low fuel state, the fuel-air separator allows any air in the Section | Part 2 fuel to escape back into the tank instead of feeding to the engine. INTERNAL FUEL TANKS: ‘The internal fuel tanks consist of a fuselage sump tank, two integral wing tanks, and an aft fuselage (saddle) tank, BOMB BAY FUEL CANS For normal mission, two expendable fuel cans are in: stalled in the linear bomb bay. For long-range ferry missions, three cans may be installed, Bomb bay can fuel is transferred directly to the sump tank by air Pressure at 25 psi from the air conditioning and pres- surization system, The solenoid-operated pressurization valve is normally open to assure fuel transfer in the event of electrical failure. Provisions are also made for installation of a buddy tanker refueling package in the linear bomb bay. Refer to BUDDY TANKER REFUFL- NG SYSTEM, in this section, DROP TANKS ‘Two 400.gallon drop tanks can be installed at the ex: ternal store stations. When drop tank fuel is selected, the tanks are pressusized by 14 psi air pressure, forcing fuel directly into the sump and wing tanks. The tanks can be released ia fight by using the armament release system, IF the emergency jettison button is used, che tanks are released without forced ejection, Refer t0 ARMA. MENT svsrea, in Section I, Part 2, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). 25Section | NAVWEPS 01-60ABA-1 Part 2 URORAET FURL SUPPLY SYS: ‘55 pao cet anton ive eae) oD conrtot waive ence : = me eS WS-CAUON EVER mck conta Valve SUNP TANK 10 aM ; poo i Eadie = ruecan seaesronl {UWI poy 3 e | SWITCH [ f —" Lane wae 0 Stora are ate, i | ESS — ESS / rat i = Botte TN-AIGH ro sue ran. soost Pesdiiahoe be Teo Sebo tae f rorwano pressure —| 272i ow TRANSFER PUMPS ruavorun tee necrace | axe A p sat Swen ae se INGE MasERS¥mCis sup swe c S «ev con) « DeFUEL NORMALLY CLOSED SOLENOID VALVE —— ecticat cmcur fmm ENGINE FEED a HH REFUEL i FURL LOW CAUTION LGHT REFERENCE PRESSURE ur La AUTOR EEE TRANSFER rs bum [SEED AIR PRESSURE > vent Figure 1-11 (Sheet 1) 26NAVWEPS 01-60A8A-1 Section | Part 2 TANK FU Roar swine vent ouner i MAIN VENT VALE (MAINTAINS. 60s px IN FUEL SYSTEM AUGHT_DROP TANK ‘Hoar swiTcH ELECTRICALLY OPERATED SHUT-OF VALVE | | vamos ceae | aNou | | “| ca. PASS; aa 4 SADDLE TANK. UEvel- conto. Valve NEGATIVE /Positive PRESSURE RELIEF VALVE: TO WING TRANSFER AND DUMP VALVE BOMB BAY CAN TRANSFER SWITCH CAN LeveL SENSING ouner valve FROM ENGINE MASTER SWITCHES, ‘AR PROBE CONTROL AND REFUEL TEST ‘Ro? TANK TRANSFER BUTTONS. ue. oume HANDLE ae LUFT DROP TANK FULL Le Float swirc— FUEL BOOST PUMP. TRANSFER PUMP TANK EMPTY SCAVENGE PUMP Flor switcr ‘ONE-WAY CHECK VALVE AIR PRESSURE REGULATOR NORMALLY OPEN SOLENOID VALVE LEVEL CONTROL VALVE REMOTE OPERATED SHUTOFF VALVE -1-48-26 Figure 1-11 (Sheet 2) 7Section | NAVWEPS Port 2 | FUEL QUANTITY BATA TANK et SUMP TANK ws | 47% WING TANKS 7390 | 9852 TAF (SADDLE) TAN 120 BOMB BAY CAN (EACH| 295 | 2008 ‘BUDDY TANK 390 | 1972 ‘DROP TANK (EACH 300 | 2720 ‘APPROXIMATE US 01-60ABA-1 (© WP FUEL (68 POUNDS/GAL STANDARD DAY OMLY) (© FOR JP-4 FUEL USE 65 POUNDS/GAL FOR STANDARD DAY sane TaN notmat mason | ¥M0 FANE MISION | Lon a ie Tas ta nis ONG RANGE MISSION SADDLE TANK DROP TANKS (2) ‘ADDITIONAL BUDDY PACKAGE Beans 0s Bat can aifons | rounos | cauons | roonos | eauons | rounos | enone | ronan amas [ware [an | aeaie [amo | 20am | _a00s | tone ied iy Figure 1-114 FUEL TRANSFER : to transfer to the sump tank when sump level falls Normal transfer of fuel from the individual tanks is controlled by level control valves in the sump tank. ‘As total fuel remaining decreases, the valves maintain a definite sump tank level, depending upon which tank is tcansferring. This provides automatic control of aircraft center of gravity. The sump tank boost pumps and the saddle tank transfer pumps will operate ‘when electrical power is available and either engine master switch is positioned to oN. With the engine MASTER switch ON, saddle tank fuel is sequenced to transfer when sump fuel is less than the full level of approximately 4700 pounds until depleted, Bomb bay can transfer is sequenced when sump level is less than 4250 pounds if the bomb bay cans transfer switch is in the AUTO or ON position, In auto, bomb bay can fuel is prevented from transferring while the landing gear handle is in the pow position. Wing tank fuel transfers automatically when sump quantity falls below the 2300. pound level, If the suatr switch is placed in m1cH (as for buddy tanker operations), wing fuel is sequenced 28 below the 4250-pound level. Drop tank fuel transfer, when selected by the pilot, will maintain a 4700-pound sump level at Military ‘Thrust above approximacely 7500 feet MSL with one tank selected (at any altitude with both tanks selected) until drop tank is exhausted. Note Ac medium and low alcitudes with the engines operating at afterburner power settings, drop tank fuel transfer may not he sufficient t0 maintain a full sump tank, Should this occur, the sump fuel level may drop until the 4700- pound level control valve is uncovered to allow transfer of bomb bay can fuel when selected. Normal procedures sequice the CANS transfer switch be placed in auto and the SUMP switch ac Low at all times unless the buddy tanker package is installed, Drop tank and bomb bay can fuel transfer pressurization is vented and shuts off automatically upon fuel depl Refer {0 FUEL SYSTEM OPERATION, in this section.SUMP TANK 095, WING TANKS 1390 [AFT (SADDLE TANK 130 jOMB BAY CAN IEACHI| 295 BUDDY TANK 290 DROP TANK (EACH? 300) ene FUEL NAVWEPS 01-60ABA-1 (© JP FUEL (68 POUNDS/GAL STANDARD DAY ONLY) (© FOR JP-4 FUL USE 65 POUNDS/GAL FOR STANDARD OAY a sume Tans TONG FANGE MISSION | Lovo ea ihe Tae ns {ONG nance mission ee sae ‘ SRE Sans es schgeTonAs,, | _evvor pxcxace aifons | rounos | catons | rouwos | cauows | rounos | eations | rows ee ce ee Figure 1-114 FUEL TRANSFER : a eaetect a fcamey see erin tle Normal tcansfer of fuel from the individual tanks is, ‘controlled by level control valves in the sump tank As total fuel remaining decreases, the valves maintain a definite sump tank level, depending upon which tank is transferring. This provides automatic control of aircraft center of gravity. The sump tank boost pumps and the saddle tank transfer pumps will operate when electrical power is available and either enj master switch is positioned to oN. With the engine MASTER switch ON, saddle tank fuel is sequenced to transfer when sump fuel is less than the full level of approximately 4700 pounds until depleted, Bomb bay ‘can transfer is sequenced when sump level is less thi 4250 pounds if the bomb bay CANS transfer switeh is ia the AUTO of ON position. In auto, bomb bay can fuel is, prevented from transferring while che landing gear handle is in the own position. Wing tank fuel transfers automatically when sump quantity falls below the 2300- pound level, If the sump switch is placed ia HIGH (as for buddy tanker operations), wing fuel is sequenced 28 below the 4250-pound level. Drop tank fuel transfer, when selected by the pilot, will maintain a 4700-pound sump level at Military Thrust above approximately 7500 feet MSL with one tank selected (at any altitude with both tanks selected) until drop tank is exhausted, Note ‘At medium and low altitudes with the engines operating at afterburner power settings, drop tank fuel transfer may not be sufficient to maintain a full sump tank. Should this occur, the sump fuel level may drop until the 4700: pound level control valve is uncovered to allow transfer of bomb bay can fuel when selected. Normal procedures require the cANs transfer switch be placed in Auto and the sump switch at Low at all times unless the buddy tanker package is installed, Drop tank and bomb bay can fuel cransfer pressurization is vented and shuts off automatically upon fuel depletion. Refer to FUEL SYSTEM OPERATION, in this sectionNAVWEPS 01-60ABA-1 Note When the bomb bay fuel cans are nearly ‘empty, cycling of the can pressurization system, may occur, due 0 the alternate actuation of the float switch by changing fuel levels. This cycling may be accompanied by a mild “rum- bling” which will continue until che forward can is empty or the CANs transfer switch is turned off, depressurizing the bomb bay cans FUEL VENTING Al fuel tanks are pressurized and provisions are made for venting as follows: 1, The wing and sump tanks vent into the saddle tank and from there vent through the normally open main vent valve into the vent outlet pipe. The main. vent valve is electrically energized (closed) when the landing gear is retracted. Ie will relieve the vent pressure at approximately 6.5 psig. 2. A negative/positive relief valve is provided in the ‘wing and sump tank vent line (negative relief dur- ing defueling and positive relief for 9 clogged over: board vent). This valve is connected co the fuel dump outlet 3. The bomb bay cans vent directly through a sepa. rate line, containing a pneumatically operated vent shutoff valve, to the vent outlet pipe. The shutoff valve is open for can venting and closed when the cans are pressurized. A bomb bay can relief valve bypasses any overpressurization to the vent outlet 4. Drop tank pressure relief valves vent excessive air pressure overboard. FUEL DUMPING ‘The pilot may dump wing and bomb bay can fuel through a line ac the aft end of the linear bomb bay if the necessity arises, Refer (0 FUEL DUMP HANDLE, in this section, Bomb bay can fuel is dumped by engine ‘compressor bleed pressure in approximately 3 minutes if two cans are installed and in 5 minutes if three ‘cans are installed. At normal (nose high) flight attcudes, ‘wing tank fuel is dumped at 1600 to 1800 pounds per minute. In the event of bomb bay can pressurizati failure, the aft can may be dumped by can will not dump, due to lack of sufficient air pressure, For dumping the aft can (2000 pounds), optimum air- craft attitude is a zero pitch angle. Dumping bomb bay can fuel with the sump switch in HiGH can result in loss of total fuel © a level as low as 1700 pounds. It is recom mended that Low sump be selected prior to dumping bomb bay can fuel and the sump tank quantity be closely monitored during fuel dumping as a method of preventing inadvertent loss of total fuel, Section 1 Part 2 If the dump handle is left in the wing dumping position after the wing tanks are dry, total fuel may be lost to 1700 pounds, regardiess of sump switch position. Ie is recommended that wing and total quantity be monitored and chat the dump handle be returned co the off postion when the desired amount of fuel remains to prevent inadvertent loss of sump tank fuel. REFUELING GROUND PRESSURE REFUELING Al internal tanks may be refueled in approximately 5 minutes through two pressure refueling receptacles, The forward receptacle is located aft of the nose gear well and the aft receptacle is located inboard and afe of the lefe main landing gear well. Aircraft with drop tanks can be refueled in approximately 71, minutes, External electrical power is required for refueling the drop tanks and level coateol valve testing. The aft refueling recep- tacle can be used to fill only the saddle tank and the bomb bay cans and to fill the sump tank to the 4250- pound level. ‘The drop tanks may be filled at gravity fueling points, if desired. Refer to Pare 3, in this section Note After refueling, the push-pull refuel-lefuel selector valve, located in the forward receptacle access, must be pushed to the FLIGHT AND DE- FUBLING position and the position securing pin must also be installed AIR. REFUELING ‘An air refueling system is installed to extend mission range and endurance, The system consists of a hydraul: ically actuated, retractable probe and line connections «0 the pressure refueling system, Hookup is accomplished by flying the probe into the cone-shaped drogue being trailed by the tanker, After making contact, the pilot of the receiving aircraft de- creases the distance between his aircraft and che tanker until at least 6 feet of hose has rewound onto the reel. This action automatically starts fuel flow through the hhose, At the system design receiving rate of about 2000 pounds per minute, a normal air refueling may be ac- complished in 3%, to 4 minutes, Normal extension of the air refueling probe depressurizes the internal fuel system for refueling operations, Refer (o AIR REFUFLING in Section IV. To air refuel drop tanks, the DROP TANK TRANSFER buttons must be released (pressure off) to depressurize the tanks,Section 1 Part 2 SUMP SWITCH ‘The sump switch, located on the fuel transfer panel (26, figure 1-3), provides control of the sump fuel level. Normal sequencing requires selecting the Low position, Buddy tanker operations require chat the suacp switch be positioned to uiGH. Moving the SUMP switch to HGH opens the wing dump and transfer gate valve, trans- ferring wing tank fuel to the sump tank at any time sump level is less than approximately 4250 pounds. The HIGH sump level capability is provided for center-of- gravity control during buddy tanker operations. Although internal transfer of wing fuel co the buddy can is inde- pendent of sump switch position, the 16H position allows simultaneous transfer of wing fuel to both the sump tank and the buddy fuel can when sequenced by the respective level control valves, The HIGH sump position also serves as an alternate method! of initiating wing fuel transfer to the sump tank in the event of transfer failure in the Low position, Prior to shutting down the engines or pulling electrical power after flight, it is recommended that the sump switch be checked in the Low position, If this check is not made, fuel from the wing and sump tanks may gravitate through the wing transfer valve, causing the bomb bay ‘cans (0 overfill, This results in fuel overboard- ing and, under some conditions, an aft center of gravity. CANS TRANSFER SWITCH ‘The CANS transfer switch on the fuel transfer panel (26, figure 1-3) is located on the pilot's left console. Normal bomb bay can transfer is initiated by placing the switch to avTO prior to take-off, After the aircraft is airborne, moving the landing gear handle to the UP position will allow the cans to pressurize. Use of the on position allows bomb bay can pressurization regardless of landing gear handle position, In the buddy configura tion, the switch must be OF¥ to prevent transfer of the buddy fuel to the sump tank and the subsequent need to transfer additional wing fuel back to the bomb bay cans for buddy tanker operations. All catapult take-offs are made with the CANS transfer switch in ato, Catapult launches with the cans pressurized may cause overstress failure of the cans with attendant fuel loss and ex- plosion hazard, For gear down operations, such as FMEP and GCA, the cANs transfer switch should be moved to on. 30 NAVWEPS 01-60ABA-1 Note Should a sequencing malfunction allow the wing tanks to empty with the bomb bay cans full, an excessively aft center-of-gravity con: dition can result. Bomb bay can fuel should be transferred or dumped prior to landing. Refer to FUEL SYSTEM OPERATION WITH RUDDY ‘TANKER, in this section, DROP TANK TRANSFER BUTTONS Drop tank fuel is selected by mechanical push buttons located on the fuel transfer panel (26, figure 1-3). Fuel transfer from either or both tanks is selected by de- pressing the buttons, marked Lat or RH. Drop tank fuel transfer may be stopped by depressing and releasing the buttons again. This action stops the flow of pres: surization air and vents the tank to atmosphere, IN-FLIGHT FUEL PROBE SWITCH ‘The INFLIGHT FUEL PROBE switch (27, figure 1-3) is located on the pilot’s left console, When the switch is moved to EXTEND, the probe is actuated forward to the extended position, This automatically dumps fuel system pressurization (5.5 psi) and bomb bay can transfer pressure (25 psi); however, drop tank pres- surization is not affected. When the switch is moved to RETRACT, the probe is actuated aft to the retracted position and fuel remaining in the probe is automatically purged into the sump tank by air from the windshield antiice and rain removal system, Probe extension or retraction requires 5 to 10 seconds. FUEL DUMP HANDLE ‘The fuel dump handle (2, figure 1-23) is located on the pilot’s left forward console, The fuel dump handle has two positions, When the handle is pulled straight back, the bomb bay cans are pressurized, the dump cube is extended, and bomb bay fuel is dumped overboard. If the handle is further rotated 45 degrees to the right, the wing transfer and dump valve opens, the wing trans: fer pumps switch to high-duty, and wing fuel is dumped overboard via the dump tube. Primary bus a-c electrical power is required for operation of the wing tcansfer pumps. In case of transfer pump failure, however, some dumping will occur because of the 5.5. psi differenti pressure in the tank. Dump rate is improved by main. taining a normal flight (nose: Before dumping bomb bay fuel, ensure that the SUMP switch is placed in the Low position, ‘This allows the wing transfer dump valve to. remain closed, preventing inadvertent loss of ‘wing fuel during bomb bay can dumping.NAVWEPS 01-6OABA-1 Do not attempt to dump fuel from the bomb bay cans with the sumP switch at mics and the air refueling probe extended, unless re- quired in an emergency to reduce total weight. In this condition, the cans are vented and wing fuel only will be dumped. FUEL QUANTITY INDICATOR A fuel quantity indicator (25, figure 1-4) is installed ‘on the pilot’s instrument panel, By using the fuel gage selector (17, figure 1-3), total fuel or fuel quantity in an individual tank may be checked. Total fuel quantity is indicated by a digital counter, calibrated in pounds remaining, In the m BAY, WING, LDT, RDT, of AFT position of the fuel gage selector, individual tank quantity is indicated by the pointer, while the total fuel counter remains fixed at the indication before selection, In the ‘normal sumP position, sump tank level is indicated by the pointer, while total fuel remaining is read continu: ‘ously on the counter. A press-to-test button is provided to check the indicator for normal operation, When the test button is pressed, the needle and totalizer should run down scale. Upon releasing the button, the needle should return to its original position, FUEL LOW CAUTION INDICATOR ‘The fuel low caution indicator (FUEL Low, figure 1-4) automatically illuminates when the fuel level in the sump tank reaches approximately 1700 to 1900 pounds, FUEL SYSTEM OPERATION ‘The normal transfer of wing, saddle tank, and bomb bay can fuel to the sump tank is automatic. Drop tank fuel must be manually selected, With external electrical power connected, placing either engine Masten switch to ON activates the sump tank boost and aft tank trans- fer pumps. Prior to take-off, the CANS transfer switch should be in Auto or oF#, the sump switch Low, and drop tank transfer buttons selected off, Fuel from the aft fuselage tank will maintain the sump tank level at approximately 4700 pounds if engine flow rate does not exceed a total of 7500 pounds per hour, If take-off is delayed and saddle tank fuel is exhausted, sump tank level may be maintained at approximately 4250 pounds (625 gallons) by moving the caNs transfer switch on. ‘This procedure allows can fuel to transfer to the sump, maintaining a favorable center-of-gravity condition, After the desired sump tank level is attained and prior to take-off, return CANS transfer switch to AUTO oF OFF. Note Approximately 1200 pounds of fuel are re- quired for a normal start, average field-taxi, take-off, and acceleration (0 best climb speed. Section 1 Part 2 If one full and one empey drop tank are in- stalled, selection of on-deck transfer of the fall tank alone results in transfer of fuel into the empty tank: NORMAL FUEL SEQUENCE Normal sequencing results in the following sump in- dications: sume TANI FUEL LEVEL CONTROL SUMP TANK LeveL TANK BEING VALVE: SETTING INDICATION TRANSFERRED GALLONS! (POUNDS! Drop tanks 695, 4700 Saddle tank 695, 4700 Bomb bay 625, 4250 Wing 340 1900 te 2300, Sump (low level) 270 1600 te 1950 (Sump indications are based on JP-5 fuel, at 6.8 pounds per gallon on a Standard Day.) Note Sump level varies with pitch attitude during bomb bay fuel transfer, Ina Maximum Thrust climb at low altitude, sump fuel as low as 2200 t0 2400 pounds may’ be anticipated, Drop tank fuel transfer is selected after take-off. Under normal conditions, the drop tanks will keep the sump tank full (4700 pounds) and will keep the wing tanks filled until drop tank fuel is exhausted, When the drop tanks are empty, approximately 17,900 pounds (two bomb bay cans) oF 20,000 pounds (three bomb bay cans) of fuel will remain, DROP TANK TRANSFER buttons should be released to off (up) prior to air refueling to de- pressurize tanks and allow proper venting. Drop tank ttansfer will normally be left on for all other Aight operations, When the landing gear handle is raised to the uP posi- tion, the internal fuel tanks pressurize, While the cans are feeding, a 4250-pound (625-gallon) level is main- tained in the sump tank, Note “Rumbling” may occur when cans are neatly empty, caused by alternate actuation of the float switch with changing fuel level, This rumbling stops when the forward can is empty or when bomb bay cans are depressurized ‘When bomb bay can fuel is exhausted, approximately 13,000 pounds of fuel will remain, 31Section | Part 2 ‘The cANs transfer switch should be moved to oN prior to take-off to check for positive trans fer, Prior co catapult launch, return the switch to AvTO or orf. Allow approximately 2 min- tutes to pressurize cans, Failure to transfer bomb bay can fuel results in an aft center-of gravity condition, seriously affecting pitch con- trol during a landing approach. During landing, ‘gear down operations (such as FCLP, bounce, and GCA approach), bomb bay fuel transfer is not available unless the CANS transfer switch is in the ON position, Normal consumption will drop the sump tank level to approximately 2300 pounds (340 gallons) and the wing tank pumps will maintain this level until wing tank fuel exhausted. The FUEL Low caution indicator will be illuminared when the remaining fuel reaches approxi- ‘mately 1840 pounds (270 gallons). Note ‘@ Before dumping bomb bay fuel, check that the SUMP switch is in tow, Otherwise, fuel from the opened wing transfer valve, along, with sump tank fuel, will be forced through the wing-to-sump level control valve by pres sure differential between the sump tank (5.6 psi) and the fuel dump tube (ambient), @ If bomb bay can dumping is attempted with the air refueling probe extended, fuel will ry only, IF the sum® switch is IGH, wing fuel will be dumped with the handle in the bomb bay dump position. TOUCH-AND-GO OPERATIONS For cartier touch-and-go operations, or FMLP opera- tions with empty wing tanks and landing gear down, the CANS transfer switch must be in the ON position to obtain fuel transfer, The switch should be returned to the AUTO or OFF position, prior to each arrested landing, or catapult launch, Note ‘To minimize the amount of fuel transferred from the saddle tank co che empty wing tanks for catapult launches (a) Leave the CANS transfer switch at AUTO or ‘OFF until external power is disconnected (b) Leave the engine masren switches OFF wuntil just prior to starting engines. 32 NAVWEPS 01-60ABA-1 (c) Place the sum? fuel switch in the m1GH position until engine start co ensure trans- fer of any wing fuel into the sump tank as. soon as possible. (a) The sume switch should always be placed in the tow position prior to dumping fuel or securing engines. INVERTED FLIGHT ‘The sump tank boost pumps incorporate inverted flight standpipes controlled by geavity-sensitive valves, During. negative-g flight, essentially all sump tank fuel is avail able for continuous flow to the engines, Negative-g flight restrictions are a result of engine lubrication system cap- . Refer to Section I, Part 4, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). BUDDY TANKER REFUELING SYSTEM ‘The buddy tanker package is designed to provide re fueling tanker capabilities. The total capacity of the bomb bay installation can be transferred, used to extend range, or dumped, as operationally required. The package installation consists of a 290-gallon buddy tank, two bomb bay fuel cans, a reel with 78 feet of hose, a pump tunit, and a flow scheduler. The nonjettisonable package is installed in the linear bomb bay. Operation of the buddy tanker system is controlled by the navigator through che buddy tanker control panel (figure 1-13). ‘The aircraft fuel system provides fuel for additional tanker capacity, Prior co take-off on a buddy tanker mission, the pilot must check bomb bay can transfer orr and move the SUMP switch to 11GH. This allows wing tank fuel co transfer, maintaining a 4250-pound level in ehe sump tank during tanker transfer operations. @ Prior to extending the hose for refuelin move the CANS transfer switch 10 ON until several hundred pounds of bomb bay can fuel is transferred. This procedure prevents possible venting of fuel from the canker ‘overboard vent on receiver disenggement, © The buddy tanker refueling system should not be operated above 39,000 feet. When installed, the buddy tanker control panel (figure 1-13) is located on the navigator's left console, HOSE CONTROL SWITCH The Host contRoL switch (4, figure 1-13) controls the trail and rewind operation of the hose and drogue. Placing the switch to TRAIL extends the hose full length and turns on the hose floodlighe in the vertical stabilizer fuel vent fairing. While the hose is extending, the INNAVWEPS 01-60ABA-1 Section | Eee: e i @ BUDDY TANKER FURL SYSTEM nan ae ere eee % oe ae a ee ane ee pont ares —— TO REFUEL— SOLENOID- foe eee ee switch | ‘OFF VALVE Tease S a comrresson] [pet asses < min | j : ovo a sf | SS wane FuET 2 ey BOMB BAY CANS vawve fai SHUTORE serueL—peruet Swine PUMP SPEED TRANSFER OR cones REGULATOR bun HypRAuUicaLty CANS EMPTY SHUTORE OAT swrTCHES Saven Fue. (BUDDY FUEL PUMP AND CAN PRESSURIZATION STARIIZER Wm FUEL TRANSFER FUEL TRANSFER AND PRESSURE REFUELING IEE=ICEY PRESSURIZATION SS ver Aas-1-1-48-11C Figure 1-12 ‘WANstr fight will come on, When che hose is fully EMERGENCY FUEL FLOW SWITCH extended, the FUL 1wAHL light will come on and the The emergency fl fow switch (3, igure 1-13) permits in TRANaIT light 5 the operator to allow automatic fuel transfer or, in emergency oF texining conditions, to extend the hose and select cranafer of fel to the receiver aircraft. The ‘rr position may be vsed to turn off ful flow at any time governing the fuel quantity wansferred to any receiver, Emergency fuel flow operation is indicated fo the receiving sitcrafe by she iumination of a red Tight on the vertical stabilizer, In cue emergencies, the light indicates the hose is dead and Tacks reel re pene Ere cae Oa oe tpocal The oFr palin Gen be ceed te ake proctor tnvind, resulting in damage 0 the hose an re Ths Oe aera reel, @ Note REEL RESPONSE BUTTON Do not attempt to dump bomb bay fuel with ‘The REEL RESPONSE button (6, figure 1-13) is used to Ensure that the Hos ConTRot switch is in the REWIND po this switch in TRAML, the presence of electrical Bee er cea inunct x wing feet compensate for changes in aerodynamic loud on the "be inndvertenty dumped’ Should be- rogue cased hy altitude and/or aiypeed variation. TF e come’ necesry to dump bomb bay can and the fuser scat change alyped Bf 10 knots und/or Berdly tank foe, ic mcommended that the ahtude by" 1000 feet, rel response. should be reset Mom/conmot actchfistbe paced ia nrwino, When alae and/or sispeed i sailed, momen: 33Section 1 Port 2 BUDDY TANKER CONTROL PANEL NAVWEPS 01-60ABA-1 BUDDY REFUELING ADVISORY LIGHTS. FUEL MONITOR INDICATOR EMERGENCY FLOW SWITCH HOSE CONTROL SWITCH SIGNAL LIGHTS SWITCH REEL RESPONSE SWITCH HOSE CUT SWITCH Figure 1-13 tarily depress the button. Without resetting reel response, a decrease in aerodynamic load on the drogue can cause the hose to reel in. An increase will render reel response inadequate to take up the slack in the hose when con- tact is made with the receiver aircraft, HOSE cuT swiTcH ‘The Hose cur switch (7, figure 1-13) is provided for emergency guillotining of the hose, If hose will not retract or rewind when the REWIND position of the hhose control switch is selected, the operator may move the osx cur switch to cur. This will actuate an ex- plosive guillotine at the hose reel which cuts the hose, allowing the aircraft to land without the trailing hose. ‘The CUT position also operates relays and valves which shut off the fuel supply and electrical and hydraulic power o the package. ‘To minimize the possibility of fuel collecting in the bomb bay, the Host CUT switch should be lefe in curr once it is operated, SIGNAL LIGHTS switcH ‘The intensity of the ‘signal lights on the vertical sta- bilizer is controlled by the SIGNAL LIGHTS switch (5, figure 1-13). 34 IN TRANSIT LIGHT When the hose and drogue are unwinding or rewinding, the IN ‘TRANSIT light (1, figure 1-13) illuminates. The lighe will extinguish when the drogue reaches the Fut. ‘TRAIL position, Note With the buddy panel installed, the iN TRANstr, FULL TRAIL, and FUEL ON lights are tested by depressing the navigator’s indicating lights test button, FULL TRAIL LIGHTS ‘The yellow FULL TRAN lights (1, figure 1-13) on buddy tanker control panel and vertical stabilizer will illumi- nate when the hose and drogue are at full extension, ‘When these lights illuminate, the system is ready to allow contact to be made by the receiver aircraft FUEL ON LIGHTS ‘The green FUsL ON lights (1, figure 1-13) on the buddy tanker control panel and vertical stabilizer indicate that the buddy tanker transfer pump is operating and fuel should be transferring. The light will remain on as long as the pump is operating, Note ‘The FURL ON light can be illuminated without fuel being transferred if the fuel to be trans: ferred indicator is set to zero or the EMERG FUEL FLOW switch is in the OFF position.NAVWEPS 01-60ABA-1 FUEL TO BE TRANSFERRED INDICATOR ‘The fuel To me TRANSFERRED indicator (2, figure 1-13) is a digitaltype meter located on the buddy tanker control panel. The meter indicates pounds of fuel co be transferred to the receiver aircraft, Through the use ‘of a reset knob on the meter, the tanker operator man- ually sets the meter for the amount of fuel to be trans- ferred before each hookup of a receiver aircraft. As fuel is transferred, the meter indications will decrease toward zero. When zero is reached, fuel transfer is automatically shut off, Note © If the fuel 70 px TRANSFERRED indicator is at zero, the buddy fuel shutoff valve will remain closed, precluding any possibility of fuel transfer except during emergency fuel flow. (© With the Ew mRG FUEL FLOW switch to EMERG, aucomatic shutoff is inoperative. TOTAL FUEL TRANSFERRED INDICATOR ‘The TOTAL. FUEL TRANSFERRED indicator (2, figure 1-13) indicates the total pounds of fuel delivered from the tanker aiceraft, Through the use of the associated reset kaob, che indicator should be set to zero before each refueling mission, FUEL SYSTEM OPERATION WITH BUDDY TANKER With the buddy tanker package installed, the pilot must check the CANS teansfer switch OFF and place che sumP switch in the HIGH position after starting engines. This turns on the wing transfer pumps immediately and causes them co maintain a sump level of approximately 4250 pounds, When the navigator moves the Mose CONTROL switch to TRAIL, the buddy fuel shutoff valve ‘opens. When the hose goes to full trail, the wing pumps are switched to high duty and hydraulic power is made available for operating the refueling pump. The bomb bay cans and buddy tank are pressurized and the re- fueling pump is tusned on after the hose has been pushed in at least six feet from full trail to the re fueling range. The cans and buddy tank are depressurized after the cans are emptied, Fuel can be transferred to fa receiver at a rate of approximately 2050 pounds per minute at 55 psig nozzle pressure. Note If an excessive fuel transfer rate is noted on the TO BE TRANSFERRED indicator, loss of the air refueling hose or drogue may be indicated In this event, place the emergency flow switch ‘When the 90-gallon fuel level is reached in the buddy tank, the wing transfer valve opens and wing fuel is transferred ¢o the buddy tank until che 200-gallon level is reached, Fuel transfer to the buddy tank then ceases uuntil the 90-gallon level is again reached. When the Section 1 Part 2 drogue is out of the refueling range limits as the re- ceiver aircraft breaks contact, the refueling pump is turned off and the cans are depressurized (if they have not been emptied and depressurized previously). The systems operator moves the HOSE CONTROL switch to REWIND, Which returns the wing transfer pump to normal duty and closes the wing transfer valve, The remaining buddy tank and bomb bay can fuel can be transferred to, the sump by selecting cANs transfer switch to ON or AUTO, Fuel available for transfer includes all fuel other than sump fuel Note If the buddy tank and bomb bay cans contain fuel after che refueling mission, the sumP switch should be moved to Low and the CANS transfer switch moved to AUTO of ON, in order to transfer the fuel to the sump tank for engine feed. Should ie become necessary to reduce gross weight, such as during an engine failure after take-off, fuel in the buddy tank, bomb bay cans or ferry can installations may be dumped’ by pulling the fuel dump handle to the first decent. Fuel is dumped at approximately 2050 pounds pet minute for all bomb bay loading configurations. If dumping is atcempred while the air refueling hose is at full trail, che buddy tank receives fuel transfer from the wing tanks each time the 90-gallon level is reached. All ‘wing fuel can be depleted in this manner. tended, monitor the total fuel quantity in- dicator du 1g dumping operations, ‘© Unless safe flight cannot otherwise be main- ined, fuel dumping is not recommended during afterburner operation, because of fire hazard, BUDDY TANKER PROCEDURE For complete procedures, refer to Section III, Part 5, The fuel TO BE TRANSFERRED and TOTAL FUEL TRANSFERKED indicators should be preset before clearing receiver ai craft into position, In addition, a check should be made to ‘ensure that the pilot has moved the CANS transfer switch to AUTO of ON for a sufficient length of time to transfer several hundred pounds of bomb bay can fuel into the aircraft system. The TV sight may be used to monitor receiver aircraft and co check the condition of the hose and drogue. Following hose trail, reel response should be checked as outlined in Section II, Part 5. After 35Section | Part 2 hookup is achieved, illumination of the FUEL ON light indicates normal transfer of fuel is occurring, On disen- agement, the FUEL ON light goes out and the FULL ‘TRAM. light comes on, Between receiver aircraft hookups, the KEEL RESPONSE button should be depressed momen. tarily if speed has changed more than 10 knots or alti- tude more than 1000 feet. After fuel transfer is complete, the HOSE CONTROL. switch is moved co REWIND and the pilot moves the CANS transfer switch to AUTO or ON, transferring any remaining fuel o the aircraft internal system, BUDDY TANKER EMERGENCY OPERATION Should failure of the No, 2 hydraulic system or a mal- function the buddy tanker system occur, the hose ig the EMERG FUEL FLOW switch gency trail, the hose is unlocked and is unwound from the reel by the aerodynamic drag of the drogue canop, Excessive trail rate is prevented by a brake which is integral with the reel. With the EMERG FUEL FLOW switch at EMuRG, gravity flow fuel pressure is present in the drogue, The EMERG FUEL FLOW switch must be returned to OFF to allow receiver hookup, then moved to EMERG to transfer fuel, NAVWEPS 01-60ABA-1 AIR REFUELING PROCEDURES (RECEIVER) For complete procedures, refer to Section TV. Any planned air refueling will be thoroughly prebriefed. to refueling, tanker/receiver equipment compat. ibility muse be definitely determined. Refueling probe extension is limited to 280 KIAS, and the normal range of airspeed for refueling operation is 250 to 270 KIAS, Drop tank transfer and pitch augmentation will be secured, and the electric flighe control system may be secured, prior to hookup attempts. Caution must be exercised to avoid high-rate closure o departure on the trailed drogue to prevent possible FOD from damaged drogue canopies. For night refueling, complete famil. iarity with tanker signal lights is required, These lights are color-coded as follows: amber—drogue at full trail; green—fuel on (transferring). If the tanker hose loops on initial contact, of will not retract, a tanker malfunction exists. DO NOT ATTEMPT FURTHER ENGAGE- ‘MENTS unless an emergency dictates refueling is’ mandatory.NAVWEPS 01-60ABA-1 ELECTRICAL POWER SUPPLY SYSTEM A-C POWER The basic aircraft electrical power source is a 400-cycle, constant-frequency, alternating-current system supplying, three-phase power (A, B, C rotation) at 115 volts per phase. Across any two phases, power measures 200 volts. Normal ac power is provided by two engine-driven generators. Essential a-c and d-c bus power can be pro- vided by an emergency power unit which is driven by a ramvair turbine. GENERATORS. A 30-kva, ac generator is driven by a constant-speed drive on each engine, providing a total system capacity of 60 kva. The generators are cooled by passing oil from the engine oil tank through the frame and shaft of each ‘generator. Constant-speed Drives ‘The constant speed drives are hydromechanical transmis sions which, by differential action, convert variable engine speed to a constant speed to drive the generators. A gov- enor system is provided to serve two functions: to con- trol the drive output speed and to provide overspeed and underspeed protection. A pressure-sensitive switch is included in the circuit to disconnect generator output from the system in the event of an underspeed or speed condition. In the event of an overspeed co the generator will trip and cannot be reset until the engine has been shut down. If a generator drops out be- cause of a temporary underspeed condition, operation is ‘usually regained automatically without needing resetting. Constant-speed drive operation should be checked at engine shutdown after each flight by noting generator cutout rpm with external electrical power applied. Refer (0 GENERATOR-OUT CAUTION INDICATORS, in this section. AC POWER DISTRIBUTION ‘The ac power distribution system is composed of two independent systems. ‘The No, 1 system i normally energized by the left-hand generator and consists of the No. 1 primary bus and the monitored buses. The No. 2 system is normally fed from the right-hand generator and consists of the No. 2 primary and essential buses. If the output of either generator falls below approxi mately 95 volts, the generator is automatically discon- nected and both bus systems are connected by means of line contactors to receive power from the operating gen- erator. Normally, power is supplied by the a-c generators to the primary buses which energize the monitored and ‘essential buses, The monitored buses supply nonessential distribution which is cut off when one generator has failed and the aircraft is in afterburner operation. This ensures suficent ac power to the remaining electrical system when fuel boost and wing transfer pumps are ‘on high duty for afterburaing during single generator operation. The essential ac bus supplies power to equip- iment essential t© navigation and communications, The Section | Port 2 essential bus is normally conn bus, but in the event of failure of the No. 2 generator, power will be supplied by the No. 1 generator to the No. 2 primary and essential buses. The essential bus can also be powered by the ram-air curbine-driven emer- gency power unit. During ground operations with ex- ternal electrical power applied to the aircraft, some electronic components (see cooled components in figure 1-14) require cooling air to prevent overheating under certain conditions, Electrical power to this equipment is controlled by relays, an external cooling air temperature sensor, and an external cooling air hose receptacle switch. For normal ground operation of cooled equipment, cooling air must not exceed 115 (5)*F for 15 con secutive seconds. In the event of insufficient cooling airflow, faulty hose connection, or abnormal perature, electrical power to the equipment by the relays. fed to the No, 2 primary EXTERNAL POWER For ground operation of all buses, external ac electrical power must be supplied. For ground operation of all equipment, cooling air (optimum 80°F) must also be supplied. The external power access is located on the left side of the fuselage, forward of the main gear. Two indicator lights are mounted beside the external power receptacles and will come on when the generators are ‘operating and ready to connect into the system. Although external power can be removed when either of these lights comes on, the disconnect should be delayed until both lights on, Removal of the external power plug automatically transfers the electrical load to the aircraft electrical power system. If external cooling air supply is utilized for ground operation of cooled equipment, the nozzle must be properly connected and air temperature must not be excessive, A contact switch in the receptacle deenergizes cooled equipment until a temperature sensor completes the circuit, or until the hose is disconnected. If autonavigator alinement procedure has been initiated, care should be taken to disconnect external electrical power prior to removing cooling air. This precludes bomb directing set power interruption and loss of aline. Note ‘The electrical power source for starting must be a 25-kva (minimum), 115-volt, three-phase (A, B, € rotation), 400-cycle unit. D-c POWER DC power is obtained by utilizing two d-e converters (transformer-rectifiers), a primary and an alternate, co provide 28 volts de to various systems, D-C POWER DISTRIBUTION ‘The d-c power distribution system is composed of the primary bus and the essential bus. The two buses are connected and receive power from the No. 1 primary ac bus through the primary d-c converter, Should dc 7Bis Nn "ON SOLvaRNGD LON anran ayn ANO SYOLWEINID HLOE © one] abana swans ve 00 ouN0> N30) rourmon anos setion 5 Pon 5 3 lay 002) g liao : a 3 avai ie anno No & cH g vem ‘rounod 120) z Greece et vournnoas z AYOSIANIENS — won ae on no. NO way aaiseW an stoNvn av20 © HDuIMs 2a nz aon" 4 mise tryna} —y"y —o inv ‘ay 00 Da Aad wouvaaNs9 aNO NO woIvango 1 ON OL¥INOD BN ON. 5s VOMLTAIALS THO WH es soeilidineiec se Figure 1-14 (Sheet 1) 38; 2 3 3 5 s Zz Vere view snanoasans anv HIM aanaWo3 2 ON 3s¥ 9 (E9020 HONGAML ZOLIPL LAVADUIY + 2009 XAY ¥ GTO TVI-ONIM aby 7 aEwVHS vals ‘ony Mould SALINHS ONIN SASSY ‘Sunssmea UVWnBNE syn ROIs t ON Ssymae 30015 ON wahoa ans tiv € “ON {GMoa ans 11v “ON sion HoVOuEY # X00H “ONRGIIS TEBHAN 3SON 1 Nouvion aninvecaH rounds and saves Aoane JOngoNE woubtise aval ay 2 aALDY ‘sna 90° Ayres ana sawwans sinsun und03 sav mvs Ww 8150890 BOL¥>IONT HN Ssne 30 UNIS ony mea win asyovad ONIN HE ‘viva aly onv Hould STOUINOD ZION Z/ON FHOWNGS AZZON [ON WOLYMuSY vO LON aolvniBy avo 1 ON won wi Wa 3 v4 ‘OMNOD 1HOM 9313 LINGD LIBAN 30 co waisis, Walshe viva av XO1YDION! NouLYnus TwiNoZROH BoLVoION JONES HINWIZ Nouzara 24015 z “ON W Nouoara OLS {ON seme ae i 201v2/0N1 ss swo.vor ‘OLYSIONI MOW Tang ‘Bs ay Anon ND 2amou wnawousnt LV | Ere uy we SINoM ON wns 15008 aawnaos isnvit WalShs AYN: ‘als waisas vive. Nowmaraisio a3MOd Figure 1-14 (Sheet 2) 3sSection | Port 2 bus voltage fall from 28 volts to 24 volts for 30 seconds, for should bus voltage drop to zero for 6 seconds, the system will automatically switch the d-c buses over to receive power from the alternate d-c converter. If the alternate converter should fail, the essential d-c bus can receive power from the emergency power unit if the ram-air turbine is extended. EMERGENCY ELECTRICAL POWER UNIT In the event of a complete primary electrical power failure, emergency a-c and d-c power is obtai a hydraulically driven motor-generator unit. ‘This unit is supplied with hydraulic power by a ramair turbine pump unit which can be extended and retracted as de- sired. The emergency generator provides 4-kva, 400. ‘cle, three-phase, 115-volt ac power and 28-voit, 20- ampere dc power for the essential buses automatically ed from ‘upon extension of the ram-air turbine. It is a self-cooled, constantfrequency unit which is capable of providing sufficient electrical power co effect an air start and make aan emergency Ianding. Refer to RAM-AIR TURBINE OPER Amion, in this section, If the emergency ram-air turbine is supplying emergency hydraulic pressure as well as electrical power, excessive flight control movements may NAVWEPS 01-60ABA-1 cause momentary shutoff of the electrical emergency power unit, thus extinguishing the ELEC EPU ON advisory indicator and deenergizing the essential buses, ELECTRONICS POWER SUPPLY Electrical power for the electronic equipment is provided by the No, 2 primary, che monitored, and the essential acc buses, as well as the primary and essential dc buses, Ground operation of the electronic equipment is avail- able when external electrical power and cooling air are applied. External cooling air as well as external electrical power is required for electronic equipment operation ‘on the ground when the engines are aot operating. Elec trical power to the cooled equipment is controlled by an overheat thermoswitch when the ground cooling unit nozzle engages a switch in the ground cooling air re ceptacle. This thermoswitch interrupts power to che cooled equipment of excessive temperature is sensed for a period of 15 seconds or more, ELECTRICAL CIRCUIT PROTECTION DEVICES The aircraft electrical power distribution circuits are protected by circuit breakers, voltage limiters, and fuses. ‘The pilot’scircuit-breaker and limiter panel (figure 1-15) CIRCUIT, BREAKERS AND LIMITERS ‘AFT OF RIGHT CONSOLE Aae1-1-54-56 Figure 1-15 40NAVWEPS 01-60ABA-1 is located aft of the right console, The voltage limiters located on this panel protect essential a-c and d-c bus components. Protection for the instrument and lighting circuits is provided by fuses in the pilot's center pedestal and on the navigator’s left console. The main bus dis- tribution circuit-breaker panels are located in the elec- tical distribution bay above the nose wheel well and are not normally accessible to the pilot for inspection. CONTROLS AND INDICATORS GENERATOR SWITCHES ‘A control switch for cach generator is located on the t's right console (16, figure 1-4A). The generator switches have three positions (Orr, ON, and Ruse) and are maintained in either the on or the OFF position, The a generators ternal power is removed if the engines are up to idle speed and generator output voltage and frequency are within limits. Should the generator-o x lights at the external power receptacle remain extinguished after engine start is complete, the pilot will be advised and the generator switches should be held momentarily in Reser and released. If an attempt is made to reset the generator circuit while a faule still exists in the system, the circuie will reset and trip again. Additional reset at- tempts will result in no response. Note Properly operating generators will reset auto- matically as engine rpm builds. However, if the generator switches were placed in oF prior to engine shutdown on the previous flight, the generators must be reset by che pilot during start. External power should not be discon- nected until both generators are “on the line” or reset. This prevents interruptions in elec- trical power which will cause loss of auto- navigator alinement, GENERATOR-OUT CAUTION INDICATORS Generator-out caution indicators (#1 GEN and #2 oBN, figure 1-4) are located on the pilot's instrument panel, Each indicator is automatically illuminated when its re- spective generator line contactor is not connected to the bus system. In the event of loss of both generators, all cockpit lights will extinguish, including the generator- ‘out caution indicators, unless external power is applied ‘or the emergency ram-air turbine is extended. Note On engine shutdown with external power ap- plied, check that the generator-out caution indi cators illuminate at not less than 28% t0 30% engine rpm. Illumination at lower rpm should be noted on the “yellow sheet” for maintenance corrective action, Generator-on Lights ‘A generator-on indicator light for each generator is located near the external power receptacles. The lights will be illuminated when generator output is at proper Section | Part 2 frequency and voltage, at which time it is permissible to disconnect external power, D-C POWER CAUTION INDICATOR ‘A dc power caution indicator (vc PwR, figure 1-4) is provided in the pilot's cockpit. This indicator signifies that the primary d-c converter is inoperative. Subsequent ire of the alternate dc converter is indicated by the ippearance of “power-off” warning flags, including bar- ber poles in the landing gear and speed brake position indicators. EMERGENCY ELECTRICAL INDICATOR An emergency electrical indicator (#Lu¢ PU ow, figure 1-4) is installed on the pilor’s center pedestal. This green light is illuminated when the RAT is extended and the emergency power unit is supplying the required a-c and dc voltages. Proper operation of the emergency electrical system is indicated by restoration of power to essential indicators such as the landing gear and speed brake position indicators and AL RAM-AIR TURBINE OPERATION For flight test procedures used to check RAT operational integrity, refer to FLIGHT TEST PROCEDURES in Section IV. HYDRAULIC POWER SUPPLY SYSTEMS Hydraulic power is supplied by two separate systems. Both systems have two independent pumps, a reservoir, and separate lines, delivering a basic no-flow pressure of 2800 t0 3250 psi. ‘The reservoirs are pressurized to pro- vide adequate fluid supply to the engine-driven pumps under all conditions. Both the No. 1 and No. 2 systems are used to power the vertical stabilizer, horizontal sta bilizer, and spoiler-deflector systems. Operation of the flight control systems on one system produces no notice- able difference from tworsystem operation for normal low-rate control movements. Sudden, high-rate longi- tudinal or lateral stick movements can, however, drop single-system pressure sufficiently to cause momentary stiffness. Should operating pressure in either system fall below approximately 650 psi, a pressure-operated switch energizes the master and HYD PRESS caution indicators, ‘With che engines at equal rpm, operating pressure of a pump in either system should be within 300 psi of the ‘opposing pump at all times. NO. 1 SYSTEM ‘The No. 1 system provides hydraulic power to the basic flight control systems. In the event of complete failure ‘of both No. 1 system pumps, pressure may be restored in this system by the emergency ram-air turbine (RAT). NO. 2 SYSTEM ‘The No. 2 system provides power to all basic flight con- trol surface actuators, the droop leading edge, and all aSection 1 NAVWEPS 01-60ABA-1 2300 FUGHT CONTROLS 1 9 AstA=1-58-18 INLET RAMPS. Figure 1-16 (Sheet 1)BUDDY TANKER REFUELING NAVWEPS 01-60A8A-1 WHEEL peaKes ‘a = Section | Port 2 NOSE WHEEL STEERING suk asa cA STON ve ema He RCL STF Yu | Rone oe LANDING GEAR LAPS AND DROPS Figure 1-16 (Sheet 2) WING AND TAIL FOLD AnSicl S828Section 1 Port 2 ‘other hydraulically operated systems and components No. 2 system pressure is reduced to approximately 1500 pai for use in he pitch and yaw augmentation systems and the lateral and longitudinal flight control master actuators, No, 2 system pressure is used at 3000 psi co ‘operate the landing gear, flaps, drops, arresting, hook retraction, nose wheel steering, wheel brakes, fuel probe, pneumatic compressor, wing/tail fold, inlet variable amps, ram-aie turbine retract, and speed brake systems. In addition, No. 2 pressure operates the buddy tanker fuel tansfer pump if installed, The No. 2 system corporites two isolation valves downstream of com- ponents essential to the mission such as the light control system, speed brakes, ramp control system, air refueling probe actuator, and buddy tanker package. In addition, 432200 psi priority valve assures pressure for the flight Controls a all times. Both isolation valves are controlled electrically by «float level control switch ia the hydraulic reservoir. In the event of loss of hydraulic fluid, both lation valves close in order to maintain hydeaulic pressure to essential hydraulic services. One isolation valve canbe controlled by the pilot through the hy raulic subsystems isolation switch. Refer-to HYDRAULIC SUBSYSTEMS ISOLATION swircn, in this section. HYDRAULIC PRESSURE INDICATORS ‘Two miniature indicators are installed on the instrument panel (40, figure 1-4). The No, 1 and No, 2 system indicators each have two needles to provide indications for both left and right engine pumps. No indication of ‘emergency power unit hydraulic pressure is provided except for the Hyp PU ON advisory indicator on the center pedestal. The hydraulic pressure indicators receive power from the a-c essential instrument bus. HYDRAULIC PRESSURE CAUTION INDICATOR A. nyp pers caution indicator on the instrument panel (figure 1-4) is provided to warn the pilot when hy. draulic system output falls below a safe minimum. Loss of pressure from one pump does not illuminate the icator, but the affected pressure indicator needle will show the loss, The caution indicator illuminates if the pressure in either system falls below approximately 650 psi. The Hy Paes caution indicator will go out if the RAT is the only source of No. 1 system pressure, Note Illumination of the caution indicator with no immediate pressure drop indicated for either system is an indication that a hydraulic isolation. valve has closed and loss of fluid in the No. 2 system reservoir has occurred, and that subsys- tems powered by the No. 2 system will be inop- HYDRAULIC SUBSYSTEMS ISOLATION SWITCH ‘The subsystems isolation switch (11, figure 1-3) is located on the left console, This ewo-position switch is a4 Pages 45 through 48 di NAVWEPS 01-60ABA-1 labeled TAK:-OFF/LANDING and FLIGHT. The FLIGHT posi- tion enables the pilot to close one of the subsystems isolation valves in the No. 2 hydraulic system. This valve shuts off hydraulic pressure to subsystems not required during normal cruising flight and prevents fluid loss in che event of a suspected leak. Isolated sys- tems include the finding gear, flaps, normal wheel brake power, emergency wheel brakes, nose wheel steering, tail fold, wing fold, arresting gear retract, and ram-air tur- bine retract, The switch must be placed in the TAK#-oFF/ LANDING position for ram-air turbine retraction and all flight operations requiring the use of isolated subsystems. ‘After returning to the TAKE-OFF/LANDING position, ‘emergency operation of the isolated hydraulic subsystems ‘may still be required, In the event a No, 2 hydraulic system leak depletes reservoir level to the automatic ‘isolation point, selecting FLicHT has ao effect as the reservoir float switch overrides the cockpit switch. EMERGENCY HYDRAULIC POWER Should both No. 1 system pumps fail without loss of fluid, system pressure may be restored by extending the emergency ram-air turbine. At speeds at and above 150 KIAS, this turbine will supply sufficient pressure for operation of the flight controls at normal movement rates, Lateral control movements should be restricted 1 minimum rate, Under normal operation, the EPU hy. Araulic pump is isolated from system pressure by check valves. The emergency electrical power unit is hydraulic. ally driven by the ramair turbine, Retraction of the ram-air turbine is accomplished through use of No, 2 hydraulic system pressure, ‘AIR TURBINE HANDLE ‘The air turbine handle (30, figure 1-4), is located on the left-hand side of the center pedestal, This handle is labeled ACER AM TURBINE. Pulling the handle releases the turbine door-locking mechanism, allowing an actuator bungee to push the turbine into the air stream. The air stream then pulls the turbine to the fully extended posi tion, TURBINE RETRACT BUTTON Pushing the wurbine retract button (27, figure 1-4) on the center pedestal operates the turbine retract solenoid valve, causing No, 2 hydraulic system pressure to actuate the air turbine retract cylinder. The button must be held depressed for approximately 4 seconds or until turbine is fully retracted. Upon release of the button, the ELEC HPU ON and HYD EPU ON indicators should be extin- ‘guished. Note ‘The hydraulic subsystems isolation switch must be in the TAKE-OFF/LANDING position before the air turbine can be retracted,NAVWEPS 01-60ABA-1 Emergency Hydraulic Indicator ‘An emergency hydraulic indicator (uv PU ON, 29, figure 1-4) is installed on the center pedestal. When elec: trical power is available from either or both engine- driven generators, this green light is illuminated when hydraulic pressure generated by the ramair turbine- driven emergency power unit exceeds approximately 1750 psi. This light will extinguish i drops below approximately 1450 psi. When no electric is available from the enginedsiven generators, the nvo aru ow advisory light can illuminate only if the emergency electrical power unit is operating (above 2500 psi). Refer to EMERGENCY RLBCTRICAL POWER UNrT, in this section, PNEUMATIC POWER SUPPLY SYSTEM The pneumatic power supply system provides high- pressure air for canopy normal operation, canopy emer: ‘gency jettison, and emergency flap extension, Separate Pressure storage bottles are provided for the canopy jettison and emergency flap extension system. The emer- ‘gency flap bortle provides pressure for normal canopy ‘operation. The pneumatic system bottles are precharged to 3200 psi, prior to flight, through the pneumatic service panel under the aircraft, inboard of the right main landing gear. The panel also contains test switches for emergency flap system isolation and the pneumatic compressor. During flight, a hydraulic motor-driven air compressor maintains the bottles at 3000 psi. The com- pressor is powered by the No. 2 hydraulic system, An oil servicing point for the compressor is located in the right main gear well. A canopy pneumatic control toggle valve and a canopy emergency jettison “T” handle are provided in each cockpit, and an external toggle valve is provided for each canopy. Refer to CANOPIES, in. this section, FLIGHT CONTROL SYSTEMS For schematic diagrams of the flight control systems, see figures 1-17, 1-18, and 1-19, Longitudinal and directional control is provided by one-piece slabs and a spoiler- deflector system is provided for lateral control, The flight control systems are hydraulically powered and irreversible. Control forces are simulated by artificial feel bungees installed in the mechanical linkage, Control of the longitudinal and lateral systems is through master actuators and mechanical linkage, which, in tura, oper- ates full-powered hydraulic surface actuators, The ditec- ional control system is a direct, mechanically controlled, hydraulically powered system. ‘The longitudinal and directional systems are augmented for optimum control characteristics at various altitudes and airspeeds. A prior- ity valve in the No. 2 hydraulic system prevents pressure from being directed to other than the flight control actuators if che system drops below 2200 psi. The hydro- ‘mechanical system consists of the control stick and Section | Port 2 directional control pedals, connecting mechanical link- age, the control surfaces, the tandem master and con- trol surface actuators, and associated flight control hhydrautic systems. Normal pilot control inputs are elec- tically transmitted to the master actuators (when the electric flight control system is engaged) but the basic ‘mechanical system operates in parallel with the electric system and will automatically take over to transmie stick inputs to the master actuator if the electric flight control system should fail or is not used. When pitch augmenta- tion is engaged, horizontal stabilizer displacement is varied by a series actuator at a mechanical summing point for near-constant aircraft response to control stick inputs at all altitudes and at airspeeds above 0.55 Mach. CONTROL STICK ‘The pilot’s control stick (figure 1-20) incorporates a normal pitch trim wheel, a five-position normal roll trim/stand-by pitch trim button, a STEER/TERRAIN (nose wheel steesing/radar action) button, a flight control systems disable (“kill”) button, and an armament initia. tion trigger. For a description of the trim controls on the stick grip and flight control panel, refer to TRIM s¥s ‘THM, i this section, DIRECTIONAL CONTROL PEDALS ‘The directional control pedals are of the conventional hanging type, with an electrical adjustment fore and afe of the centered position. A stall warning pedal shaker is provided, which vibrates the pedals if local angle of attack exceeds 15 units. HORIZONTAL STABILIZERS ‘The horizontal stabilizers, constructed slabs, are attached to spindle fitcings on the fuselage below the vertical stabilizer. These control surfaces have a travel range of 15 degrees leading edge up and 18 degrees leading edge down, Changes in pitch trim are made by small movements of the entire surface. Changes in lateral (roll) trim are accomplished by differential deflection of the horizontal stabilizers, VERTICAL STABILIZER The vertical stabilizer is a one-piece, all movable surface. Total surface travel is 16 degrees; 8 degrees either side ‘of center, Vertical stabilizer travel is regulaced by a ratio-changing mechanism controlied by the position of the wing flaps. Stabilizer travel varies linearly from 2 degrees lefe or right (with flaps up) to 8 degrees lefe or right (with flaps down 25 degrees or more). A posi- tion light, buddy tanker signal lights, and a fuel over- board vent are installed in fairing on che tailing edge of this surface. 4NAVWEPS 01-60ABA-1 Section | Port 2 exsiyey (ony Hous Youlno> wn awwion aw. TOW row wa THONOINY, awe sais ON sous ave vols fssinawo3] viva ay] aun, Ba ‘wDNvive waisas wna THOTOINY aamnigvis TiNoziIOH NOI NOLO! ONS oe sansa Hee TwuNReHG somno> ony Hols aorvoians wna Hua aunssaa aaa 30¥1100 HO N55 MO} Ens jouwonas nansoer Nowysysevo3 sonne was Houle > 30ND AGONYIS 201yD¥ a ON “alas NED rae oma (7) om worny = sang vowniay Ss Bs Bo oule oN — igunssa4 o32no3w saanis € Wasi INFEGAM LON {aTMIBVIS TINOZHOH ‘ONYH AHOR ‘aanany Smvavs svausmounaiod INOWISOd YOUS dis (aunssaua axons Waisis onnveaad 2 ON raiss ou PE WULSIS T0ULNO) LMI THAMOALIIAOT EEL EE ET ‘ON Figure 1-17 (Sheet 1) 50Section | Part 2 NAVWEPS 01-60ABA-1 sainawoo ay | viva vow] “are cs sav tony How YOUNG wre awwton Taw JH Ba ara ou, was we fe aaznigvis TWinozRoH ‘ONVH 3 wre ‘ywunsaaastd youn SANIVA HOINHS ony Hud Waisas SnnvaaAH Z “ON worvnioy BISEW rc (sunssaué asona3y) Waisas onnvagaH (ON Figure 1-17 (Sheet 2) wos Hue ABONVIS oN 2sznIVIS WINOZIEOH ONvH 1HOR sanivn sounns r0alNOD 3aID3B SY axnssaue axons ‘Walsis-DIW¥GAH, U e sanvave NT avian ON Zr “ON 5Y AB CHAIOOW LOU MAISAS TOULNOD LWA TA TNONAVWEPS 01-60ABA-1 Section | Part 2 wsinwnoaw “aveaa ae = 3 um sin | yous )YouiNo> vouynioy aaisew Wash faaunaw] 0 ‘NIM 1HOR ‘axvouni awoune] F=D=—=(u) cee WALSAS 10ULNO) LOT TVYALVT zz Figure 1-18 5285 etelvey sownoy yous Ws ans ko. G a39NNG xe os wnat awwonea a : rouror (G) eon i manevis woud ou - : uA souines ts OIvniay " = eed s p p - =] g a 5 J}---] 5 vow [EE SHS waswounaiog ! = Sams ; one \ mua : nn aOn ' 3 \ < awaid 1 Zz anny sounos ES) | wiotne ED, | sana soins eunssaas ony Mv ‘ospnam Walsss SNAVAGAH Z"ON awnois OUNOD ONY MYA, @ovoNasia) AviaG “AS 5° © “vs YOUNOW sunsszud MOT © 20VL10A 0 © ovons Aviad 935 06 © seen ©@.. * .. @e Bans BOuNOW Figure 1-19 53Section 1 Part 2 SPOILER-DEFLECTORS Lateral control is provided by an arrangement of conven tional and inverted spoilers and deflectors located on the inboard wing panels. The conventional spoilers, located at the mid and inboard positions, open a maximum of 70 degrees. The deflectors, located on the lower surfaces under the conventional spoilers, open a maximum of 35 degrees. The outboard spoilers and deflectors are inverted, the spoilers being on the lower surfaces and the deflectors on the upper surfaces. The inverted spoil- fers open a maximum of 70 degrees and the outboard deflectors open a maximum of 39 degrees. The spoilers and deflectors are mechanically interconnected so chat hydraulically powered movement of the spoilers results in movement of the deflectors, During rolling maneu- vers, the inverted spoiler and deflector on the outside wing induce drag, offsetting the yaw effect of the mid and inboard spoilers on the inside wing. A series of override bungees is installed in the mechanical linkage to the spoiler actuators, consisting of one bungee for ‘each inverted spoiler and one for each set of inboard and mid spoilers. These bungees allow continuous opera- tion of the lateral system in the event one set of actuators should fail. The spoiler-deflectors are also used for speed brakes. Refer to SPEED BRAKES, in this section, LONGITUDINAL AND LATERAL ELECTRIC SYSTEMS The longitudinal and lateral electric systems are designed to provide control for the corresponding hydromech ical systems. Electrical operation eliminates mechanical system friction and provides reduced breakout force for Tongitudinal and lateral control. The various series and parallel actuator servo valves require No. 2 hydraulic system pressure for operation, Note If both the No. 2 hydraulic pressure indicators are below 1000 psi, disengaging the electric fight control system will prevent longitudinal and lateral trim shifts resulting from abnor- ‘mally low hydraulic pressures. ‘The master actuator servo valves for both systems are capable of accepting either mechanical commands through the control stick linkage, or electrical com- mands through amplifiers from conttol stick position potentiometers. During electrical operation, stick move- ‘ment produces a signal from the potentiometers which is amplified and fed into the lateral and longitudinal master actuators. The master actuators respond to the command signals, mechanically positioning the con- tol valves of the horizontal stabilizer and. spoiler actuators. Follow-up potentiometers, mounted in the ‘master actuator linkage, send a position signal back to the amplifier, nullifying the command signal when the proper control surface position is reached, Longitudinal ‘electric system operation independent of the mechanical 54 NAVWEPS 01-60ABA-1 system is maintained by a free-play mechanism which acts as a clutch in the mechanical linkage. This free- play mechanism is disengaged during electrical opera- tion and the mechanical linkage aft of the free-play mechanism is forced to follow movements of the control stick through master actuator movements. Should a malfunction movement, the pilot can return the system to ‘mechanical control by (1) depressing the “kill button on the stick grip, (2) selecting the stand-by position of the electric system switch, or (3) restraining the control stick by applying a stick force to oppose the control movement, use a hard-over control Lateral Ratio Changer ‘To reduce lateral control sensitivity and prevent excessive toll rates at high speed, the electric flight control system (igure 1-18) provides for an electrical change in con- trol stick-to-spoiler ratio through the flap control system. With the electrical system operating, lateral control is restricted to 40 degrees inboard and mid and 48 de ‘grees outboard spoiler deflection with suPeRsonic droops selected. With the electric flight control systems disengaged and/or with cruise (5 degrees) or more droop deflection, the lateral control system operates at the full ratio, Lateral Free-play Mechanism ‘The lateral free-play mechanism is a hydromechanical device consisting of a hydraulically extended, spring- retracted actuator and associated linkages. No, 2 hy- draulic system pressure to operate the actuator is peo: vided from the lateral master actuator shutoff valves, ‘When the electric system is operative, hydraulic pressure extends the actuator and unlocks the mechanical move ment from the cable system. If the electric system is switched off or fails, che solenoid-operated shutoff valves close off hydraulic’ power and the spring returns the freeplay mechanism into mechanical engagement. PITCH AUGMENTATION SYSTEM (MODIFIED BY ASC 42) ‘The pitch augmentation system provides relatively con- stant pitch control characteristics over the entire range of speed and altitude attainable. The system provides constant “feel” (stick movement and force require ments), and accepts control signals from the pitch axis of the automatic flight control system (AFCS). The system provides nonlinear horizontal stabilizer position ‘control below 0.25 Mach, pitch damping above 0.3 Mach, and ""g” control with pitch damping above 0.55 Mach, Alll components are dual for fail safety, and include pitch rate measuring gyro pitch accelerometers, electronic (seties) amplifiers, and a hydraulic (series) servo actu- with the mechanical (pilot-controlled)NAVWEPS 01-60ABA-1 system, The series actuator, acting through independent linkage, operates the horizontal stabilizer actuators, add- ing to or subteacting from the control authority of the pilot's electrical or mechanical input. A differential pres- sure transducer in the series actuator constantly compares the operating pressures of the dual pistons of the series actuator, providing a signal proportional to the unbi ance, The balancer corrects the signal to the sezvo valves, resulting in equal piston pressures. Differential pressure switches in the actuator will shut off the system in the event of an unbalance beyond balancer capability. A. failure of the No, 2 hydraulic system will also shue off the system dhrough operation of hydraulic pressure switches, Note Electrical components of the pitch augmen- tation system must be allowed to warm up for 11 minutes and flight control hydraulic pres- sure must be within normal limits before che system can be reset for operation, CONSTANT CONTROL FEEL The pitch augmentation system provides desirable longi tudinal conteol system feel at all airspeeds and altitudes, At low speeds (below 0.25 Mach), the pilot has a direct stick-to-stabilizer ratio for positive control of pitch at tude, As airspeed increases above 0.25 Mach, air data computer inputs increase, providing a combination of direct stick-to-stabilizer control and direct command of normal acceleration (""g") through the augmentation system, Above 0.55 Mach, the system has «ras ducing a requirement for constant stick force and stick displacement per change in “g.” Note Automatic horizontal stabilizer modulation and pitch trim changes ehrough the pitch augmen- tation system are not followed by the control stick, PITCH DAMPING Above 0.3 Mach, the pitch augmentation system provides itch damping, stabilizing the aircraft during short-term pitch oscillations. Should longitudinal oscillations occur because of pilot input or turbulence, the pitch rate gyros and accelerometers detect the motion and convert it to aan electrical signal, The signal is then fed to the series amplifiers, which control the longitudinal series actuator, acting to damp out the oscillations, ITCH AUGMENTATION SYSTEM (UNMODIFIED) Systems not modified by ASC No. 42 consist of paired pitch rate gyros, series amplifiers, and a dual hydraulic servo actuator. The air data computer processes pitch rate signals with true Mach number gain scheduling to pro- duce a “Mach X pitch rate” signal for comparison with the "g” commanded by pilot inpur, Pitch trim with pitch augmentation engaged differs in that the system does ‘not compensate for speed increase or reduction from trimmed speed, requiring pilot to return ro the desired stick-free condition, Section | Port 2 YAW DAMPER ‘The directional control system is equipped with a yaw damper. The system consists of a yaw rate measuring gyro, Mach number and altitude potentiometer gain scheduling in the air data computer, a yaw amplifier (directional series), and « hydraulic servo actuator, stalled in. series with the mechanical system, The direc: tional series actuator controls the vertical stabilizer actu avor without affecting control pedal position, A yaw rate results in a signal from the gyro, which is shaped by potentiometers for Mach number and pressure altitude lr data computer, The signal is then fed to the xt, which boosts the signal and relays it to the directional series actuator, The series actuator then causes the vertical stabilizer actuator to move, stabilizing the aircraft about the yaw axis. The air data computer fougputs (true Mach number and true pressure altitude), when integrated with the yaw rate signal, result in proper yaw damping corrections at all aicspeeds and altiudes. ‘The output signal of the yaw rate gyro is fed to the yaw damper amplifier through a contact of the ground safety relay, When the weight of the aircraft is on the extended landing gear, the damper is rendered insensitive to yaw gyro output, eliminating spurious vertical stabilizer movements during ground operation. Af a rapid, undamped oscillation of the vertical stabilizer is encountered during taxi of other ground operation, indicating a ground safety relay failure, disengage yaw augmentation sys- tem immediately. Abrupt rudder pedal inpucs for rough terrain may result in rapid, self- sustaining oscillations through =1 degree at a maximum rate of 10 degrees per second. A ‘ground relay failure will have no effect on air Borne performance; however, if a known ure exists, yaw damper (augmentation) system should be disengaged before landing rollout. ‘The authority of the yaw damper system is limited to #1 degree of vertical stabilizer travel and is independent of the flap mechanical ratio changes. This limiced cravel feature prevents yaw damper malfunctions from dam- aging the aircraft. CONTROLS AND INDICATORS ELECTRIC SYSTEM SWITCH ‘The electric system switch (figure 1-20) is located on the flight concrol panel. This three-position (STAY, RESET, and oN) spring-loaded switch controls the longitudinal and lateral electric systems. To place the systems in operation, hold this switch in user until both the pitch and roll indicating windows show a blank and the ELEC F/C caution indicator goes out; then release the electric system switch to the oN position. This action disengages the free-play links in the mechanical systems, 35,Section | NAVWEPS 01-60ABA-1 Part 2 Ee MT CONTROLS AND INDICATORS ‘DRooe.1AP-TRUM wea cian nae ee piper geamon acme rn FLAP POSITION INDICATOR HYDRAULIC PRESSURE YAW TRIM ‘AND AUGMENTATION INDICATOR —— PITCH TRIM INDICATOR FUGHT CONTROL ‘YAW TRIM PANEL (TYPICAL) nH switch ELECTRIC SYSTEMS SWITCH Pic INDICATORS Pic AUGMENTATION SWITCH YAW AUGMENTATION switch 7 STEER/ PB) prc tem, ‘TERRAIN RAMP CONTROL aS ‘CONTROL Ks ean SWITCH: ALTERNATE. ROLL-YAW TRIM SWITCH TRIM SWITCH. ;OUL TRU ‘ALT PITCH TRIM, TRIM SELECT SWITCH A-SA-1-52-1 Figure 1-20NAVWEPS 01-60ABA-1 energizes the lateral and longitudinal master actuators the electrical mode of operation, and completes the circuit to the pitch and roll electric system indicators, Note ‘The electric system switch may be used to reset one system even though the other system will not remain engaged. Roll and Pitch Indicators ‘The electric system roll and pitch indicators (figure 1-20) are located on the flight control panel, adjacent to the electric system switch. These windows show a barber pole if the mechanical conteol system is in operation, During electrical operation, these windows display a blank which blends with the control panel. Electric F Control Caution Indicator ‘The auxc r/c caution indicator (figure 1-20) is ill ‘inated when either the longitudinal of lateral electric CONTROL SYSTEMS DISABLE ("KILL") BUTTON Depressing the “kill” button (figure 1-20) disengages the electcic flight control, pitch augmentation, and auto- accomplished through the mechanical flight control sys- tem, The flight control electric, pitch augmentation, of autoflight systems may be re-engaged at any time after “kill” button use by resetting individual control switches. When depressing the “kill” button, the pilot should be prepared co compensate for any pitch trim changes associated with pitch augmenta- tion disengagement. Note ‘The yaw augmentation system cannot be dis- engaged by depressing the “kill” button. PITCH AUGMENTATION SWITCH ‘The pitch augmentation switch (rrrcH AUG, figure 1-20) is located on the flight control panel, This switch has three positions: stay, Reser, and ON, When the system is inoperative, the wiTcH AUG caution indicator is illu- inated. ‘To ‘place the system in operation, hold the switch in RESET undl the PITCH AUG caution indicator oes out, then release the switch to the ON position. This action moves the stick to a neutral position by centering and deactivating the stand-by pitch crim ac. ‘wator, energizes the pitch augmentation hydraulic shutoft valves, and energizes a holding circuit for system op- cration, extinguishing the errcit auG caution indicator. In the ‘event pitch augmentation dropout is caused by a transient condition, the system may be reset after the trouble clears. Section | Port 2 Pitch Augmentation Caution Indicator The pitch augmentation caution in figure 1-20) is located on the pilot's instrument panel, ‘This lighe will he illuminated whenever pitch augmen- tation is not engaged, Failure of the pitch augmentation system may be accompanied by a change in pitch trim and stick position under power approach con- ditions. A moderate to rapid change in stick force may be required to maintain attitude. Subsequent to pitch augmentation failure, al pitch tim changes must be made through the stand-by pitch erim switch, YAW AUGMENTATION. SWITCH ‘The yaw augmentation switch (vw AvG, figure 1-20) is located on the flight control panel. This switch has three positions: stay, oN, and nxset. When the system is inoperative, the YAw AUG caution indicator will be ‘on. To place the system in operation, hold the switch in reser until the Yaw AUG caution indicator goes out, ‘then release the switch to ON. This action opens hydraulic shutoff valves and energizes a holding circuit for system operation, extinguishing the Yaw AuG caution indicator. Yaw Augmentation Caution Indicator ‘The yaw augmentation caution indicator (YAW AUG, figure 1-20) is installed on the pilot’s instrument panel. ‘This light will be illuminated whenever yaw augmenta- ‘ion is not engaged. Under some circumstances, such as an internal failure of the yaw rate gyro, the yaw augmen- tation system may not operate properly while the YAW AUG caution indicator remains off and the system remains engaged. Should undamped yaw oscillations be noted with the YAW AUG ‘caution light off, move the yaw augmentation switch to sry, and exercise caution in maneu- vers involving high roll rates or roll reversals. TRIM SYSTEMS PITCH TRIM. ‘Normal pitch trim is provided through the pitch aug- ‘mentation system. The system trims the aircraft without changing the neutral position of the control stick, Below 0.25 Mach, the pitch trim control functions as a position trim control, removing longitudinal control stick forces for a desited horizontal stabilizer position. Above 0.55 Mach, the pitch trim control functions as a “g” trim control. The desired “g” is automatically maintained by a change in aircraft pitch attitude, The pitch aug- mentation system changes the position of the horizontal stabilizers ¢o coincide with the setting of the trim wheel. 7STAND-BY PITCH TRIM AA stand-by pitch trim system is provided for pitch erim control in the event pitch augmentation shuts off. This ims longitudinal stick forces by changing the " position of the control stick artificial feel ‘moving the stick with trinm, Stand-by pitch trim sd to 2 degrees nose-up and 6,75 degrees nose- down. Should the pitch augmentation system fail, the stand-by pitch trim switch may be used (o crim out the control force change which occurs as a result of the centering of the longitudinal series actuator, The system operates on either primary or essential bus a-c power and is available, in che event both generators fail, by using the emergency ram-air curbine, The trim select switch need not be placed in aLTR to utilize the stand-by pitch trim switch unless both generators fail and the emergency ram-air turbine is used as the source of elec: trical power. Note Severity of the trim change on dropout of augmentation depends upon the amount of dis- placement trimmed into the system through the longitudinal series actuator, At approach speeds, considerable displacement is present with all forces trimmed out. A failure which causes pitch augmentation to monitor off under these conditions usually results in a substantial nnose-down pitch with an increase in back stick force and position required to hold pitch atti cade. LATERAL TRIM, Normal lateral (roll) trim is provided through differ- ential displacement of the horizontal stabilizers. An electrical actuator is connected through reversing linkage to the control valves of the horizontal stabilizer actuators, When the lateral trim switch is moved, che electrical trim actuator causes. differential displacement of the horizontal stabilizers, trimming the aircraft about the roll axis, Note An override bungee is provided in the lateral trim finkage to allow any lateral trim co be removed if full noseup of nose-down longi- tudinal control displacement is required. The lateral trim will automatically return when the control stick is returned coward neutral DIRECTIONAL TRIM ‘The aircraft is trimmed about the yaw axis by changing the “no load" position of the directional artificial feel bungee. As the yaw crim switch is moved, the directional control pedals assume a new “no load” position, and the vertical stabilizer is displaced, trimming the aircraft about the yaw axis. The authority of the dieectional trim system and the (otal travel of the vertical stabilizer are controlled through the flap mechanical ratio. changer. With the flaps extended more than 30 degrees, 6 degrees of left or right trim can be obtained, With the flaps 58 NAVWEPS 01-60ABA-1 extended less than 25 degrees or retracted (suPERSONIC ‘or CRUISE), trim is restricted to 1Y/) degrees of left or right travel. To prevent a radical trim change during flap extension, the yaw trim actuator incorporates a cen- tering feature which returns stabilizer trim toward new tral during the ratio change, Note A fall yaw crim indication (7 units) results from either the 11/;- or Glegree stabilizer position, ALTERNATE ROLL/YAW TRIM When selected, the alternate roll/yaw trim system will assume operation of lateral and the event of normal crim switch or electric system failure, ‘This system is powered by the essential ac bus and, if necessary, may be operated on power supplied by the emergency ram-air turbine, AUTOMATIC FLAP TRIM ‘An automatic pitch trim correction during extension or retraction of the flaps is provided by a mechanical interconnect between the flaps and the longitudinal series actuator. This mechanism moves the longitudinal series actuator assembly a distance proportional to flap de flection, compensating for the pitch trim changes result- ing from variation of boundary layer airflow effect, For 4 50-degree flap selection, 8 degrées aircrafe nose-down (stabilizer leading edge up) trim change is provided without changing the trimmed neutral position of the control stick. Since the interconnect is mechanical, it ‘operates during all modes of longitudinal system op- eration: pitch augmentation engaged or stand-by, and electric flight control system engaged or stand-by. Note Should flap extension be selected with the con- trol stick full forward, flap deflection may be restricted. Normal flap actuation resumes when the stick is allowed to return coward neutal CONTROLS AND INDICATORS Trim Select Switch ‘The trim select switch (Tum SEL, figure 1-20) is located at the rear of the pilot's ight control panel, This switch thas two positions: Noam and atte. In the NoRM po- sition, primary a-c bus power is supplied to the normal yaw rim and roll trim circuits. The ALT position is tused in the event of electric system or trim switch failure {to transfer control of roll and yaw trim to the alternate roll/yaw crim switch, and to shift the electrical power supply for all trim circuits to the essential a-e bus. Pitch Trim Control Notmal pitch trim is adjusted through a rotary synchro- ‘ype control (figure 120) installed on the face of the control stick grip. This control [WU (nose up), ND (nose dowa)] enables the pilot to trim horizontal stabilizerNAVWEPS 01-60ABA-1 position and normal acceleration ("g") through the pitch augmentation system, Below 0.25 Mach, the pitch crim control is used to trim horizontal stabilizer position, relieving control stick loads during take-off and landing Above 0.35 Mach, the pitch trim control is a means of rimming “g” of stick force. Trim control rotation establishes a reference signal for the trim synchronizer ‘the longitudinal series amplifier. Summing circuits the amplifier compare the reference signal with actual “rg” signals measured by a pair of pitch accelerometers ‘The result is an erxor signal which is sent to the sex actuator, causing the aircraft to nose up or down, seeking 4 nulled condition. Note © On aircraft not modified by ASC 42, constant ‘normal acceleration factor (""g") is not main- tained during accelerations and decelerations. Pitch trim input is required for speed changes. © Rotating the pitch trim control too fast can cause an erroneous of null signal condition, resulting in either no trim response or a momentary reverse response, Normal Roll/Stand-by Pitch Trim Switeh ‘The normal roll/seand-by pitch trim switch (figure 1-20) is located on the control stick grip, to the right of the pitch trim control. This switeh is spring-loaded to neutral (of) from four trimming positions. Te lateral positions are LwD (left wing down) and wD (right wing down). ‘These positions control normal lateral trim through dif- ferential displacement of the horizontal stabilizers, ‘The vertical positions are NU (nose up) and ND (nose down). These positions may be used to trim out longi- tudinal stick forces with the pitch augmentation system inoperative. Yaw Trim Switch ‘The yaw trim switch (figure 1-20) is located on the light control panel, Yaw trim is controlled by hol this switch to NL (nose left) or NR (nose right) until the undesirable load is removed from the control pedal Alternate Roll/Yaw Trim Switch ‘The ALT noLL/vaw tem switch (figure 1-20) provides control of roll and yaw trim with the TRIM S81 switch at uta. In the event of failure of the normal roll or yaw trim circuits, undesirable stick loads or yawed fight can be corrected by using this switch as desired, Droop, Flap, and Trim Indicator All trim positions and droop and Alay indicated by a single unic (figure 1- instrument panel. Droop ps 0., 5: and 30-degree positions, the pointer resting at the S-degree position without electrical power. Flap po- sition is indicated from 0 to 50 degrees, Vertical stabilizer trim is indicated from 0 to 7 units nose left and nose positions are Section | Part 2 tight, Actual stabilizer yaw tras postion depends poo ‘hacer the ap ace po dws Horisonrel sesh ‘Eero lplacement (roll a) is fndicted from 0 to 3 units wing up or down for eltver wing, Horizontal Sabine poston ie indicated from 0 fo 12 units nose up and from 0 t0 12 unite nose down, The pitch ncdle is minis scat, dking the ota sire sla feat to 6 plea hint nig. Note © All trim indications are in UNITS of trim Aisplacement and are NOT directly propor- tional to surface movement in degrees, © The pitch trim indicator provides an in: cation of horizontal stabilizer movement ani position during either tim operated or direct (control stick) flight control movements. © Duting flap retraction, the yaw trim indicator Il_not move. When the stabilizer shift ‘occurs, the indicator will remain at the po- indicated since the indicator reflects the percentage of total trim rather than actual surface position, © Wich flaps up, fall yaw trim is indicated as 7 units although only 1/4 degrees of actu ator travel has occurred. AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ‘The AFCS is designed to provide automatic control of the longitudinal and lateral flight control systems above 0.5 Mach and 500 feet above the ground, During normal AFCS operation, the pilot can make control sti attitude corrections (stick-steering) within limits without disengaging the system, The AFCS acts through com- ponents of the longitudinal and the lateral flight conerol systems. Command signals to the system are heading, pitch, and roll synchro inputs generated by the flight ‘reference set, Mach number oF altitude signals from the air data computer, or steering error signals from the bomb directing set. These systems direct commands to the flight control system through the pitch augmentation longitudinal series) and lateral electric system amp! fiers. The AFCS provides Noxm (hold bank, hold pitch, or hold heading), aut (hold altitude), mach (hold Mach®), and NAV (autonavigation) modes of operation, In addition, the AFCS provides automatic LABS maneu- vers as an alternate method of weapon delivery. NORMAL MODE Normal mode AFCS operation provides “hold pitch’ control within 1 degree of the desited pitch attitude and “hold heading” control within ¥/ degree of flight reference set heading output, Aircraft attitude limits in this mode are plus or minus 55 degrees of pitch and plus or minus 60 degrees of bank. Pilot stick-steering, “Aircraft having ASC 42 complied with 39Section I Part 2 AUTOPLIGHT CONTROL AUTOFUGHT CONTROLS 1. AFC ENGAGE SWITCH 2 ROLL SWITCH 3, PITCH KNOB 4, HEADING TRIM CONTROL AIRCRAFT HAVING ASC NO. 58 COMPLED WITH AND INDICATOR NAVWEPS 01-60ABA-1 AUTOFLIGHT INDICATORS ABIo1-1 52-6 Figure 1-21 corrections (0 these limits may be initiated at any time in this mode without disengaging the system. For stick- steering corrections, a I-pound breakout force is re- quired. Release of stick-steering breakout force at a bank angle of less than $ degrees results in AFCS re. sumption of “hold heading” control. A. stick-steering correction with stick centering at between 5 and 60 de- agrees of bank will switch the lateral system co “hold bank,” resulting in a sustained, coordinated turn at the existing bank angle. This turn will be maintained tuntil the aircraft is stick-steered to within 5 degrees of the wings level attitude and the control stick is centered, or until the NAV mode is selected, Should the pilot make a stick-steering correction in piteh, the longitudinal system will revert (o “hold pitch” and will maintain the pitch angle at stick release, up to the 55-degree limit. ‘A pilocinitiated correction of more than $5-degree pitch or 60-degree bank will disengage the autoflight system. ALTITUDE MODE ‘The altitude mode of operation is a function of the longitudinal control system, utilizing true pressure alt tude signals from che air data computer. Altitude ‘maintained within plus or minus 50 feet (or 2 percent, whichever is less) above 10,000 feet, and plus ot minus 30 feet below 10,000 feet. A longitudinal sticl steering correction reverts the system to “hold pitch, After the aircraft has been leveled at the new altitude, the aut mode may be reselected. A load factor Ii device prevents AFCS pitch corrections from exceeding plus or minus 1g” from the loa¢ (Aur), at subsonic speeds, will cause aircraft pitch ‘response, with severity depending on altitude and Mach number at time of change. MACH MODE* ‘The Mach (hold Mach number) mode is a function of the pitch augmentation and autoflight systems, utiliz ing Mach number signal output of the air data computer. ‘This mode modulates aircraft pitch attitude eo maintain true Mach number within 0.01 Mach of that present *Aireraft having ASC 42 complied with 60.NAVWEPS 01-60ABA-1 ime of mode selection. On aitcrafe not having ASC 42 complied with, the scAci position of the AFCS pre ‘knob is inoperative and obscured, © Do not change SPC mode while in MACH mode, © Do not engage mAcH hold while at low altitude or in rough ai NAV MODE ‘The roll switen may be placed to NAV as soon as desired after the AFCS is engaged. The aircraft will turn on course for the selected destination. The longitudinal system will continue to operate in the selected mode, Refer to BOMM DIRECTING SET, AN/aS#-12, in Section 1, Part 2, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). AUTO-LABS Refer to LABS OPEKATION, in Section I, Part 2, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A) CONTROLS AND INDICATORS AUTOFLIGHT INDICATORS* The autoflight indicators (figure 1-21) are mounted directly above the master caution indicator on the in- strument panel shroud, During flight with the arc switch at oF, these indicators are blank, With the Arc switch at ENGAGED, the AFC ENGAGE indicator shows "ON.” ‘The ROLL NAV indicator displays “ON” only with the AFCS engaged, the ROLL switch positioned to Nav, and an operating bomb directing set installed. The PrrcHt ALT/MACH indicator displays "ON" with the Prrcit knob at aur for the hold altitude mode, For a description of the LaBs AUTO indicator, refer {0 LABS OPERATION, in Section I, Pare 2, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). AFC SWITCH ‘The arc switch (1, figure 1-21) has two positions: orr and ENGAGED. The electronic components of the AECS are energized and warmed up when external or aircraft electrical power and cooling air ate applied, After the electric flight control and pitch augmentation systems are engaged, placing this switch to ENGAGED, during flight within ACS attitude limits, places the AFCS in ‘operation. Should these limits be exceeded while stick- steering, the system will automatically disengage and the AFC switch will return to the OFF position, PITCH KNOB ‘The vrrcu knob (3, figure 1-21) is a three-position rotary selector, with ALT (hold altitude), Norm (hold pitch), and acu (hold Mach number) positions, Section 1 Part 2 Note On aiteraft not having ASC 42 complied with, the mact mode is inoperative and the knob position obscured, ‘After the AFCS has been engaged in the Nora mode and the aircraft is fying at the desired altitude, the prrcu knob may he moved to the ALT position, A stick- steering pitch correction moves the knob from ALT t0 Nokat. Once the correction is concluded and breakout force is relieved from the control stick, the knob may be repositioned as desired. ROLL SWITCH ‘The KOLL switch (2, figure 1-21) has two position NoRM and Nav, The NORM position provides “hold heading” or “hold bank” control and provides heading trim. Refer to HEADING TRIM CONTROL, in this section, With the not1 switch in Nona, stick-steeting is available. Steering corrections will revert the system to “hold bank’ if the control breakout force is relieved at more than a 5-degree bank angle. The AECS will then m: tain a coordinated turn at the bank angle existing at stick release. To return co “hold heading,” the aircraft must be stick-steered to a bank angle of less than 5 degrees and the control stick centered, The NAV position locks out the heading input of the flight reference set and supplies a steering signal from che bomb directing set. The use of stick-steering for heading corrections ‘causes the lateral system ¢o revert from NAV to NORM mode operation, AUTO LABS SWITCH Refer to LABS OPERATION, in Section I, Part 2, of the ‘Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). HEADING TRIM CONTROL ‘The HEADING TUM control (4, figure 1-21) provides verniertype trim control of aiccraft heading in the roll Noxm (hold heading) mode. Should a heading change be desired, the pilot may roll this control toward the desired direction of heading correction, The aircraft will roll into a coordinated turn and roll out when @ commensurate number of degrees of heading has been passed. CONTROL SYSTEMS DISABLE ("KILL") BUTTON A “kilt” button (figure 1-20) is provided on the lower left portion of the control stick grip face. Should a ‘malfunction occur in the AFCS, the pitch augmentation system, or the pitch or roll electric systems, all systems may be disabled by depressing this button. This action will position the A¥c switch co OFF, disengage the elects flight control systems, and disable pitch augmentation, AFCS OPERATION NORMAL MODE 1, Above 500 feet, check the PiTcH knob and Rott switch at NoeM and move the AFC switch to ENGAGED, Note the APC ENGAGE indicator “ON.” If the system is engaged in a turn, the aircraft will “Aircraft having ASC 58 complied with 6Section | Port 2 hold existing bank angle until changed by con- trol stick’ steering. 2. Control climb Mach number by stick-steering pitch atcieude as desired. 3. Make all fine heading changes by rotating the HEADING TRIM control 4. Turns are accomplished by stick-steering the roll-in and rollout. Note ©The rrrcH avs trim control is inoper in the pitch Norm and aLT modes. @ Should turbulence cause the aircraft to ex- ceed AFCS sticksteering limits, the AFCS will remain engaged and will return the aircraft to the previous attitude. © Failure of the pitch augmentation or electric flight control systems results in loss of AFCS operation. ALTITUDE MODE 1. When the desiced altitude is reached, sticksteer the aircraft to a level attitude and move the irc knob to ALT. 2. Check Prrett AL/MAcH indicator “oN.” When accelerating or decelerating through the teansonic speed range, a tcansient pitch effect may occur die to compeessibility effects of the transonic speed range on the air data computer pressure sensing and compensation system. If this transient effect is considered objectionable, the Nona (hold pitch) mode of the AFCS can be selected. When above or below this speed range, the ALT mode of operation can then be resclected. NAV MODE 1, When desired after take-off, engage AFCS in the pitch and roll Nor mode, 2, Stick-steer the aircraft to approximate heading desired and move the ROLL switch t0 NAY. 3. Check not Nav indicator “on.” Note ‘The Nav mode is operable only when the bomb directing set is in operation, 4, If a stick-steering heading change is made, che ROLL switch will move to NoRM and the ROLL. NAV indicator will go blank. When the aircraft is re. turned to the desired course, return the ROLL switch t0 NAY to resume operation, MACH MODE* 1. With the AFCS engaged, establish Mach number as desited. 2, irc knob—Macn, 3. Check prem att/macn indicator “on.” 4, Adjust power as required for altitude control AUTO.LABS ‘The AFCS may be used in performing automatic LABS maneuvers on bomb directing set targets or on any NAVWEPS 01-60ABA-1 target through the LABS system. Refer to Section I, Part 2, of the Supplemental NATOPS Flight Manual (NAVWEPS 01-60ABA-1A). FLIGHT CONTROL SYSTEMS OPERATION LONGITUDINAL CONTROL ‘The longitudinal system is augmented to provide ease of control throughout the entire speed and altitude range of operation, Below 0.25 Mach, the system provides positive horizontal stabilizer position response to con- trol stick movements for take-off and landing, As ai speed is increased above 0.25 Mach, a transition begins which the system from a “position” system to a “rate” system at 0.55 Mach. Pitch damping is operative at all speeds above 0.3 Mach, Above 0.5 Mach, control stick deflection commands « rather than a set stabilizer position. Du operation. with pitch augmentation, a stick force of 5.6 pounds and a stick movement of ¥% inch commands 1 "g" of additional acceleration. ‘These control force and deflection characteristics are constant above 0.55 Mach over the entire operating range of speed and altitude, By moving the control stick and then holding ie fixed, che pilot generates a "g" command signal proportional to stick movement. The pitch augmenta- tion system holds aircraft acceleration at the "'g" com- eed by Gorey acer legal vat eel aceeleration signal PITCH AUGMENTATION OFF With pitch augmentation disengaged or inoperative, variations in airspeed and altitude result in changing requirements for control stick movement and force, and the aircraft handles in a manner similar to that of slower, transonic aircraft not having augmented flight controls. In addition, loss of pitch damping requires cautious handling and trimming in the transonic speed range to prevent pilotinduced oscillations, Available aircraft nose-up (stick aft) horizontal stabilizer displace- ment is reduced by approximately 6 degrees, and pitch corrections at low speeds require larger stick movements than when operating with pitch augmentation engaged. Refer to Low-serep riicHr, in Section IV. PITCH AUGMENTATION ON. Wich pitch augmentation operating, stick displacement required remains constant above 0.35 Mach, and stick position is not changed when the pitch ccim control {s rotated. The pitch augmentation system tends to ‘maintain zero pitch rate whenever the stick is in the neutral longitudinal position, As a resule of his char- acteristic, aircraft normal load factor varies with bank angle. During a “normal rate” 360-degree roll, the pitch augmentation system will tend to stabilize the aircraft to 0"g" ae 90 degrees, —1"g” at 180 degrees, 0 "at 270 degrees, and back to 1g" at wings level. There- fore, maintain positive 1g” during a 360

You might also like

• 6 - NAVAIR 00-80T-122 IC13 Aircraft Operating Procedures For Air Capable Ships (NATOPS Manual) PDF

  

  50% (2)

  6 - NAVAIR 00-80T-122 IC13 Aircraft Operating Procedures For Air Capable Ships (NATOPS Manual) PDF

  714 pages
• Grumman A-6a, B, C, E and KA-6D Intruder Flight Manual

  

  100% (1)

  Grumman A-6a, B, C, E and KA-6D Intruder Flight Manual

  967 pages
• 01 40ALF 1 A 1H and A1J FlightManual

  

  No ratings yet

  01 40ALF 1 A 1H and A1J FlightManual

  422 pages
• A-4 01-40avb-2-2 1962

  

  No ratings yet

  A-4 01-40avb-2-2 1962

  756 pages
• Douglas A4D Operating Procedures

  

  No ratings yet

  Douglas A4D Operating Procedures

  52 pages
• A1 T6aaa FCL 100

  

  No ratings yet

  A1 T6aaa FCL 100

  226 pages
• Bell Boeing MV-22B Osprey Tilt Rotor Pocket Checklist

  

  No ratings yet

  Bell Boeing MV-22B Osprey Tilt Rotor Pocket Checklist

  278 pages
• Douglas EF-10B Flight Manual April 1969

  

  No ratings yet

  Douglas EF-10B Flight Manual April 1969

  180 pages
• AH-94 - Dragonfly - Manual

  

  No ratings yet

  AH-94 - Dragonfly - Manual

  73 pages
• T.O. 1T-38C-34-1-1 T-38C-Weapon-Delivery-Manual-S

  

  100% (1)

  T.O. 1T-38C-34-1-1 T-38C-Weapon-Delivery-Manual-S

  109 pages
• Navair 01-40ava-4-8 1968

  

  No ratings yet

  Navair 01-40ava-4-8 1968

  243 pages
• A4 FlightManual

  

  100% (1)

  A4 FlightManual

  206 pages
• Flight Manual - Mirage 2000C PDF

  

  No ratings yet

  Flight Manual - Mirage 2000C PDF

  131 pages
• Grumman F14A Flight Manual

  

  No ratings yet

  Grumman F14A Flight Manual

  458 pages
• Nato Psssss

  

  100% (1)

  Nato Psssss

  678 pages
• A1 Av8bb NFM 700

  

  No ratings yet

  A1 Av8bb NFM 700

  32 pages
• F-16AB Fighting Falcon Flight Manual (USAF)

  

  No ratings yet

  F-16AB Fighting Falcon Flight Manual (USAF)

  541 pages
• Fam.1c 27J 2 10

  

  No ratings yet

  Fam.1c 27J 2 10

  1,296 pages
• F-4E Flight Manual

  

  50% (4)

  F-4E Flight Manual

  482 pages
• 14 We Were Never There Volume 1 CIA U-2 Operations Over Europe, The USSR, and The Middle East, 1956-1960 (E)

  

  No ratings yet

  14 We Were Never There Volume 1 CIA U-2 Operations Over Europe, The USSR, and The Middle East, 1956-1960 (E)

  86 pages
• Convair B-36 Peacemaker

  

  100% (3)

  Convair B-36 Peacemaker

  144 pages
• Pilot S Manual For Republic P-47 Thunderbolt

  

  100% (2)

  Pilot S Manual For Republic P-47 Thunderbolt

  55 pages
• To 1A-10A1 - A-10A Flight Manual

  

  100% (12)

  To 1A-10A1 - A-10A Flight Manual

  564 pages
• F4Manual 1979 T O 1F 4E 1 Flight Manual USAF Series F 4E Aircraft PDF

  

  No ratings yet

  F4Manual 1979 T O 1F 4E 1 Flight Manual USAF Series F 4E Aircraft PDF

  482 pages
• Grumman F-14A Utility Preliminary Flight Manual

  

  No ratings yet

  Grumman F-14A Utility Preliminary Flight Manual

  458 pages
• North American F-86K Flight Manual PDF

  

  No ratings yet

  North American F-86K Flight Manual PDF

  320 pages
• Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

  

  100% (2)

  Flight Handbook Navy A4D-1 & A4D-2 Aircraft (1962)

  165 pages
• North American T-2 Buckeye Flight Manual

  

  100% (1)

  North American T-2 Buckeye Flight Manual

  282 pages
• F3H Flight Handbook

  

  100% (3)

  F3H Flight Handbook

  150 pages
• Panavia Tornado - Crowood

  

  100% (1)

  Panavia Tornado - Crowood

  96 pages
• F 15 Aircrew Operational Procedures by Cillmevin-D8l4kdk PDF

  

  100% (1)

  F 15 Aircrew Operational Procedures by Cillmevin-D8l4kdk PDF

  80 pages
• To 1a-37b-1 - 1973

  

  No ratings yet

  To 1a-37b-1 - 1973

  275 pages
• 12 - Chapter 2 Message Format

  

  100% (1)

  12 - Chapter 2 Message Format

  85 pages
• To 1a-37b-1 - 1971

  

  100% (1)

  To 1a-37b-1 - 1971

  274 pages
• Avialogs 1003741 Ef10b DL

  

  No ratings yet

  Avialogs 1003741 Ef10b DL

  180 pages
• To 1t-38a-1-2

  

  100% (2)

  To 1t-38a-1-2

  64 pages
• Dokumen - Tips 0000104 Panavia Tornado Flight Crew Checklist

  

  No ratings yet

  Dokumen - Tips 0000104 Panavia Tornado Flight Crew Checklist

  220 pages
• Flight Manual F4E

  

  100% (3)

  Flight Manual F4E

  482 pages
• NATOPS Pocket Checklist F-14B Aircraft (2001)

  

  No ratings yet

  NATOPS Pocket Checklist F-14B Aircraft (2001)

  355 pages
• 0003963-Flight Handbook Usaf-Series F-86a Aircraft

  

  No ratings yet

  0003963-Flight Handbook Usaf-Series F-86a Aircraft

  198 pages
• The Marshall Cavendish Illustrated Encyclopedia of World War II - 01

  

  0% (1)

  The Marshall Cavendish Illustrated Encyclopedia of World War II - 01

  160 pages
• A-37B Flight Manual

  

  No ratings yet

  A-37B Flight Manual

  274 pages
• OV-10 Bronco Cylinder Flap

  

  100% (2)

  OV-10 Bronco Cylinder Flap

  173 pages
• F-15A Flight Manual

  

  No ratings yet

  F-15A Flight Manual

  415 pages
• General Dynamics F-111E Flight Manual

  

  100% (1)

  General Dynamics F-111E Flight Manual

  421 pages
• Douglas A4D-2N Skyhawk Flight Manual

  

  No ratings yet

  Douglas A4D-2N Skyhawk Flight Manual

  136 pages
• F-16 Operations Procedures

  

  100% (10)

  F-16 Operations Procedures

  94 pages
• Stephen Harding - U.S. Army Aircraft Since 1947 (1990)

  

  100% (15)

  Stephen Harding - U.S. Army Aircraft Since 1947 (1990)

  147 pages
• F-15 Prototypes - Jan Van Waarde 2012 PDF

  

  100% (2)

  F-15 Prototypes - Jan Van Waarde 2012 PDF

  11 pages
• F-86F Flight Handbook

  

  No ratings yet

  F-86F Flight Handbook

  410 pages
• Kancolle RPG Solo Game

  

  No ratings yet

  Kancolle RPG Solo Game

  3 pages
• McDonnell Light Transport

  

  No ratings yet

  McDonnell Light Transport

  156 pages
• DCS MiG-19P Flight Manual

  

  No ratings yet

  DCS MiG-19P Flight Manual

  169 pages
• To 1f-106a-2-27-1

  

  No ratings yet

  To 1f-106a-2-27-1

  219 pages
• Av 8B 410

  

  No ratings yet

  Av 8B 410

  222 pages
• FB-111A, Flight Manual. Section 1. Systems Description

  

  100% (1)

  FB-111A, Flight Manual. Section 1. Systems Description

  203 pages
• North American OV-10 Bronco

  

  100% (1)

  North American OV-10 Bronco

  2 pages
• Flight Manual - Mig-29 - English1

  

  No ratings yet

  Flight Manual - Mig-29 - English1

  452 pages
• An Infamous Army (Alastair, #4)

  

  0% (3)

  An Infamous Army (Alastair, #4)

  14 pages
• 1F 5e 21

  

  No ratings yet

  1F 5e 21

  20 pages
• B-2 Operations Procedures

  

  100% (1)

  B-2 Operations Procedures

  44 pages
• F-4C, F-4D and F-4E Armament Systems

  

  No ratings yet

  F-4C, F-4D and F-4E Armament Systems

  24 pages
• F14 Handout

  

  100% (1)

  F14 Handout

  19 pages
• F 4 Bluebook

  

  100% (2)

  F 4 Bluebook

  48 pages
• F-20A (NTM 1F-20A-1) Utility Flight Manual (1984) WW

  

  100% (4)

  F-20A (NTM 1F-20A-1) Utility Flight Manual (1984) WW

  141 pages
• T.O. 1A-26A-1 Flight Manual (01-09-1969)

  

  No ratings yet

  T.O. 1A-26A-1 Flight Manual (01-09-1969)

  280 pages
• T.O. 1F-101 (R) A-1 - Flight Manual - RF-101A (15-12-1958)

  

  No ratings yet

  T.O. 1F-101 (R) A-1 - Flight Manual - RF-101A (15-12-1958)

  236 pages
• Flight Manual USAF Series C-7A Aircraft

  

  100% (1)

  Flight Manual USAF Series C-7A Aircraft

  287 pages
• A4 NATOPS PocketCheckList

  

  No ratings yet

  A4 NATOPS PocketCheckList

  74 pages
• A Well-Regulated Militia

  

  67% (9)

  A Well-Regulated Militia

  203 pages
• Organizational Maintenance Pneudraulics, Miscellaneous Usaf Series F-5e Aircraft

  

  No ratings yet

  Organizational Maintenance Pneudraulics, Miscellaneous Usaf Series F-5e Aircraft

  32 pages
• Artificer Infusions List - GM Binder

  

  No ratings yet

  Artificer Infusions List - GM Binder

  18 pages
• F4H-1 Air Induction System PDF

  

  100% (1)

  F4H-1 Air Induction System PDF

  11 pages
• AER. 1F-104 (T) GM-1 - Flight Manual - TF-104G-M (01-12-1996)

  

  No ratings yet

  AER. 1F-104 (T) GM-1 - Flight Manual - TF-104G-M (01-12-1996)

  540 pages
• Ah 195703

  

  100% (1)

  Ah 195703

  68 pages
• T 33 Pitot Static Calibration Technical Report AFFTC

  

  100% (1)

  T 33 Pitot Static Calibration Technical Report AFFTC

  35 pages
• Pistons To Jets

  

  100% (2)

  Pistons To Jets

  41 pages
• Sample

  

  No ratings yet

  Sample

  4 pages
• Flight Manual - North American F-51D Mustang PDF

  

  100% (1)

  Flight Manual - North American F-51D Mustang PDF

  128 pages
• El Sema 330

  

  No ratings yet

  El Sema 330

  6 pages
• 1F 5e 2 2 1

  

  No ratings yet

  1F 5e 2 2 1

  122 pages
• Fiat G91-R4 Flight Manual

  

  100% (1)

  Fiat G91-R4 Flight Manual

  146 pages
• Shakespeare's Roman Plays

  

  No ratings yet

  Shakespeare's Roman Plays

  11 pages
• PSWT

  

  100% (1)

  PSWT

  16 pages
• C-141C Dash 1 001 Intro

  

  100% (1)

  C-141C Dash 1 001 Intro

  15 pages
• F2H Pilot's Handbook

  

  No ratings yet

  F2H Pilot's Handbook

  46 pages
• Julius Caesar

  

  No ratings yet

  Julius Caesar

  45 pages
• Arms and Armor of Achaemenians and Sassanians

  

  100% (1)

  Arms and Armor of Achaemenians and Sassanians

  7 pages
• AV-8B Harrier II Pocket Reference

  

  100% (1)

  AV-8B Harrier II Pocket Reference

  26 pages
• Pilots Handbook FM-2 Wildcat VI

  

  No ratings yet

  Pilots Handbook FM-2 Wildcat VI

  75 pages
• 201333660

  

  No ratings yet

  201333660

  56 pages
• Flying Review International Vol 22 No 02

  

  No ratings yet

  Flying Review International Vol 22 No 02

  56 pages
• CIP Magnum Pressures

  

  No ratings yet

  CIP Magnum Pressures

  1 page
• Vintage Airplane 2024 No 07-08 (E)

  

  No ratings yet

  Vintage Airplane 2024 No 07-08 (E)

  68 pages
• Rimc Exam June 2023 Boys & Girls Final Student List

  

  No ratings yet

  Rimc Exam June 2023 Boys & Girls Final Student List

  3 pages
• Milpersman 1510-030

  

  No ratings yet

  Milpersman 1510-030

  11 pages
• F-100C Flight Manual - T.O. 1F-100C-1

  

  100% (1)

  F-100C Flight Manual - T.O. 1F-100C-1

  298 pages
• Cir - 007 NCC Cadet Selection List For The Year 2014 - 2015 Reg

  

  No ratings yet

  Cir - 007 NCC Cadet Selection List For The Year 2014 - 2015 Reg

  1 page
• B-26B Invader CS - 11 July 1952 Yip

  

  No ratings yet

  B-26B Invader CS - 11 July 1952 Yip

  2 pages
• Ubuntu Server Guide - Part2

  

  No ratings yet

  Ubuntu Server Guide - Part2

  70 pages
• EYaiqto ANy

  

  No ratings yet

  EYaiqto ANy

  109 pages
• 34th Infantry Division (United States)

  

  No ratings yet

  34th Infantry Division (United States)

  10 pages
• 2018 U.S. State of Cybercrime Survey

  

  No ratings yet

  2018 U.S. State of Cybercrime Survey

  9 pages
• Anvil of Apotheosis

  

  No ratings yet

  Anvil of Apotheosis

  5 pages
• Copa Mundo Billar 2025 Calendario

  

  No ratings yet

  Copa Mundo Billar 2025 Calendario

  6 pages
• The Short Outline of The Blueprint by Derek Johnson 12-31-2022

  

  No ratings yet

  The Short Outline of The Blueprint by Derek Johnson 12-31-2022

  6 pages
• U-Boat Monthly Report - Dec 1942

  

  No ratings yet

  U-Boat Monthly Report - Dec 1942

  34 pages
• Axis & Allies 1942, 2 Edition, FAQ: Errata

  

  No ratings yet

  Axis & Allies 1942, 2 Edition, FAQ: Errata

  2 pages
• TAS60

  

  No ratings yet

  TAS60

  4 pages
• 81-Tablice

  

  No ratings yet

  81-Tablice

  6 pages
• Ahmet Ali Çelikten Ilk Siyah Pilot

  

  No ratings yet

  Ahmet Ali Çelikten Ilk Siyah Pilot

  6 pages
• Publish Final TPS Sby Transtv

  

  No ratings yet

  Publish Final TPS Sby Transtv

  2 pages