AIRCRAFT NAVAIR 01-40FAB-1 INDOCT NATOPS oo FLIGHT MANUAL Py PROCD NAVY MODEL EF-10B AIRCRAFT ALL-WTHR tel) THIS PUBLICATION IS INCOMPLETE WITHOUT SUPPLEMENTAL FLIGHT MANUAL NAVAIR 01-40FAB-1A ame THIS PUBLICATION SUPERSEDES AN 01-40FAB-1 Letero to) DATED 1 DECEMBER 1954 AND NAVWEPS 00-80-25 DATED 4 MAY 1961 9 ISSUED BY AUTHORITY OF THE CHIEF OF NAVAL IVA OPERATIONS AND UNDER THE DIRECTION OF TNs THE COMMANDER, NAVAL AIR SYSTEMS COMMAND: 10 eae Cy 1 April 1969NAVAIR 01-40FAB-1 Reproduction for non-military use of the information or illustrations contained in this publi- cation is not permitted without specific approval of the issuing service (NASC or AFLC). 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 LIST OF EFFECTIVE PAGES INSERT LATEST CHANGED PAGES, DESTROY SUPERSEDED PAGES, NOTE: The portion of the text affected by the current change is indicated by a vertical line in the outer margins the page. ‘The asterisk indicates pages changed, added or deleted by the current change [ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS. USAF ACTIVITIES —In accordance with Technical Order No, 005-2, NAVY ACTIVITIES.Use DD FORM 1348 and submit in accordance with che instructions contained in NAVSUP PUBLICATION 437--Navy Standard Requisitioning and Issue Procedure For information on other available material and deuails of distribution refer ro NAVSUP PUBLICATION, 2002, SECTION VIII and: NAVAIR 00-5004. of NASCNAVAIR 01-40FAB-1 DEPARTMENT OF THE NAVY. OFFICE OF THE CHIEF OF NAVAL OPERATIONS WASHINGTON, D.C. -20350 LETTER OF PROMULGATION 1, The Naval Air Training and Operating Procedures Standardization Program (NATOPS) is a positive approach towards improving combat readiness 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 rocedure. The standardization program 1s not planned to stifle individual initiative but rather, to aid the Commanding Officer in in- creasing his unit's combat potential without reducing his command prestige or responsibility, 2, This manual standardizes ground and flight procedures but does not include tactical doctrine. Compliance with the stipulated manual proce- dure is mandatory except as authorized herein. In order to remain effective, NATOPS must be dynamic and stimulate rather than suppress individual thinking. Since aviation is a continuing progressive profession, it is both desirable and necessary that new ideas and new techniques be expeditiously evaluated and incorporated if proven to be sound. To this end Type/Fleet/Air Group/Air Wing/Squadron Commanders and subordi- nates are obligated and authorized to modify procedures contained herein, in accordance with the waiver provisions established by OPNAVINST 3510.9 series, for the purpose of assessing new ideas prior to initiating recom- mendations for permanent changes. This manual is prepared and kept current by the users in order to achieve maximum readiness and safety in the most efficient and economical manner. Should conflict exist between the training and operating procedures found in this manual and those found in other publications, this manual will govern, 3. Checklists 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, re see ea _piay —Anfom ad ®.’ CONNOLLY Vice Admiral, U Deputy Chief of Naval Gpe: s (Air) Fiyleat 1NAVAIR O1-40FAB-1 Flyleaf 2NAVAIR 01-40FAB-1 INTERIM CHANGE SUMMARY. THE FOLLOWING CHANGES HAVE BEEN CANCELED OR PREVIOUSLY INCORPORATED IN THIS MANUAL CHANGE NUMBER(S) THE FOLLOWING CHANGES HAVE BEEN INCORPORATED IN THIS CHANG CHANGE NUMBER CHANGE DATE PURPOSE a INTERIM CHANGES OUTSTANDING — TO BE MAINTAINED BY CUSTODIAN OF THIS MANUAL CHANGE NUMBER DATE AND DATE CHANGE MADE | PAGES AFFECTED) PURPOSE + Flyleaf 3/Flyleat 4Section I Section It Section II Section IV Section V Section VI Section VIE Section VIIE Section IX Seetion X Section XT NAVAIR 01-40FAB-1 ‘Table of Contents AIRCRAFT Part 1 - General Description Part 2 ~ systems Part 3 - Servicing and Handling Part 4 - Operating Limitations INDOCTRINATION NORMAL PROCEDURES FLIGHT PROCEDURES EMERGENCY PROCEDURES ALL WEATHER OPERATION COMMUNICATIONS/NAVIGATION EQUIPMENT AND PROCEDURES COUNTERMEASURES EQUIPMENT AND PROCEDURES FLIGHT CREW COORDINATION NATOPS EVALUATION PERFORMANCE DATA Part 1 Introduetion Part 2 - Takeott Part 3 - Climb Part 4 - Range Part § - Endurance Part 6 - Descent Part 7 - Landing Part 8 - Mission Planning ALPHABETICAL INDEX + See Supplemental NATOPS Flight Manual NAVAIR 01-40FAB-1A ut uit 11-18 sat 11-51 11-58 11-57 11-59 Contents iiiNAVAIR 01-40FAB-1 SCOPE ‘The NATOPS Flight Manual is issued by the authority of the Chief of Naval Operations and under the diree~ tion of the Commander, Naval Air Systems Command in conjunetion with the Naval Air Training and Oper- ating Procedures Standardization (NATOPS) Program. It provides the best available operating instructions for most circumstances, but no manual is a substl- tute for sound judgement. Emergencies, adverse weather, or terrain may require modification of the procedures contained herein, Read this manual from cover to cover. It's your responsibility to have a ‘complete knowledge of its contents, ARRANGEMENT. ‘This manual is divided into eleven sections. SECTION I - AIRCRAFT Part 1 - GENERAL DESCRIPTION Dimensions, cockpit layout, instrument panels. Part 2 - SYSTEMS Deseriptive breakdown of eystem and system controls. Part 3 - SERVICING AND HANDLING Alreraft service and drain points, flutd capacities, parking and mooring. Part 4 - OPERATING LIMITATIONS Aireraft, engine, airspeed, acceleration imitations, maneuvers, and gross weight Umitations. Foreword T134-1-02 | SECTION Il - INDOCTRINATION Ground training, flight training, flight crew re- quirements, operating criteria, personnel flying ‘equipment, and flight personnel categories. SECTION Ill - NORMAL PROCEDURES Briefing/debriefing, procedures from scheduling to postflight, to inelude system operation, SECTION IV - FLIGHT PROCEDURES Familiarization and transition, flight characteris ties, stall speeds, stalls, spins, formation, and test flight procedures. SECTION V - EMERGENCY PROCEDURES SECTION VI - ALL WEATHER OPERATION ‘Simulated and actual instruments, turbulence and thunderstorms, cold weather, tropic operations, and desert operations. SECTION VIT - COMMUNICATIONS/NAVIGATION EQUIPMENT AND PROCEDURES Radio communications, radar navigation, visual, and ground procedures. SECTION VIII - COUNTERMEASURES EQUIPMENT, AND PROCEDURES (NAVAIR 01-40FAB-14), SECTION IX - FLIGHT CREW COORDINATION Tneludes a general comment on the duties of the individual erewmembers. SECTION X - NATOPS EVALUATION SECTION XI - PERFORMANCE DATAForeword HOW TO GET COPIFS Automatie Distribution To receive future changes and revisions to this man- val automatically, a unit must be established on the automatic distribution list maintained by the Naval Air Technical Services Facility (NATSF). To become established on the list or change distribution require- ments, a unit must submit NAVWEPS Form 3605/2 to NATSF, 700 Robbins Ave., Philadelphia, Pa. 19111, isting this manual and all other NAVAIR publications required. For additional instructions refer to BUWEPSINST $605.4 series and NAVSUP Publication 2002. Additional C ‘Additional copies of this manual and changes thereto ‘may be procured by; submitting a NAVSTRIP Form DDI1348 to NSD, Philadelphia in accordance with NAVSUP Publication 2002. NATOPS POCKET CHECK LIST ‘The NATOPS Pocket Check List (NAVAIR 01-40FAB- 1B) provides, in abbreviated form, essential infor~ mation for operation of the EF-10B, This Check List may be obtained in the same manner as the NATOPS Flight Manual. Changes to it are concurrent with the NATOPS Flight Manual as required. YOUR RESPONSIBILITY NATOPS Flight Manuals are kept current through an active manual change program. If you find anything you don't like about this manual, if you have informa- tion you would like to pass along to others, or if you find an error in this manual, submit a change recom~ ‘mendation to the Model Manager at once. CHANGE RECOMMENDATIONS Recommended changes to this manual or other NATOPS publications may be submitted by anyone in accordance with OPNAVINST 510.9 series. Change recommendations of the URGENT nature (safety of flight, ete) should be submitted direetly to the NATOPS Advisory Group Member in the Chain of Command by priority message. Submit routine change recommendations to the Model Manager on OPNAV Form 3500-22, Address routine changes to: Commanding General Sed Marine Aireraft Wing Marine Corps Air Station, El Toro Santa Ana, California 92708 Attn: VMCI-3 NATOPS FLIGHT MANUAL INTERIM CHANGES (FMIC's) FMIC’s are changes or corrections to the NATOPS Flight Manual promulgated by CNO or NAVAIR- SYSCOM. FMIC's may be received by the individual custodian as a printed page or pages, or by the com ‘mands as a naval message, After the completion of w NAVAIR 01-40FAB-1 the action directed by an interim change, it shall be retained in front of the Interim Change Summary Page of the manual unless it contains authorization to discard, INTERIM CHANGE SUMMARY ‘Te interim change summary in exch manual is pro- ded forthe puryoue of maintaining» complete ecord of il later changes tue tothe manual. Eten time the manial ta changed or revised the interim change summary wil be upaaied fo ndlste disposition and/or incorporation of previously issued interim changes, When a regular change is received, 4 the interim change summary shouldbe checked to Sarat af eeuck ar a ten liber Incorporated oF cancelled tows not Incorporated howd be reentered and noted a8 aopllzati. CHANGE SYMBOLS Revised text is indicated by a black vertical line in either margin of the page, like the one printed next, to this paragraph. ‘This change might be material added or information restated. WARNINGS, CAUTIONS, AND NOTES. ‘The following definitions apply to "WARNINGS, " “CAUTIONS, " and "NOTES" found throughout the manual. Operating procedures, practices, etc, which may result in injury or death, if not carefully followed, Operating procedures, practices, ete, which, if not strictly observed, may damage equipment. NOTE ‘An operating procedure, condition, etc, which is essential to emphasiz WORDING ‘The concept of the word usage and intended meaning that has been adhered to in preparing this manual is, as follows: shall” has been used only when application of a pro- cedure is mandatory. Should” has been used only when application of procedure is optional. ‘May"’ and "need not” have been used only when ap- piteation of & procedure is optional. "Will" has been used only to indicate futurity, never to indleate any degree of requirement for application ofa procedure,NAVAIR 01-40FAB-1 Section I SECTION I AIRCRAFT PART 1 General Description 6+. +4+eeee+ casites St 1-3 PART 2 systems iene ie ciate aay PART 3 Servieing and Handling . . ceeee 1688 PART 4 wean 1-42 ‘Operating Limitations. Let/i-2NAVAIR 01-40FAB-1 Section 1 Part 1 PART 1 GENERAL DESCRIPTION ‘Table of Contents Aircraft . General Arrangement Cockpit Layout AIRCRAFT. ‘The EF-10B (figure 1-1) is a two place, twin turbojet reconnaissance aircraft. The aircrait is designed for all-weather, day-night electronic reconnaissance operations. Two J34-WE-36 (24C42) Westinghouse turbojet engines, thrust rated at 3400 pounds per engine, are installed in the aireraft. The enclosed cockpit accommodates a pilot and an electronic countermeasures (ECM) officer seated side-by-side. Entrance to the cockpit is through a sliding panel entrance door (ditching hatch) located in the upper section of the cockpit enclosure. ‘The aircraft appear- ance is characterized by a straight mid-wing that has a 3-dogree dihedral, and may be folded. ‘There are 20-mm cannons mounted in the lower fuselage nose section on each side of the aircraft centerline. ‘Two configurations of the aircraft are covered in this manual; one version incorporates AFC No. 173 only, the other incorporates AFC No. 178 and AFC No. 199. GENERAL ARRANGEMENT ‘The general arrangement of the aircraft is shown in figure 1-2. Dimensions and weight for the aircraft are as follows: Length (ground line level) « . « 45 ft, 6-1/4 in. Span (wings spread)... = 50 ft, 0 in Span (wings folded)... +... ++ ++ ++ +26 ft, 10:in Height (over tail, measured from ground line) 16 ft, 1 i, Height (over wings, wings folded) 16 ft, 6 in. Weight (basic) 15,600 1b Weight (normal gross) 1950 gal fuel (internal)... + 28,700 Ib 1650 gal fuel (two 150 gal external tanks) 25,700 wb 1950 gal fuel (two 300 gal external tanks) De 2,700 1b CocKprr LAYOUT ‘Typical cockpit layouts for aircraft incorporating AFC No, 173 and for aircraft incorporating AFC No. 199 are provided in figures 1-3 through 1-7 13/14CNAVAIR O1-40FAB-1 Figure 1-1, EF-10B reconnaissance aireraSection 1 NAVAIR 01-40FAB-1 Part 1 |. Nose radome Radar equipment compartment [Nose landing gear Pilots and radar operator's compartment 2 3 5. 20mm guns 6, Ammunition stowage 7. Catapae hook (both sides) 8, Foel tank section 9, Jet engine installations 10, Maia landing geae 11, Catapule hold back 12, Radio equipment compartment 14, Tail bumper gear 15, Arresting hook Figure 1-2. General Arrangement Diagram 16NAVAIR 01-40FAB-1 Section T Part 1 1. Emergency Fleight 1, Onygen Regulator 21, Wing Flaps Contra 2, Circuit Breaker Pans 1, Ovygen Shut Va 22 Bleator Tei Tab Control 3, Fre warming Test Switches 1B, Landing Gear Emergency Release Honle 23, Ruder Trin Ta Control, ‘4. terior Lights Keying Switch 14, Tht Transmit switch 24 Pila's Shoulder Harness Lock Contr 5. Ash Tray Holder 1, Speed Brak Actuator Sait 2, Anti-g Control 4 Ral Compass Control (ARN) 16, Thre Friction Control 2% Wing Tank Fuel Pressure Switch 1, Tate Controls 1, Rate Tune 27. Fue Switches Gust Lock Control 1B, Engine Cran swtenes 2% External Stores Erergency Release Handle 9, Landing Gear Contra Safty Lock 19, Master Engine Sitenos 2%, Armament Disable Switen 10, Landing Gear Control Lever 2. Nieron Trim Tab Contech, 30, Exeral Stores Control Figure 1-3. Cockpit ~ Left SideSection 1 Part 1 18 RRNRPORONR BSS NAVAIR 01-40FAB-1 Sotte Brat Position Indicator Engine Tachometer Rk Engine Tahorster Ratio Akimeter Indicator A Turine Outlet Temperature Indieator Air Spee indir Radio Magnetic Inccator Gun Sion {6/0 Horiaon AtttudeIndeatar 6-2 Compass Control un Sight Contat Gyro Horiaon Fas ret Warming Light ane Suite aster Armament Switch un Contra Switches, Stand Compass Upper Hatch Emergency Release Handle poral Pressure Gage Distance teasuring Equipment scelerrtar Emergency Wing Flap Control ‘Aileron Power Boost Release Handle ‘Artesting Hook Control Handle Air Conditioning an Presurizaton Control Switch Widshiel Wiper switen alo ICS Contra (ACA), Wing Fels Control Handle Us Rac Control 'aRC=27) UE Selector Swit 2. Inverter Selector Switch 2 Power Failure Light Yan Damper Seay Coto! ‘Autoptot EOMO's Shoulder Harness Control Lever Pile’ Emergeey Lights Switch 5. Interior Lights Contra} amor Escape Chute Door Emergeney Release Handle Pilot's Seat Adjustment Sait Naser Direction Indieatr (G-2 Compass RW Engine Fire Warning Light Fre Air Temperature Indicator course Indeator Chek Vertial Speed Indicator Fuel Quanity Gage Fuel Quantity Gage Test Button TACAN Ratio Control (ARN-21) Turn an Slip Inaieator Dual Fuel Bost Pressure Indicator Fuel Fon Indicator ‘Ruder Pea! Adjustment Crank Dual Gil Pressure Gane aimeter (i Teeperatuce Indicators Check Lists 1 Engine Fie Waring Light Wheels ana Flags Postion Indleator Lt Turbine Outlet Temperature indicator Figure 1-4. Cockpit ~ Instrument Panel and Center Console (Sheet 1)NAVAIR 01-40FAB-1 Section 1 Part 1 V 7 % V 45) a4 || 40/2 sons Ce oe 4 A, A, 35 sane oom Sor Z SS No Figure 1-4, Cockpit ~ Instrument Panel and Center Console (Sheet 2) 19Section I Part 1 ‘NAVAIR 01-40FAB-1 EY TO FIGURE 1-4 9 |. Speed Brake Postion Indestor 2. UH Engine Techometer RH Engine Tachometer Ro AtimsterIneeator RH Turbine Outlet TenperatureIndleator hr Speed Indicator Bearing Distance Heating Inder ‘Gun Sight 9. Gyro Horizon Atte Indicator 6-2 Compass Control ‘Gun Sight Control ‘Gyo Herion Fast Erect Warning Lght and Switch Cain Atineter Stand Compass 5. Upper Hatch Emergency Release Hancle Hydrol Pressure Gage 1 hecleroneter Gun Control Swten 9. Master Armament Switch Emergency Wing Fap Control L. Aleron Power Boost Release Hanle ‘Arresting Hook Control Hance Air Conditioning anéPressurizton Control Switch Wineshieta Wiper Salih RatarReclver Control APR-27) Wing Fld Control Handle 1 UME Radio Control(ARC-52 Raa/ 10S Control (AIC-4A) HF aio Control (ARC-90) BSRABSEDRABY ESE RES RE B Pils Interior Lights Control 1-28 Security Equipment ECMO's Shoulder Harness Conta Lever Eorgency Lights Switeh Inverter Selector Switch Lower Escape Cute Door Emergeney Release Handle Stand Compass Light Switch Eatenson Light Sich Pits Seat Adjustment Switch Master Direction Indicator (G-2 Compass) RN Engine Fire Warning Uaht 1. Free Air Temperature Indicator Course Inaeatae cheek Vertical Speed Indicator Fuel Quantity Gage Fuel Quantity Gage Test Button TACAN Ratio Control (ARN-21) Turn and Sip Indeator Dual Fuel Boost Pressure Indieator Fuel Flow Iniator 1. Ruder Petal Aajustment Crank Dual ol Pressure Gape imeter Oi Temperature lnditors Chek Lists LU Engine Fee warning Lint Wheels and Flaps Poston Indleator (UW Turbine Outlet Temperature Indicator Figure 1-4, Cockpit ~ Instrament Panel and Center Console (Sheet 3)NAVAIR 01-40FAB-1 Section 1 Part 1 — 174 5 6) yraeg wn ee 88 57 x — XL 8 #32 1 0 a WS Figure 1-4, Cockpit — Instrument Panel and Center Console (Sheet 4)Section T NAVAIR 01-40FAB-1 Part 1 a 1 KAT Camera Control 1. Onggen Shut Vabe 2. Generator Warning Lights 2. Oxygen Flow Indetor 12 Onygen Regulator ZIFF Control (APX-6) 3 Chartbaré ight 3B Seat Bi, Adjustable Ale Inet 4, Real-né Warning Light 1 Ant-g Control 24, Foot Transmit Switch 5 Generator Volt-Ameter 15, RH Console Lghts Smtch 2B. Antenna Band Indicator ALR-3) 6 Generator Test sacs 16, ECM Transmiter Control (ALT-2 25. half Dispenser Control (ALE-21 2. Cireuit eater Pane 17, Ratio CS Conta AlC=8) 2. SIF Control APACE 1 Ash Tray Hofer 1, Pitot Heat switen 4. Orygen Reultor Light 18, Master Rata Sitch 10, Emergency Floaignt {M, BateryGeerator Switch Figure 1-5. Cockpit-Right Side (Sheet 1)(ARCRAFT CORPORATING 1. Kar Camera Counter 2 SIF Control (APA-35) 3, Reel End Warning Light FF Control aPx-s8 5, Chartbard Ught switch 6 Clreut Breaker Panel 1, Chartoard Light Asm Tray Holder 9, Orygen Regular Light 1, Emergency Flotignt NAVAIR 01-40PAB-1 11, Onygen Shute Vale 12. Onygen Regulator 1B, Seat 1. Anti Control 15. RH Console Lights Switch 16 COM Transmitar Control (ALT-2 17, ECM Receiver Contra (ALR-3) 1, Generator Warning Lahts 18, Adjustate Air Inet "Foot Transmit switen Figure 1-5. Cockpit-Right Side (Sheet 2) Section I Part 1 21, Chl Dispenser Control (ALE-2 22, Antenna Band Indicator (ALR-3) 23, Battery/Generator Switch 2k Master Ratio Switch 2B. Pitot Hat Saltch 25 KIT Camera Contrat 1sSection 1 NAVAIR 01-40FAB-1 Part | 2, terior Lights Contra 9, Reel-End Waring Light NHS) 2, Cain Alimater 10, Antenna Band Indicator (ALR) 3 fzimuth-Panorami Inletr IAPA-9) 1, EOM Miser Box 4 alse Analyzer Indicator (ALA) 12, EOM Receiver Contre APR) 5, EON Receiver Control (ALR) 1, Foot Transmit Site (ALC-8 6 KAT Camera Counter 1, Direction Finder Control APA 1. Ke Camera Control 1, Automate Chat Dispenser Control (LQ 1 Chat Dispenser Corres (ALE-2 16, Wing Foi Control Handle Figure 1-6, Cockpit-ECM Equipment (Sheet 1)NAVAIR 01-40FAB-1 Section I Part 1 1, Fire Control Monitor Receive (APR-33) 2 Indicator Group (A-2 3, Generator Vel-Ammater 4 fimath-Panoraie Indeator(APA-EA) 5. KelTCanera Counter 6 Antenna Control (AN/ALAC32) 1, Ke Camera Control Battery Generator Switch 9 Mastr Radi Switen 10, Pitot Het Switch 1 Reel-Ené Warning Light UNH-A 12. Antenna Band Indicator (ALR-3} 1B, Generator Warning Ughts 14, Radi 1CS Conte (AIC-4A) 15, ECM Recelver Control APR“) 18, Atari Chat Dispenser Conte (ALQ-2) 20, Wing Fld Control Handle Figure 1-6. Cockpit-ECM Equipment (Sheet 2)Section 1 Part L NAVAIR 01-40FAB-1 craft sack Pa Stowane ECM oticersFot Tran Switen 1. COM Officer's Foot Rest Reacvsion Mieror it Tune Ant-g Connection ash Tray Lap Harness GN otis Seat 10, Shoulder Harness 0. 2 2 1. 1 v. ‘nygen/ Radio Connection Shoulder Harness Inertia Rel ECM officer's Asist Handle ECM officer's Head Rest Cocigt A Escape Hand Rall First ald Kit Pilot's Head Rest Pla’ Seat hap and Oxygen Mase Stonane Figure 1-7. Cockpit-Miscellaneous EquipmentNAVAIR 01-40FAB-1 Section I Part 2 PART 2 SYSTEMS ‘Table of Contents Flight Control System sees dT Power Plant Controls 1aT Fuel System 1-18 il System : 1-20 Hydraulic System sa 1-20 Landing Gear System 1-20 Wing Flaps System 1-25 Speed Brakes - 1-25 Brake System . « 1-25 Arresting Gear Sysiem - 1-25 Wing Fold System 1-25 Electrical Systems fee 8S Cockpit Air Conditioning and Pressurization Systom <0... 0.0.00. 1-81 Engine Fire Detection System : : 1-33 Oxygen System... . 1-33 G-2 Compass System - Miscellaneous Equipment’. FLIGHT CONTROL SYSTEM Flight instrumentation, control stick and rudder pedals are provided for the pilot only. ‘The rudder pedals may be adjusted by means of a crank (figure 1-4) located below the instrument panel. Figures 1-3 through 1-7 show the cockpit instruments and controls. Gust Lock ‘The gust lock control (figure 1-3) is located on the left console outboard of the throttle quadrant. The forward position of the control is UNLOCK. “Moving the lever aft to LOCK secures all of the control sur- faces in their neutral positions. ‘This prevents ground check operation of the control surfaces until the gust lock system is unlocked. A takeoff with the control surfaces locked is prevented by means of a rod attached to the control lever. This rod engages the forward edges of the throttle levers and prevents ‘their movement from the aft dotent positions (engines off) until the gust lock is released. To move the gust lock control from one position to the other, a locking pin lever, located at the center of the gust lock con- {trol quadrant slot, must first be pressed inboard. Note ‘All control surfaces should be in their neutral position before applying the gust lock. ‘TRIM TABS Controllable trim tabs are located in the rudder, the left-hand aileron, and the elevator. ‘The trim tab controls (figure 1-8) are located in the left console. 1-36 1-37 AILERON SPOILERS A spoiler is installed on the upper surface of each ‘wing forward of the wing flap and inboard of the wing fold joint. The spoilers are hydraulically actuated by pressure from the aileron power boost system. Both spoilers remain closed until the control stick is moved past approximately 10 degrees left or right of neutral. Beyond this position, the left-hand spoiler opens with left wing down and the right-hand spoiler opens with right wing down. The spoiler is closed as the control stick passes the same 10-degree position on its return toward neutral. Sequence valves are installed in the spoiler system and in the wing fold system to prevent damage from interference between open spoiler and folded wing. The valve system operates to prevent folding of a wing until the respective spoiler is faired, and prevents the spoiler from being opened after the respective wing has been folded. AILERON POWER BOOST SYSTEM ‘An aileron 20:1 ratio power boost system operates from pressure supplied by the auxiliary hydraulic system. The boost system can be mechanically dis- connected from the aileron control system by means of the AIL POWER BOOST REL control (figure 1-4), which is located adjacent to the center console. Once disconnected, the boost system cannot be reconnected during flight. POWER PLANT CONTROLS MASTER ENGINE SWITCHES ‘The master engine switches (figure 1-8), one for each engine, are located on the left console. "Placing the atSection T Part 2 switches in the ON position energizes the starter cir- cuit up to the momentary contact crank switches ENGINE CRANK SWITCHES ‘Two pushbutton momentary crank switches (figure 1-3) that energize the starters are mounted on the left console aft of the throttle levers. ‘THROTTLES Throttle controls (figure 1-2) are located on the left console. The throttle levers are moved outward at the aft position to IGNITION to energize the ignition coil and start the 80-second ignition timer, and are thon advanced toward the IDLE position. The throttles must be advanced with eare to prevent overtemping or rumbling the engine. After a start is made, the throttles operate in a normal manner from the idle stops to full power. A microphone switch and a speed brake switch are provided on the right-hand engine throttle grip. TURBINE OUTLET TEMPERATURE INDICATORS ‘Theso gages (figure 1-4) on the instrument panel, re- ceive impulses from thermocouples connected in parallel having matched leadwire resistances. This ‘method provides an indication of turbine outlet tem- perature from 0 to 1000 degrees centigrade. ‘TACHOMETERS ‘Two lachometers (figure 1-4) on the instrument panel, read in percent rpm and indicate the percentage of 12,500 rpm, which is the maximum allowable. Im- portant settings are as follows: ‘Takeoff and Military + 100% ‘Maximum Continuous (normal rated) = 95.5% FUEL SYSTEM AIRCRAFT FUEL SYSTEM ‘The fuel system (figure 1-8) is s0 designed that the transfer of internal fuel is performed automatically. The aircraft center of gravity is automatically held within allowable Hilts as fuel is consumed. ‘Three Self-sealing fuel cells are located in the fuselage aft ‘of the cockpit. The forward fuselage cell has a capaeity of 850 U.S. gallons; the center fuselage cell, 290 U.S. gallons; and the aft fuselage cell, 410 U.S. gallons of fuel. Provisions are made for suspending external fuel tanks from the external stores rack on each wing. ‘Transfer of fuel to the fuselage center fuel cell is ‘accomplished through pressurization of the external fuel tanks. A WING TANK PRESS switch (figure 1-3) ‘gives the pilot manual control over the transfer of fuel from the external tanks. Fuel from the forward and center fuselage cells feed into the aft fuselage cell through a common manifold. The forward lower Section of the aft cell is baffled off to form a compart- ‘ment for housing the booster pumps. A flapper valve 1-18 NAVAIR 01-40FAB-1 at the aft end of the booster pump compartment pre- ‘ents fuel from emptying into the aft cell during a climb, Flapper valves in the forward and center fuse- lage cells supply lines prevent return of fuel from the compartment during descents. By this means, fuel supplied to the pumps from the forward and center fuselage cells during elimbs and from the rear cell during dives. A flapper valve is installed at the top of the compartment to prevent fuel from returning to the center cell through the vent line during negative ¢ operations. Sufficient fuel is contained in the com- partment for approximately 30 seconds of negative g operation. ‘The booster pumps supply fuel at a pres sure of approximately 10 to 30 psi to the engine fuel system. ‘The manually operated switch is incor- porated for pressurizing or venting the external fuel tanks. This two-position switeh (figure 1-3) is, outboard of the anti-g control. This switch should be in the VENT position for takeoff and landing and when- over the throttle is being retarded to IDLE. Other- wise, it Is left in the WING TANK PRESS position. If boost pump pressure falls below the minimum allowable of 10 psi while on the ground, shut down the engine and investigate. If this occurs during flight, power loss will be experienced ‘and engine performance may be restricted with increase in altitude. Furthermore, above 18,000 fect flameout is highly probable. Fuel Quantity Indicator ‘A fuel indicator (figure 1-4) on the instrument panel, indicates in pounds the total fuel quantity of all three fuselage cells. A test button (figure 1-4) is installed on the instrument panel below the fuel quantity indi ator for use in testing the operation of the fuel quan- tity indicator. When the test button is pushed in with an external power source connected or with the gen- cerators operating, a fuel-cells-empty impulse is fed to the fuel quantity indicator circuit. I the fuel quan- tity indicating system is operating properly, the indi~ cator needle deflects toward a zero reading, and then returns to an actual fuel quantity indication when the button is released. If the system is not functioning, the indicator will not defleet when the test button 1s pushed. The calibration on the fuel indicator is based fon zero degree pitch of the aireratt Defueling Valve ‘An access door, located at the bottom of the fuselage betwen the two engines, permits access to the de fueling valve. Defueling is at a continuous rate of 50 gallons por minute. ENGINE FUEL SYSTEM Fuel from the cells is supplied to the engine fuel sys~ tem by the booster pumps. This fuel is metered by the regulator on the primary pump to obtain a constant engine rpm for a given throttle position regardless of Ambient conditions. Flow from the regulator enters the fuel manifold section via the damp valve.NAVAIR 01-40FAB-1 Section I Part 2 V/s Se] nec vawve 15 60 eueine- pee TEA cetoirionives A yf eee eee fin ean [_-onan vauve Se, ue soost pues eyes, | ©, eae'as cans Ss os) OS sous ts) Sranee eae TER ORAIN NEGATIVE G cE eee ec mueg Rone BUTCH Vanes soosteR rune view BB peanase conrainen——[i | ruven ona g Figure 1-8, Fuel SystemSection 1 Part 2 Dump Valve ‘The dump valve is attached to the fuel manifold see~ tion of the engine and is normally in the open (shut~ down) position. In the open position, fuel from the fuel manifold is directod to a fuel drainage container. Such flow oceurs automatically at shutdown when the throttle is retarded to the cutoff position. Upon starting the engine, the dump valve automatically goes to the closed (operating) position, which closes the overboard drain opening and permits fuel to flow directly from the governor into the engine. Fuel Drainage Container ‘The fuel drainage container is provided to cateh residual fuel dumped by the dump valve during false starts and upon shutting down the engine. The con tainers are drained before flight. A maximum of ‘two shutdowns are allowed before the containers. ‘must be drained. Fuel Switches ‘Two fuel switches (figure 1-3) are located on the Left console. These switches control the booster pumps ‘and open the fuel shutoff valves for each engine. Fuel Boost Pressure Indicator A dual fuel boost pressure indicator (figure 1~4) on the instrument panel, shows the pressure of the fuel being supplied fo the engine fuel system. Note Normal fuel boost pressure is 10 to 30 psi. ‘Any variation of fuel boost pressure within these limits with changes in engine rpm 1s normal. Minor fluctuations of fuel boost pressure during steady engine operation may be expected and should be considered negligible. Fuel Flow Indicator "The fuel flow indicator (figure cation of the amount of fuel flow in pounds per hour and aa indication of the amount, in pounds, of fuel remaining in the aircraft. The outer dial and the indicating needle register the current rate of flow, while the smaller four-digit Indicator at the lower center of the instrument indicates the amount of fuel remaining in the aireraft. An adjustment knob pro- vides for manual setting of the known amount of fuel in the alreraft before flight. 4) provides an indi- OIL sysTEM ‘An oil tank with a usable capacity of 3.45 U-S. gallons is located outboard of each engine. A’dual oil pres- sure indicator (figure 1-4) and two oll temperature indicators (figure 1-4) are located on the instrument panel. 1-20 NAVAIR 01-40FAB-1 HYDRAULIC SYSTEM ‘MAIN HYDRAULIC SYSTEM ‘The main hydraulic system is a 2000 psi, pressure domand, variable displacement system and is powered by two engine-driven pumps, one located on each engine. The main hydraulic system operates the landing gear, flaps, wing fold, speed brakes, wheel brakes, gun charging, and arresting hook retract- ment (figure 1-9). Whenever all control handles are in the retract position, the main hydraulic system 18, depressurized to approximately 400-500 psi. With ‘the control handles in this position, a solenoid shat off valve is energized and hydraulic pressure is by- passed back to the main system. System pressure is immediately regained when any of the hydraulic controls are actuated. The system will be depres- surized 30 seconds after the hydraulic controls are moved to the retract position. Tn the event of an electrical system failure, the solenoid bypass valve is deenergized and, therefore, provides for continu- ous system pressure for the operation of all hydrau- cally controlled units with the exception of the speed brakes. The speed brake system is electrically actuated through a switch on the throttle grip and is inoperative when an electrical system failure is ‘encountered. AUXILIARY HYDRAULIC SYSTEM In aircraft BuNo. 125783 and subsequent, and aireraft with AFC No. 199 incorporated, an auxiliary hydrau- lic system is provided for aileron power boost and spoiler operation. Power is supplied by two engine driven pumps that operate at pressures between 400 fand 2500 pst. Tone of the tvo auxiliary hydraulic ‘pumps should fail, the resultant reduction of aileron boost would reduce the roll rate of the alxplane to approximately 80 percent of normal. In the event of failure of both auxiliary hydraulic pumps, a mechani- cal advantage shifter i automatically actuated. The complete loss of auxiliary hydraulic pressure would tause the spoilers to be inoperative. In alreraft prior to BuNo, 125783 and without AFC No. 199 incorporated, an electrically driven auxiliary hydraulic pump is provided for aileron power boost, spoilers, and emergency flap extension. The sy tem operates at pressures between 400 and 2500 psi for aileron boost and spoiler operation and is rezu- lated at 2700 to 3000 psi for emergency flap exten- sion. The auxiliary hydraulic system selector valve control handle is located to the right of the instrument panel. LANDING GEAR SYSTEM ‘The landing gear control lever (figure 1-8) is located con the left-hand side of the cockpit. With the hydrau~ lie system operating, the main landing gear and the nose gear may be raised or lowered by moving the control to WHEELS UP or WHEELS DOWN. A sole~ noid safety lock is provided to prevent inadvertent retraction of the gear when the airplane is on the ground, If the control lover cannot be moved toNAVAIR 01-40FAB=1 oa Part freer RESERVOIR PRESSURIZING. PRON Tp SRASLANID, = Tartoerne are Wars Coane a =, GUN CHARGER PRESSURE SWITCHES ees sos F zl dj i ry [Begs j | Ee | in } > GUN CHARGER r ¢ Ee Rel Seoee BE = Sa rrr vem NE cu Sones. Figure 1-9, Hydraulic System (Sheet 1) TH3a-4900 1-21Section T NAVAIR 01-40FAB-1 Part 2 Tr1901-1912) Figure 1-9, Hydraulic System (Sheet 2)NAVAIR 01-40FAB-1 Section I Part 2 126783 & SUBSEQUENT AND REsERvoi PRESSURE [AIRCRAFT MODIFIED TO AFC NO. 100 = eon ser won ser wow ser qs gl i= aq T= L. saree SYSTEM RELIEF MANFOLD) = (SYSTEM POWER MANIFOLD) ae sicegon e005" EYeNCER ern Figure 1-9, Hydraulic System (Sheet 3)Section NAVAIR 01-40FAB-1 Part 2 BS system mnessune Taare u susseQUENT AND mas [SM syste ser AinonArT MODIFIED TO AEC NO, 198 eee sree sx sien onan une (lar pressure 2 + m we = wouDsoown CrUMOER. CBB ees osama — ce — (SYSTEM RELIEF MANIFOLD) fh enessune § fi F 4 (ean eves evunneas E suet Ti at ‘aon eater NOSE SEAN COON CYLINDER 2) TH3A-14.918) Figure 1-9, Hydraulic System (Sheet 4)NAVAIR 01-40FAB-1 WHEELS UP in flight, the safety lock may be released by pushing in on the lock button (figure 1-8), which is adjacent to the landing gear control lever. Hydrau~ lically actuated doors controlled by sequence valves ‘operate automatically in conjunction with the landing gear. In normal control, the landing gear Is locked in the extended position by overcenter mechanical locks. The tail bumper gear retracts and extends with the main gear. EMERGENCY MAIN GEAR EXTENSION ‘The landing gear is held in the retracted position by the landing gear door and door latch mechanism. ‘The manual landing gear emergency release handle (figure 1-3), located on the left console, releases the gear door mechanical latches and permits gravity extension of the gear in emergency. POSITION INDICATOR A combination landing gear and wing flap position indicator (figure 1-4) is located on the instrument panel. WING FLAPS SYSTEM ‘The wing flaps are hydraulically operated and are controlled by a lever (figure 1-3) located on the left console. The lever has three marked positions, DOWN, STOP, and UP. During actuation, the flaps can be held at any intermediate position by placing the lever to STOP. A combination wing flap and landing gear position indicator (figure 1-4) is in- stalled on the instrument panel. If the flaps are down and the speed of the aircraft Is increased beyond the point where the hydraulic pressure counterbalances the air load on the flaps, the flaps will begin to blow back. In the fall-down position (40 degrees) blowback Degins at an indicated airspeed of approximately 110 knots. If the main hydraulic system fails, the flaps may be lowered by an emergency system. SPEED BRAKES Hydraulically operated fuselage speed brakes are controlled by a momentary contact switch on the inboard side of the right throttle control. Approxi- mately 3 seconds are required to actuate the speed brakes to the full-open (45 degrees) position and approximately 1 to 1-1/2 seconds are required for ‘closing. Any intermediate position can be obtained by releasing the switch when the speed brakes have reached the desired position. BRAKE SYSTEM ‘A power boost brake system operating from the main hydraulic system is provided. ‘The brakes are oper- ated by toe pressure on the rudder pedals. In case of hydraulic system failure, sufficient hydraulic fluid will remain trapped in the brake system to permit braking action. Approximately twice the normal force will be required for braking with system failure, Section 1 Part 2 ARRESTING GEAR SYSTEM ‘The arresting hook handle (figure 1-4) is located on the center console. The hook is lowered by air pres- sure independent of the hydraulic system. Retraction Of the hook is a hydraulic system operation and con- ‘sequently the hook cannot be raised in flight if hydrau- lic pressure fails. The hook may be raised manually from the ground with a required force of approximately, 125 pounds. A fail-safe feature of the arresting hook provides for automatic extension of the arresting, hook if the control cable is severed. ‘The approach ight operates automatically in conjunction with the hook. A warning light 1s installed in the arresting hook control handle. When the arresting hook handle is placed in the HOOK DOWN position, the warning Light poes on and remains on until the arresting hook is completely extended. WING FOLD SYSTEM ‘The wing fold handle (figure 1-4) 1s located adjacent to the center console. A positive detent on the end of the control handle must be depressed in order to move the handle. ‘The wings are folded by moving the handle directly from SPREAD to FOLD. To spread the wings, the handle is moved from FOLD to as far ag it will go toward SPREAD (approximately halfway). At this position, the wings are hydraulically spread and the locking pins positioned. When this operation is com- pleted (approximately § to 7 seconds), the handle may be moved to SPREAD, which locks the locking ping and retracts the warning flags. To prevent damage to the wing, spoilers must be faired before wing folding. "Fair spoilers by placing stick in neutral position if auxiliary hydraulic boost pamps are operating. The spoilers are spring-loaded, however, and close automatically whenever the pumps are inoperative. Note ‘The wing pins aro not locked unless the red warning flags on the leading edges of the wings are faired. ELECTRICAL SYSTEMS Direct and alternating current power supply systems are provided for the operation of the aircraft electri- cal systems and compononts. There are two power supply systems, designated instrument and counter~ ‘measures, comprising the ac electrical system. Electrical power for the lighting equipment is fur- nished by the de electrical system: De ELECTRICAL SYSTEM Direct current is supplied by either a 24-volt, 34- ampere/hour battery or by two 28-volt, 400-ampere 1-25Section 1 NAVAIR 01-40FAB-1 Part? vcoumon Tamu i Rua ony, 4 ie 7 para 7 saa / 1 ne a He TT ar usd— Se] Ts Lt To x Coe ae Te Te Ean rary SENET nn imewnitvoun | [watt Teese mundneon Oey OREM” es sau ‘hegeawae uae eae woe wmeceme ease oae[eP state aT 1-26 Yinacate cons | Figure 1-10, DC Electrical system (Sheet 1) igen)NAVAIR 01-40FAB-1 Section I Part 2 EoRor See CH i €or 7 ra = 7 oe ‘ecrenvatt / 4 a i 5 sd one) BRE = = ste Oy ee SURE idee wa tay OMS | se(e rage) Figure 1-10, DC Electrieal System (Sheet 2)Section 1 Part 2 generators. An external source of de power can also bbe connected to the aircraft for use during ground operations. Power distribution is accomplished through de electrical buses as shown in figure 1-10. Battery ‘The 24-volt, 34-ampere/hour battery is mounted on the centerline of the aircraft just aft of the escape cchule and is accessible through the lower escape chute door. The battery-generator switch is located at the top of the right console (figure 1-5). The witeh should be moved to the BAT & GEN position for normal operations and to OFF when leaving the aircraft, If both generators fail, the switch should bbe moved to the BAT ONLY position after first turn- ing off all nonessential loads. Generators ‘A 28-volt, 400-ampere generator is attached to the ower side of each engine. Bach generator is capable of delivering full voltage at an engine speed of ap~ proximately 48 percent. Generator voltage output is regulated to 27.5 + 0.5 volts by carbon-pile voltage regulators that vary the generator field voltage. ‘The generators are connected to the distribution system through generator control (reverse-current) relays. Both generators are controlled by the battery~ generator switch. Generator warning lights, located ‘on the right console (figure 1-5), indicate low gen= ‘erator output. External Power Receptacles ‘Three external power receptacles are provided; two for engine starting and one for aircraft de power supply. The engine starting receptacles are located adjacent to the wheel wells on the rear spar. Both tengines can be started from either receptacle using 28-volt, 1000-ampere de power. The aircraft de power supply receptacle is located adjacent to the right wheel well inboard of the engine starting recep- tacle. All three receplacles are accessible through covers in the lower wing. DC POWER DISTRIBUTION Power is distributed to the various de circuits through electrical buses. The actual point of connection be- tween a circuit and a bus is at one or more of the circuit breakers on the panels in the cockpit. The ‘buses are energized as shown in figure 1-10. DC Circuit Breaker Panels Circuit breakers for all de electrical circuits are provided on two vertical panels installed above the left and right consoles (figures 1-8 and 1-5) in the cockpit. Ifa circuit becomes overloaded, the cir- cuit breaker will automatically spring out. Operation of the circuit may be restored by pushing the breaker fn, but it will not remain in until the cause of the overload condition is remedied. 1-28 NAVAIR 01-40FAB-1 AC ELECTRICAL SYSTEM Alternating current is supplied by the instrument and countermeasures ac power supply systems. Each system includes two de inverters. The two instru- ment inverters receive de operating power from the primary bus and convert it to ac power to operate the various instrument, communications, and navigation systems; countermeasures inverters receive opera- ting power from the monitor (or ECM) bus for the ‘countermeasures equipment. The equipment is con- trolled and operated by the ac electrical system as shown in figure 1-11 Instrument AC Power Supply ‘The instrament ac power supply system is a manual system with a warning light to indicate that the oper- aling inverter has failed. Switching to the remaining inverter is accomplished manually through the inverter control circuits. There® Control ‘The inverter control circuits provide a means of manually selecting either the main or standby inverter to supply the ac instrument loads. The circuit detects, the operating inverter output and a warning Light (figure 1-4) comes on when the output drops to a value of approximately 70 volts or less. When the remaln- ing inverter is manually selected by the inverter switch (figure 1-4), the warning light goes off. The control cireuits include the main and standby in- verters, inverter warning light, inverter selector switch in addition to the relays, transformers, and protective devices necessary to provide the control land voltages required for operation of the instrument, communications, and navigation equipment installed in the aireratt. Countermeasures AC Power Supply ‘The countermeasures ac power supply system far- rlshes the ac power required to operate most of the ECM systems. The two ECM inverters receive operating control through the monitor or ECM bus and are controlled by closing or opening the inverter control cireult breakers on the right-hand circuit breaker panel in the cockpit AC POWER DISTRIBUTION ‘The prime source of power required to energize the instrument and countermeasures ac power supply systems for aircraft incorporating AFC No. 173 is derived from the 28-volt de primary and monitor buses. For aireraft incorporating AFC No. 199, power is derived from the primary and ECM buses. When these buses are energized, de power necessary to operate the inverters (instrument and counter~ measures) is applied to cach inverter through a pro- tective current limiter. Inverter control is maintained by de eireult breakers located on the cireutt breaker panels in the cockpit.NAVAIR 01-40FAB-1 Figure 1-11, AC Electrical System (Sheet 1)Section 1 NAVAIR 01-40FAB-1 Part 2 I Figure 1-11, AC Electrical system (Sheet 2) 1-80NAVAIR 01-40FAB-1 AC Fuse and Circuit Breaker Panels ‘An instrument fuse panel, located in the cockpit area, is provided for the protection of the various instru- ment circuits, On aireraft incorporating AFC No. 173, an ac eircuit breaker panel is located in the same area for the ALA-8, ALR-3, ALR-8, APA-69, APX-6, ARN-21 and the gun camera test cireuits, ‘Two circuit breaker panels are provided for aircratt incorporating AFC No. 199. One panel, in the cock- pit, protects the following: ARC-84 (30), ALR-3, ALR-8, ALT-2 (99), APA-69, APR-33, ULA-2, and gun camera circults. A second panel, in the radio compartment protects the following: ARA-25, ARC- 52 (39), ALT-2 (96), ALT-6, APN-22, APX-OB, ARN-21, fuol flow, and 26-voit ac circuits. LIGHTING EQUIPMENT Lighting equipment includes an exterior Lighting system, interior lighting system, and a service Ughting system for use by ground maintenance. ALL Lights operate on direct current and are protected by trip-free circuit breakers located on the circuit ‘breaker panels in the cockpit. EXTERIOR LIGHTING SYSTEM ‘The exterior lighting system includes, in addition to the exterior position lights, a control console and a coder-flasher unit both located in the cockpit. The coder-flasher unit is interconnected with the control console to provide automatic code signaling with the exterior lights. The keying switch, on the Left-hand Windshield frame, provides a manual means of code signaling with the exterior lights. An approach light and, on some configurations a landing light, is in- cluded in the exterior lights. Position Lights ‘Two white light assemblies are centrally located on the top and bottom of the fuselage, one in each loca- tion. Spare red, green, and yellow covers are stowed in the radio equipment compartment. One white and one yellow light are located on the trailing ‘edge of the vertical stabilizer. Both lights can burn continuously or flash alternately, depending on the setting of the MASTER switch on the control console. Red and green lights are located on the left and right wing tips, respectively. These lights can also burn continuously or flash. A white, fush-mounted for- mation light is located forward of the rear spar on the lower surface of each outboard wing. These lights are not connected to the flasher circult. Approach Light ‘The approach light is installed in the leading edge of the left wing and Indicates to the tower operator the condition of the landing gear and arresting gear dur- ing a night landing approach. When the landing gear is not down and locked the light is off. When the Janding gear is down and locked, but the arresting hhook 18 not down, the Light flashes. When the landing gear is down and locked and the arresting gear is, down, the light burns steadily. Section I Part 2 Landing Light ‘The removable bracket-mounted landing light 1s nor~ mally located on the interior of the nose wheel landing gear door. This sealed-beam light is used to assist the pilot in night landings on short runways or in poorly lighted landing areas. The landing light switch is installed on the left-hand circuit breaker panel. INTERIOR LIGHTING SYSTEM ‘The interior lighting system includes three separate circuits: flight instrument lights, nonflight instra- ment lights, and console lights. ‘The interior light console controls these circuits. Included in the in terior lighting system and separately controlled are the cockpit floodlights and the chartboard lights. Cockpit Floodlights ‘Three cockpit floodlights are included in the interior light system. The primary purpose of the floodlights is to provide emergency lighting of the cockpit should the other circuits of the system Tail. One light is located on each side of the cockpit, the third on a bracket on the aircraft centerline. The side lights can bo swiveled to any desired position, but the center light is fixed. ‘The center light has a red, light- diffusing lens. ‘The lights are energized through the emergency cireuits, Chartboard Lights ‘Two chartboard lights, one located on the right-hand rll, the other on the center console, are installed in aircraft incorporating AFC No. 173.’ The switch for these lights is under the APA-69 seope. On aircraft incorporating AFC No. 198, a single chartboard ght is located above the right-hand circuit breaker panel with the switch installed on the right console (Gigure 1-5) below and adjacent to the circuit breaker panel. COCKPIT AIR CONDITIONING AND PRESSURIZA- TION SYSTEM ‘An interconnected air conditioning and pressurization system (figure 1-12) using the eleventh stage engine compressor bleed air, ventilates and pressurizes the cockpit as required to maintain an efficient environ~ ment for the crew members. The hot, compressed air, which is bled from the compressor, can be passed through or directed around the refrigeration unit. Air passing through the refrigeration unit, operates that unit and is passed through the mixing chamber as cooled air. The cool air, and the heated air that bypassed the refrigeration unit, is mixed in the mixing chamber and is delivered to the cockpit for beating or cooling as required by the position of the cockpit temperature control. AIR CONDITIONING AND PRESSURIZATION CONTROLS: ‘The cockpit alx conditioning control (figure 1-4) on the center console, makes possible manual or 131Section 1 NAVAIR 01-40FAB-1 Part 2 Sa Cina stern QLOWen SESTON t 0K HEATING COOLING — fo Pmesounna AiR 0M NOME COMPRESSOR SECTION, We) NE rn en to J Couranrucnrs sim wane - enauoen + by cocrir sranoay. ee = 2 ewrenarune cone # mi Ta Am Vatve Avo serunron fa] coca i 2 =a ae Sowa smomoune AIR CONDITIONING AND PRESSURIZING SYSTEM fr nero. steviow RELIEF ANO”OUMP VALVE s-cono rion ne. ourcer ay Foo ‘urLers oN consoues ro OO Od Oa f 2 Nye cooKPIT AREA EMERGENCY VENTILATING SYSTEM resets Figure 1-12, Air Conditioning and Pressurization System 1-32NAVAIR 01-40FAB-1 automatic selection of cockpit temperature, or manual selection of the emergency ventilating system. ‘The rheostat portion of the control is in the temperature control bridge circuit and provides for selection of cockpit temperatures from 60° to 80°F. The other positions of the control are OFF, MANUAL HOT, and MANUAL COLD. ‘The OFF position also turns ‘on emergency ventilation air and depressurizes the cockpit. Since cabin pressurization and windshield defogging are completely automatic, no controls are required. COCKPIT AIR CONDITIONING Provision is made to supply full hot or full cold air to the cockpit by marnually holding the cockpit air ‘conditioning control to MANUAL HOT or MANUAL. COLD. When the control is placed in either of these positions, the hot-air bypass valve actuator moves the valve in the corresponding direction as long as the control position is held. When the control is re- leased, it returns to a neutral position and the bypass valve setting remains at the position in which the actuator stopped. In MANUAL HOT, a temperature high limit control is provided in the eircuit to prevent overheating of the windshield. In addition, a high Amit safety element overrides all other circuits to operate on emergency ventilation if the defogging alr becomes hot enough to threaten safety of the wind- shield. If this occurs, cockpit pressure is lost and cannot be regained until the fusible element is re- placed after landing. Under some conditions of flight in humid climates, the temperature in the cockpit may be below the dew point. In such cases, condensed water droplets (fog) may form in the cockpit. ‘The fog will have the ap- pearance of grey smoke and will appear to be issuing rom the air conditioning outlets. This fog condition ‘may be alleviated by operating the cockpit air condi- tioning control to inerease the temperature of the alr in the cockpit. In some cases ducting may have be~ come sufficiently cooled so that fog may persist after the temperature control is moved to the highest setting in the automatic range (80°F), EMERGENCY VENTILATION ‘When the cockpit air conditioning control is moved (counterclockwise) to OFF, the normal air condition Ing system shutoff valve is closed, and the emergency ventilating and cockpit pressure relief valves are opened, thus permitting free circulation of outside ‘air throughout the cockpit without cockpit pressuri~ zation, COCKPIT PRESSURIZATION When the normal air conditioning system is in oper- ation, the air provided for heating, cooling, and ventilating also pressurizes the cockpit. The pres- sure in the cabin is automatically maintained on a predetermined schedule with regard to altitude by the pressure-regulating valve located just behind the ECMO's head. This pressure schedule is as follows: from sea level to 5000 feet altitude the cockpit pres~ sure remains equal to atmospheric pressure. Above Section 1 Part 2 5000 feet, the cockpit gradually pressurizes until at 18,200 fect, a maximum pressure differential of 3.3 psi is reached. Above 18,200 feet a constant pres sure differential of 3.3 psi above atmospheric pres- sure is maintained. This information is shown graphically in figure 1-13. In the event of failure of the cockpit pressure regulating valve, the cockpit pressure relief valve prevents excessive positive pressure differentials. In the event of rapid descents or other such maneuvers, it prevents an excessive negative differential that might eventually damage the cockpit. This valve opens at pressure differentials of plus 3.0 psi and minus 0.1 psi. As previously ‘mentioned, it also opens when the cockpit air condi- Honing control is moved to the OFF position. ENGINE FIRE DETECTION SYSTEM ‘The engine fire detection system has detector units installed in each accessory, compressor, burner, and tail section. ENGINE FIRE WARNING LIGHTS Fire warning lights (figure 1-4), one for each engine, are located on the instrument panel. These lights are the push-to-test {ype for checking bulb failure, When the temperature in the accessory or compressor Sections exceeds approximately 232°C or the temper- ‘ature in the burner and tail sections exceeds 385°C, the fire detector shorts out, closes the electrical circuit, and illuminates the respective warning light. ENGINE FIRE DETECTION TEST SWITCHES Fire warning test switches (figure 1-3), one for each engine, are located on the Left console. When in the depressed position, an indication is given through the warning light that the respective fire detection cir cuit is operative, OXYGEN SYSTEM, ‘An automatic, positive-pressure, diluter-demand oxygen system (Ligure 1-14) is provided from three 514-cubic-inch capacity cylinders. Emergency oxygen is available from an oxygen bailout bottle located in each soat. The bailout bottles are serviced to 1800 psi, which can be checked by means of a sight gage Iocated on cach bottle. Two oxygen cylinders, 1o- cated in the radio compartment and one aft of the cockpit, are serviced with high pressure oxygen by ‘means of a filler valve located below the cylinders. ‘The pilot's regulator (figure 1-3) is on the left con- sole, The ECMO's regulator (figure 1-5) is on the righi console. ‘The amount of air admitted through the air admission valve on the regulator is dependent ‘upon the altitude up to approximately 30,000 feet, beyond which 100 percent oxygen is automatically delivered. Above 80, 000 feet, an automatic pressure breathing mechanism operates, allowing internally regulated pressure to rise progressively to 10 inches of water or 0.36 psi at 43,000 feet altitude. A blinker flow indicator and oxygen system pressure gage is provided on each regulator console panel. An 1-33Section I Part 2 —_— NAVAIR 01-40FAB-1 AIRPLANE ALTITUDE ~ 1000 FEET Figure 1-13. Cockpit and Aircraft Altiiude Comparison Chart additional oxygen flow indicator is installed in the cabin altimeter. This indicator (figure 1-4) provides the ECMO with a more readily visible oxygen flow indication. OXYGEN REGULATOR CONTROLS Shutoff Valve ‘The shutoff valve is a two-position selector (green) that activates the pressure gage, air valve knob, and safety pressure switch. ‘Air Valve Knob In the NORMAL OXYGEN position of the air valve knob, diluted oxygen is supplied upon demand. ‘The amount of dilution depends upon cabin altitude up to 30,000 feet, above which pure oxygen is supplied. ‘Turning the control to 100% OXYGEN supplies undi- luted oxygen upon demand, regardless of altitude. Safety Pressure Switeh ‘The safety pressure switch (red) is a manual control for oxygen delivered under pressure. With the switeh 134 in the ON position, positive pressure automatically supplies 100 percent oxygen, regardless of the posi- tion of the air valve knob. Routine use of safety pressure reduces the effectiveness of the air diluter and causes oxygen consumption. Anti-G System ‘The anti-g system configuration is illustrated in figure 1-14. SYSTEMS OPERATION Oxygen shall be used daring all lights. The following procedures should be used. 1. The pressure gage should read 1800 + 50 psi if the cylinder is fully charged. 2, Set the air valve to NORMAL OXYGEN for all normal flight conditions. 3. Put the mask on, Fully engage the mating por- tions of the disconnect couplings to connect the mask to the oxygen system. Attach clip of breathing tubeSeetion 1 Part 2 to proximate strap of shoulder harness sufficiently hhigh on the chest to permit free movement of the head without stretching of the mask tube. 4. Check mask fit by putting on the oxygen mask and attaching to the helmet as in flight. Connect the ‘oxygen mask to regulator couplings and turn the manual safety pressure switch to ON. At pressure breathing altitudes the safety pressure need not be depressed. Take a deep breath and hold breath. Nate the position of the oxygen flow indicator. If flow indicator opens (all black) a leak is indicated, Tighten mask straps until flow indicator closes (white face) indicating a leak tight mask seal has been obtained. Resume breathing and release man- ual safety pressure. 5. ‘The oxygen flow indicator blinks upon the inter- iftent application of from 5 to 7 inches of water pressure created by the flow of oxygen. The auto~ atic pressure breathing oxygen regulator delivers a pressure of 5 to 7 inches of water to the mask at Approximately 41,000 feet, and this pressure is like~ wise transmitted to the oxygen flow indicator, which will remain open as long as this pressure is applied. Accordingly, the flow indicator will not blink above this altitude: however, the positive pressure in the mask is an unmistakable indication that oxygen is being delivered to the mask and no apprehension should be felt as long as the flow indicator remains open. ‘The following should be checked frequently while on oxygen: 1. Cylinder pressure gage for oxygen supply (do rot exhaust supply below 300 pounds except in emergency). 2. Oxygen flow indicator for flow of oxygen through regulator. 3. Mask fit for Leak tightness EMERGENCY OPERATION 1. Whenever excessive carbon monoxide or other noxious or irritating gas is present or suspected, regardless of altitude, the air valve should be turned to 100% OXYGEN, and undiluted oxygen used until the danger is past or the flight is completed. 2. Should symptoms occur suggestive of the onset of anoxia or should the regulator become inoperative, turn the safety pressure switch on the regulator to ON and descend below 10,000 feet cockpit altitude. If for any reason the regulator should become inoper- ative and a constant flow of oxygen is not obtained by use of safoty pressure, activate the emergency oxygen bailout bottle and descend below 10, 000 fect cockpit altitude Note Do not exhaust supply cylinder below $00 psi except in an emergency. 1-36 NAVAIR 01-40FAB-1 G-2 COMPASS SYSTEM G-2 COMPASS ‘This compass consists of a master direction indica~ tor (figure 1-4), an adapter, a transmitter, and a control switeh (figure 1-4). The compass gyro should be caged and set to correspond with the indi- cation of the miniature dial in the center of the indi- cator face before takeoff. To correctly operate the reset adjustment, depress the knob firmly and rotate the main dial to the desired heading. Keep the knob fully depressed at the new heading for at least 2 seconds and then release the knob, avoiding any twisting motion. The switch that controls the com- pass system is located on the instrument panel. When the switch is in the FREE position, the gyro will have to be caged and reset periodically to maintain head- ing. In this position, the gyro is not subject to compass control. When the switch is in the CONTROL position, the adapter controls the gyro so that peri ‘odie resetting of the gyro is not necessary. Approx- imately 3 minutes are required for the gyro to reach operating speed after the battery switch has been turned on. The gyro will be automatically precessed to correspond with the indication on the miniature compass dial at a rate of approximately 3 degrees per minute when the switch is in the CONTROL posi~ tion. The compass is nontumbling and does not require caging belore or after maneuvers. The ‘miniature dial on the center of the instrument face gives a remote indication of the heading of the com~ pass transmitter. ‘This dial is unstabilized and will bbe subject to swinging as a result of turns and ma~ neuvers of the aircraft. When on CONTROL, the gyro Will be stabilized by the compass transmitter and amplifier and provide a continuous indication of the magnetic heading of the aircraft. GYRO HORIZON INDICATOR ‘This instrument (figure 1-4) is gyro stabilized and indicates the attitude of the aircraft in pitch and bank. The gyro horizon indicator does not require caging during maneuvers, since the gyro is universal and will not tumble. A fast erection switch and warning light (figure 1-4) are located adjacent to the indicator. With the switch in the NORMAL position, the fast erection electromagnet is energized when the battery-generator switch is placed in the BAT-GEN or BAT ONLY position. The warning light burns ‘whenever the electromagnet is operating. After ap- proximately 20 seconds, a thermal relay opens, dis- connecting the de power from the erecting magnet 1 the warning light remains Lit over 1 minute to the magnet has not been automatically dis: and the fast erect switch must be moved to OFF to prevent failure of the gyro horizon indicator. CONTROL SWITCH ‘The G-2 compass control switeh (figure 1-4) is located on the instrument panel. Normally, the switch is in the CONTROL position. Moving the switeh to the FREE position disconnects the gyro torque motor from the compass circuit, permitting the compass to operate as a free directional gyro.NAVAIR 01-40FAB-1 Section I Part 2 Figure 1-15. Cockpit Door Emergeney Air Controt System ‘The FREE position is used to prevent the system from becoming erratic due to excessive dip of the earth's magnetic field in the polar regions. ‘MISCELLANEOUS EQUIPMENT COCKPIT ENTRANCE HATCH ‘The cockpit entrance hateh is manually operated and is controlled from within the cockpit by a lever arm that moves from a fore and aft lock position to a 45- degree angle to port for unlocking. This permits movement of the hatch to an intermediate position. ‘To move the hatch from the intermediate position, itisnecessary to depress the ring-type handle on the hatch forward frame. ‘To close the hatch, a spring-loaded lever in the forward recess of the hateh must first be depressed. After the hatch has been moved forward, the handle ‘may be used to close the hatch and, when pushed to its extreme forward position, the hatch will be se- cured and locked. Entrance may be gained from the outside of the aircraft by means of spring-loaded handles located in the center of the cockpit entrance hatch. Turning the handles will release the locking mechanism and pulling aft will open the hatch COCKPIT ESCAPE SYSTEMS Separate one-shot compressed air systems (figure 1-15) are provided for the upper escape hatch (ditehing hatch) and for the lower escape chute door systems. Air bottles charged io 1980 +50 psi supply the power. Filler valves and gages for the two sys- tems are installed on the right-hand side of the nose gear wheel well. ‘The upper escape hatch release handle (figure 1-4) is located on the instrament panel, and the lower escape chute door system emergency 1stSection 1 Part 2 release handle (Figure 1-4) is located above the floor fon the conter console. ‘The latter handle is cable- connected to a mechanism that jettisons the aft chute ‘door on the bottom of the fuselage, actuates the one shot air pressure system that opens the lower wind- screen door, and opens the chute entrance door in the aft wall of the cockpit, between the pilot's and ECMO's seats. ‘The back and inboard side of the pilot's seat unlatches and swings out of the way when the handle is pulled. A vaulting bar on the rear cabin bulkhead above the chute door is provided to coxpedite escape. SEAT ADJUSTMEN’ ‘The pilot's seat is vertically adjustable and partly Supported by an aetuaor that ss electrially eon- trolled and actuated. Power is furnished by the de electrical system through the primary bas and a pilot Seat control switeh. The switch is located on the center control console. It has two momentary posi~ tions, SEAT UP and SEAT DOWN which controls the Beat inrough a helght of 5 inches SHOULDER HARNESS ADJUSTMENT ‘The pilot and the ECMO are both provided with shoulder harnesses. The lower two free ends of the 1-38 NAVAIR 01-40FAB-1 shoulder harness fit into the safety belt cateh and are held securely as long as the catch is closed. The harness and safety belt are released by open- ing the safety belt catch. Buckles on the front of the harness permit it to be adjusted. An inertia reel shoulder harness takeup mechanism is pro- vided with each harness. Each harness may be locked in position by pushing the pilot's handle (figure 1-8) on the loft console, or the ECMO's handle (figure 1-4) on the center console, forward. In the unlocked position, the reels are automati- cally locked when subjected to a deceleration along the thrust line of the aireraft (as in a head-on crash) In excess of 2.5g. Note if tension is being held against the shoulder harness, the inertia reel will not release even though the locking lever is moved to the UN= LOCK position. Under this condition it is not ‘enough to release tension on the shoulder harness, as the Stalock feature of the inertia reel will keep it locked. Tension on the shoulder straps must be released first, and then the locking lever must be moved to the UNLOCK position.NAVAIR 01-40FAB-1 Section I Part 3 PARTS SERVICING AND HANDLING ‘Table of Contents Atreraft Servicing - Consumable Material. : Capacities: Pressures <... Aircraft Handling * AIRCRAFT SERVICING ‘The servicing data presented here (figure 1-16) pro- vides assistance to the crew members if the aireralt lands at a strange field and the maintenance crews fare unfamiliar with the aireraft. AUTHORIZED AGE ‘The following is a List of authorized AGE peculiar to servicing and ground handling. Navy/Marine NC-3 USAF A-1, A-3, C-22, C-26, MD-3, MD-3A ‘The starting requirement for the aircraft on the ground is 28 vde at 1000 amperes. CONSUMABLE MATERIAL ‘The following is a list of the materials that are con- sumed during normal operation of the aircratt. MIL-G-5572, AvGas, 115/145 MIL-T-5624, JP-4 (emergency fuel) MIL-H-5608, Hydraulic Fluid MIL-L-60B1, Grade 1010, Engine Lubricating Oil High Pressure Oxygen 5 (1800 = 50 psig, 514 in.*/eylinder) CAPACITIES ‘The following is a List of the tank/reservotr capacities. FUEL SYSTEM Internal ‘1350 gallons 8100 pounds Maximum 1950 gallons 11,700 pounds, ‘The filler ports are located topside of the fuselage. By gravity filling the forward cell first, working aft, then topping each forward, prevents the aircrait CG from shifting too far astern, and causing the aireraft to rotate on its tail. 1-39 1-39 21-39 Dhise cia HYDRAULIC SYSTEM Main Auxiliary 4.4 gallons 10 gallons ‘The filler valve is located beside the sight gage on the upper left side of the escape chute. ENGINE LUBRICATION SYSTEM Each engine 3.45 gallons (usable) Filler ports are located on the outboard side of each nine. OXYGEN SUPPLY SYSTEM Capacity ‘1800 = 50 psig at 21°C (70°F) ‘The filler valve is located in the radio compartment. [AIR CONDITIONING SYSTEM Capacity 4 ounces (MIL-L-6085) ‘The filler valve is located in the nose wheel well near the sight gage PRESSURES ‘The following is a list of pressures peculiar to ser- vicing the aireraft. ‘TIRES Nose 165 pounds Mains 4145 pounds each PNEUMATIC BOTTLES Capacity ‘1980 = 50 psig ‘The filler valves are located below the gages in the nose wheel well 1-39Section 1 Part 3 NAVAIR 01-40FAB-1 Q ; mou wo a7 6 ane ei | owe a ipoteeion aa a Revs = pee Toe a a aay | ema na so a Taras eee eee | sees i [ose ae ee a Seca 7 eegens | Far meer ae ition = Gas ae ae ie z 7 [ganeeicees | Eisemegae | encom —aeees Rare | ce a iia a ees | ro ee a ii Wen | we um | eee ia By se Be | tam, 7 lies aera comer ach engine 7 ior ae: a Grade 1010" bid mt “engine cowling Tigao meas —| are az nee baa ae = Tot | 6a | ae 10 [hee ea oc So 7 caer aa eae sit ‘below 300 tbs 7 WTS aa me paar How wl 7 teeter 5 ao 1-40 Figure 1-16. Service and Drain PointsNAVAIR 01-40FAB-1 ‘TAIL BUMPER ACCUMULATOR Capacity 1.7 quart (MIL-H-5606) 35 to 45 psig compressed air Filler valve is located below the gage on the left side of the aft fuselage. ‘TAIL HOOK ACCUMULATOR 0.75 quart (MIL-H-5606) 400 to 435 psig compressed air Capacity Filler valve is located below the gage on the left side of the aft fuselage. ‘MAIN LANDING GEAR SHOCK STRUT Deflate shock strut slowly and fill to filler port with MIL-H-5606. Inflate with compressed air at 35 to 45 psig to Length indicated on instruction plate. Capacity Section I Part 3 NOSE STRUT EXTENSION Deflate shock strut slowly and fill to filler port with MIL-H-5608. Inflate with compressed air at 330 psig for 5 4 1 inches on smooth terrain. Capacity AIRCRAFT HANDLING Ground crew handling instructions are provided in Section I, Handbook of Maintenance Instructions, NAVAIR 01-40FAB-2. Instructions include hoisting, jacking, leveling, mooring, parking, towing, special handling equipment and tools, servicing, cleaning, land weather protection. Flight personnel should as- sure that the aireraft is handled, serviced, parked, and moored as well as the local facilities permit. If outside mooring and weather protection facilities are inadequate, attempt to provide for protected hangar parking facilities. atSection 1 Part 4 NAVAIR 01-40FAB-1 PART 4 OPERATING LIMITATIONS ‘Table of Contents Aireraft Oporating Limitations. . Aircraft Limitations... ++ Engine Limitations System Limitations ++ AIRCRAFT OPERATING LIMITATIONS ‘The aireratt, engine, and system operating limitations that must be observed during normal operations are covered or referenced here. Some limitations that are characteristic only of a specialized phase of oper- ation, such as emergency procedures, flight through turbulent air, starting procedures and so forth, are ‘outlined in the discussion covering that specifie oper ation or procedure. AIRCRAFT LIMITATIONS AIRSPEED LIMITS ‘The maximum permissible airspeed in smooth or moderately turbulent air with arresting hook, Landing gear, wing flaps and speed brakes retracted is 480 mots IAS. In severe turbulence, speeds in the range from 218 to 350 knots IAS are recommended. Note Maximum airspeed is restricted to 300 KIAS in other than combat areas, This restriction is not authorized by Naval Air Systems Command at this time, ACCELERATION LIMITS ‘The alreralt is limited to 3 positive g, and 0 negative g. Abrupt control movements and turbulence beyond moderate intensity are to be avoided. PROHIBITED MANEUVERS All acrobatic maneuvers and spins are prohibited. GROSS WEIGHT LIMITS ‘The maximum allowable gross weights are as follows: Field Takeoff 28, 800 pounds Field Landing 24, 500 pounds LANDING GEAR, ‘The aircratt is Limited to two touch-and-goes and one final landing per flight. STORES External stores may be carried singly or in combina~ tion under the same flight restrictions that apply ‘without such stores except as noted below. 1-42 1. Takeoff or landing shall not be attempted with, asymmetric external loads in excess of 1000 pounds. Although lateral control with such loading is in gen- ‘eral adequate with aileron power boost on, if the power boost should fail, lateral control may become instantly inadequate. 2, Minimum airspeed with the ALQ-31 external store is 210 knots IAS; this is to prevent the ram air ‘turbine from dropping below its airspeed requirement. 3. Speeds at which buffeting or lateral instability are encountered shall not be exceeded. The approxi- mate speeds at which these phenomena occur are given in figure 1-18, 4, External store speed limitations are indicated in figure 1-17. "AERO 1A 150- AERO 1 300 STORES DISPENSER GAL, TANK Altitude (feet) Knots IAS Knots IAS. Sea Level 480 300 2, 500 480 300 5, 000, 480, 300 10, 000 445 300 20, 000, 375 300 30, 000 300 215 40, 000 245 220, Figure 1-17, Speed Limitations with External Stores ENGINE LIMITATIONS, RPM LIMITS Engine RPM limitations are as follows: 100% 95.5% 30-minute operation Continuous operation (max)NAVAIR 01-40FAB-1 APPROXIMATE BUFFET BOUNDARIES ~- ACCELERATION = g UNITS Section I Part 4 100 200 300 400 500 INDICATED AIRSPEED - KNOTS GROSS WEIGHT 21,000 LBS. Taisata7 Figure 1-18, Operating Flight Strength Diagram TOT LIMITS AIRSPEED CONDITION (KNOTS) ‘Turbine outlet temperature limitations are as follows Flaps 170 ‘Maximum continuous Indicator red line Upper hateh open 310 Start 960°C Upper hatch open (eseape chute Maximum for 5 seconds 850°C closed) 175 ‘Maximum acceleration 905°C Windshield wiper 200 STARTER LIMITS ‘The starter is restricted to two consecutive 30-second eyeles followed by a 30-minute cooling period. SYSTEM LIMITATIONS Systems operating limitations are as follows: AIRSPEED conprTi0n (KNOTS) Landing gear extension 150 Emergency landing gear extension 120 Speed brakes 345, INSTRUMENT MARKINGS ‘The limitation (red line) markings appearing on the instrument faces (figure 1-4) are as follows: INSTRUMENT RANGE MARKINGS FUEL BOOST OIL PRESS, OIL TEMP PRESS. Maximum 1785 psi 99°C 30 psi Normal 75-155 psi 80-90°C 10-30 psi Minimum 75 psi 30°C 10 pst ‘Tachometer 100 £1 Turbine Outlet ‘Temperature Individual engine red line 1-49/1-44NAVAIR 01-40FAB-1 Section IT SECTION II INDOCTRINATION ‘Table of Contents Ground Training Requirements Flight Training Requirements Safety and Survival Equipment Oxygen Requirements... . GROUND TRAINING REQUIREMENTS ‘The overall ground training syllabus for each activity varies according to local conditions, field facilities, requirements from higher authority, and the imme ate Unit Commander's estimation of squadron readi- ness. However, in order to ensure that all pilots are properly indoctrinated, thoroughly briefed, and ade~ ‘quately prepared to fly in the aircraft, certain specific courses must be standarized. The number of hours devoted to each course depends upon the progress, land circumstances pertaining to each command. An foutline of those courses and subjects that are required for all pilots is presented below. Also listed are the subjects upon which continued ground training is based. GENERAL REQUIREMENTS Before receiving familiarization flights in the EF- 10B, the FAM pilot must: 1. Possess a current medical clearance. 2. Meet physiological requirements of the current edition of OPNAVINST 3710.7 series. 3. Complete the EF-10B Ground Support Lecture covering the following subjects. Power plants Electrical systems Fuel system Hydraulic and pneumatic systems Pressurization Flight controls ‘Trim and stabilization Emergency procedures Escape system Flight characteristics and operating limitations Stalls and spins Preflight and hand signals Local area and facilities 4. Complete an emergency bailout drill, 5. Satisfactorily complete a blindfold cockpit check. 6. Complete a supervised engine start and taxi checkout, 17. Satisfactorily complete NATOPS open and closed book examinations on EF-10B operating Limitations, normal and emergency procedires, and aircraft systems, 8. Complete appropriate course rules examination. RECONNAISSANCE REQUIREMENTS ‘The aerial reconnaissance ground training syllabus will inelude: 1, ECM eystems and operation 2. Flight procedures 4. Basie aerial photography SUPPLEMENTAL REQUIREMENTS ‘The following subjects as guidelines should be in- cluded in the normal ground school syllabus that is supplemental and complementary to the flight training. 1. ‘Technical subjects NATOPS Flight Manual Aircraft Maintenance Manuals Ordnance 2. Tactical subjects Rules of engagement 3. Instrument flight planning and cross-country navigation General fight planning Instrument flight, OPNAVINST 3710.7 series Navigation equipment 4. Flight safety AAR reviews Emergency procedures Flight safety equipment Use of emergency arresting gear 5. Intelligence Military situation Functions and organization of Air Intelligence Security of information Aireraft recognition 24Section It NAVAIR 01-40FAB-1 Maps, charts, and aerial photographs BOB Enemy aircraft aerial tactics Anti-SAM tactics Amphibious operations Intelligence reports EF-10B fighter support briefs 6. Communications ‘Types of communications Brevity code Authenticator tables 7. Survival Physiological and medical aspects Physical fitness and first aid Survival on land and sea Pilot reseue techniques FLIGHT TRAINING REQUIREMENTS ‘The geographic location, specific flight training con- cept, local command restrictions, and other factors influence the actual flight syllabus and the sequence in which it is completed. This training is accom~ plished in the squadron. FAMILIARIZATION PHASE QUALIFICATION REQUIREMENTS ‘The following criteria will be met before specific {light phases 1. Before the familiarization phase, all pilots will have Completed the ground training syllabus covered under General Requirements. Satisfactorily completed three COT procedures familiarization periods, at least two of which must have been within fwo weeks of the first familiarization fight. 2. A qualified pilot will be assigned for a minimum of the first two familiarization flights and a FAM V check. CEILING/VISIBILITY REQUIREMENTS In general, the following ceiling/visibility minimums {or time-in model apply. ‘Time-in-Model Ceiling/Visibitity (ie) (ft) (mi) Oto 10 3000/5 /no ceiling penetration 10 to 20 8300/2: 900/1-1/2; 1,000/1 20 to 45 7100/1; 600/2; 500/3 45nd above OPNAV minimums Where adherence to these minimums unduly hampers pilot training, Commanding Officers may waive time- in-type requirements for actual instrument flight, provided pilots meet the following criteria. 1. Have a minimum of 10 hours in model. 2.2 2. Completed two simulated instrument sorties. 3. Completed two actual or simulated TACAN pene- trations to field minimums. ADDITIONAL PHASE REQUIREMENTS ‘Additional phase requirements include 1. Instruments (actual) [Be basic instrument qualified in series Satisfactorily complete an instrument progress ccheck on the instrument training portion of the aircraft series training syllabus and an in-type instrument check. 2. Night Be instrument qualified in series. 3. Cross-country Have 25 hours in series. Be instrument qualified in series. Satisfactorily complete a servicing checkout. Have at least one night familiarization flight. CURRENCY, AIRCRAFT FERRY, AND REQUALIFI- CATION REQUIREMENTS ‘To be considered currently qualified in the EF-10B, the pilot must meet the following requirements: Total Time in Pilot must have Within EF-IOB Series flown last 10 to 100 hours 5 hours 3 months 100 to 300 hours 10 hours, 6 months If these requirements are not met, familiarization phase requirements must be completed unless waived by the Commanding Officer. ‘Training requirements, checkout procedures, evalu- ation procedures, and weather minima for ferry Squadrons are governed by the provisions contained in OPNAVINST 3710.6 series. GENERAL REQUIREMENTS ‘Any pilot not flying for a two-week period after com- zmeneing a training syllabus will complete at least one COT procedures flight before his next EF-10B Aight. SAFETY AND SURVIVAL EQUIPMENT Flight safety survival requirements and equipment shall be in accordance with OPNAVINST 8710.7 series (OXYGEN REQUIREMENTS COnygen will be used during all flights. For takeoffs, Iandings, and all night flights above 5000 fect, 100 percent oxygen is recommended.NAVAIR 01-40FAB-1 Section IIT SECTION III NORMAL PROCEDURES ‘Table of Contents, Briefing/Debriefing . Flight Preparation. Preflight Procedures Prestart Procedures -. - Engine Starting Proflight Check - Taxling Takeoff: Climb Cruise Descent Approach - Landing +... Field Arrestments Post-Landing Procedures Night Flight Check Mooring»... BRIEFING/DEBRIEFING ‘The Commanding Officer shall ensure that every flight crew is properly briefed on all facets of the assigned mission. PREFLIGHT BRIEFING ‘These briefs are presented immediately before the launching of scheduled flights and, therefore, must be carried out in the most expeditious manner. Each brief shall include, but not be Limited to the following. 1. General Call signs ~ A/C assignments ~ A/C ‘configuration Times: engine start ~ taxi ~ takeoff ~ ehock Mission: primary ~ secondary Operating area Time on station 2. Weather Present weather: local area Forecast weather: local area ~ destination- alternate High altitude weather: winds ~ jet stream temperature Contrail band width 3. Communieations/Navigation Frequencies Radio procedure and discipline ~ visual signals Identification (IFF/SIF) ~ ADIZ procedures Mission route ~ control agencies Navigation aids Fuel/oxygen management 4. Conduct of Flight Taxi ‘Takeoff ~ rendezvous Climbout ~ formation Enroute procedures Conduct of mission Recovery: holding ~ penetration - GCA 5. Emergency procedures Aborts Divert fields Bingo and low fuel state Radio failure ~ ICS failure Aircraft systems failures ‘Loss of visual contact with flight Downed plane — SAR procedures Weapons systems failure FLIGHT PREPARATION When both créw members are present, it is recom- mended that a thorough briefing be conducted con- cerning normal and emergency procedures, crew coordination, and cooperation through the planned mission. CHECK Lists ‘The takeoff and landing check lists (figure 1-4), located on the pilot's instrument panel, list takeoff and landing procedures in general terms, and are used only asa reminder. ‘The pilot musi be thor~ oughly familiar with the complete procedures out- lined in this manual in order to understand how these items showld be checked. Each step within the check a1Section NAVAIR 01-40FAB-1 list must be performed or carried out in sequence as ‘outlined in the appropriate check list and NATOPS ‘Pocket Check List NAVAIR 01-40FAB-1B. PREFLIGHT PROCEDURES EXTERIOR PREFLIGHT Before signing the yellow sheet make certain that a preflight inspection form has been filled out, properly dated, and attached to the yellow sheet. Check at least ten of the preceding yellow sheets noting dis~ ccrepancies, and check to See if corrective action was taken. Perform exterior inspection as follows 1. Starboard engine intakes: check for foreign matter, damaged guide vanes or compressor blades, secarity of starter motor cover, and visible oil leaks. 2. Starboard center fuselage area: check hydrau- lie sight gage, Security of ammunition cans, and starboard engine oil. 3. Starboard wing area: check for hydraulic leaks, condition of tires (a thre with a cut through ‘more than two cords is unsatisfactory), down- locks removed and stowed, struts extended 2-3/4 inches minimum and clean, brake pucks extended to minimum of 1/16 inch puck. Check ‘gear telescoping rod jam mut secure and paint stripe on rod and nut lineup. Check hinges on ‘main gear doors for cracks. Check security of ‘wing pylon and security and fuel level of exter- nal tanks. Check wing fold for loose gear and frayed cable, and check spoiler for hydraulic leaks. 4. Starboard aft fuselage: chock tailpipe for ‘cracks, and check turbine blades for cracks or erosion. Check speed brakes hinge and fuse~ lage skin for eracks. Check radio compartment for security and for freedom from fuel leaks and control cables free. Note ‘The use of 115/145 AvGas results in varying shades of white or amber discoloration in the tailpipe and on exhaust turbine blades. 5. Center aft fuselage: visual inspection for security and cleanliness. 6. Port aft fuselage: tail bumper pressure gage 35 to 45 psi. Tail hook pressure gage 400 to 495 psi. Tail bumper extended, and tail hook retracted. Check turbine blades, fuselage skin, speed brake hinge, and tailpipe for cracks. 1. Port wing area: check spoiler for hydraulic leaks. Check wing fold for loose gear and frayed cables. Check security and fuel level of external tank. Check security of wing pylon. Check main gear door hinges for cracks. Gear 3-2 telescoping rod jam nut secure, brake pucks extended to minimum of 1/16 inch, strats ox- tended to 2-3/4 inches and clean, downlocks removed and stowed, condition of tires. Check for hydraulic leaks. 8. Port center fuselage: ensure that starboard engine oil is visible in screen. Check for security of ammunition cans. 9. Port engine intake: check for ofl leaks. Ensure that starter motor cover is secure. Check guide vane and compressor blade for damage. Cheek for foreign matter. 10. Radome area: ensure that radome is secure. 11, Nose wheel well: check alr conditioning sight gage for reading. 1980 = 50 psi on air pres~ sure bottles, downlock removed, nose radome crank secure, condition of tire, ‘strut extended 5 to 7 inches, shimmy dampor indicator ex- tended 1/8 inch, security of landing gear free~ fall cables, security of emergency escape chute door, and emergency escape chute valve ~ OFF. Note Due to the altitude restrictions of the aircraft and the maximum cockpit pressure differen tial, there is little danger of explosive decompression. 12. A general visual inspection shall be made of tail surfaces, wing butts, speed brakes, tail bumper, tail hook, fuselage, and engines for oil, fuel, or hydraulic leaks. Inspect the fuselage skin for cracks. All skin cracks must be stop-drilled. 13, Upper fuselage: check security of caps, and fuel level of forward, center, and aft fuel cells Cheek upper surfaces for security. Surfaces should be clean, PRESTART PROCEDURES (On Entering Aircraft Check of the cockpit should follow a routine similar to that listed below. Escape chate ~ cockpit exit doors open, gun bay doors. land lower escape chute door latched; secure cockpit exit door, Parachutes ~ checked Bailout bottles ~ checked ‘Oxygen equipment ~ checked Circuit breaker panel — IN, except auxiliary hydraa~ lic pump AN/ARN-6 ~ OFF.NAVAIR 01-40FAB-1 External stores relief handle ~ safety-wired External stores panel — OFF Fuel boost - OFF Wing tank press switch ~ VENT ‘Trim tabs ~ ZERO Flap handle ~ UP Master engine switch ~ OFF ‘Throttles - OFF Gust lock - OFF ‘Throttle friction — as desired Oxygen ~ 100 percent check pressure Gear handle ~ DOWN Landing gear emergency release handle ~ safety- wired Altimeter ~ SET Compass switch - CONTROL, Gun sight OFF Gyro-horizon ~ FAST-ERECT TACAN ~ OFF Rudder pedal adjust ~ as desired Emergency upper hatch release ~ safety-wired OFF ‘Master armament switch - OFF Gun control switeh - OFF Emergency flap handle/auxiliary hydraulic system control ~ safety-wired OFF Aileron power boost release ~ safety-wired OFF Windshield wiper - OFF Arresting gear hook ~ UP Air conditioning cockpit pressurization switch - OFF *APR-21 ~ OFF Wing fold control handle ~ Correspond with relative position of wing AN/ARC-52 or AN/ARC-27 - OFF *AN/ARC-94 ~ OFF Interior lights control panel ~ as desired *KY-28 — OFF Emengeney light switch — OFF Inverter selector switeh - EMER/STBY Lower escape hatch release handle ~ Stowed AN/APX-6— OFF Master radio switch — ON Battery — momentary ON/OFF (22V minimum) ECM power switches ~ OFF ECM inverter circuit breakers — OUT *Aircrait with AFC No, 199 incorporated Section 11 ENGINE STARTING 1 2 10, 1 12, 13, a, 15 16. Check fire warning system on cach engine, For night flights check operation of all interior and exterior lights. Normally start left engine first. Hold one finger up to the Plane Captain. When he answers your signal, turn boost pump ON, check fuel pressure 10 to 30 psi, master engine switeh ON; depress starter button until an indi~ cation of an rpm rise is noted. ‘At rpm indication of 10 pereent move the throttle outhoard striking the igniters; immedi- ately advance throttle to a point midway between idle and cutoff detent. Continue to make contact with the igniters while maintaining a hand on the throttle in order to control the TOT closely after lightoff. Observe TOT; a delay ean be expected before Lightoff indications. If no lightoff oceurs with~ in the 30-second start cycle, follow False Start procedures described in Section 5. ‘The starter normally disengages at 25 to 30 percent; if the engine does not accelerate beyond 80 percent, throttle off, pull starter circuit breaker, mastor engine switch OFF, and follow False Start procedures. Check for 10 psi oll pressure; check hydraulic system for 3000 psi After Plane Captain has signalled thumbs up, indicating post engine operation, hold two fingers up. When he answers your signal, repeat starting procedures on the right engine. So that crewmen who might be on the other Side of the aireraft will not be injured, do not start second engine until the signal to do so is given. When both engines are started, give signal to disconnect starting unit and immediately place battery switch to BATT-GEN. Aux Hyd pump eireuit breaker — IN. ECM No. 1 inverter circuit breaker ~ IN. Radio and navigation equipment — ON. Check fuel gage. Instrument power inverter switch ~ NORMAL. Check all instruments for normal indications. 3-3Section 1 NAVAIR 01-40FAB-1 17. Give Plane Captain thumbs up when internal checks are completed. 18. On signal from the Plane Captain conduct, external checks (flaps, speed brakes, arrest ing hook, spoilers, wing fold). 19. Pretaxi checklist completed. PREFLIGHT CHECK ‘The following items should be checked at regular intervals when the aircraft is on the ground and when- ever possible before flights to ensure proper func= toning of the system. OXYGEN SYSTEMS CHECK ‘Turn oxygen shutoff valve to ON. 2, Pressure gaye should read 1800 + 50 pst if the cylinder is fully charged. 3, Test the breathing tube couplings: blow into the ‘open end of the disconnect until the flow indica~ tor face opens. Seal the end of the disconnect with the tongue. If the flow indicator does not close within five seconds, the leakage is within acceptable Limits. If leakage exists, check the ‘coupling, outlet elbow, and breathing tube clamps for tightness. 4. Attach the mask to the regulator couplings and hold the mask away {rom the face while turning the manual SAFETY PRESSURE switch to ON for 1 to 2 seconds to ensure that the mask is free of debris and clean of ofl or grease. Re- turn the manual SAFETY PRESSURE switch to OFF. 5. Check mask fit by attaching to the helmet as in fight. Turn the manual SAFETY PRESSURE, switch to ON. Take a deep breath and hold. ‘Note the position of the oxygen flow indicator. I the flow indicator opens all black) a leak is, indicated. Tighten the mask straps until the flow indicator closes (white face) indicating a leaktight mask seal has been obiained. Resume breathing and turn SAFETY PRESSURE switch to OFF. 6. Breathe several times with the regulator air valve in both NORMAL OXYGEN and 100% OXYGEN positions and with the SAFBTY PRES- SURE switch ON, to check regulator operation. and observe the flow indicator for a blink, verifying the positive flow of oxygen. FUEL BOOST CHECK When starting engines, turn fuel boost pumps on one at a time to prevent the possibility of unobserved fuel leakage on the engine yet to be started. Check to see that the proper fuel boost pressure gage is indicating, from 10 to 30 psi, This check will also reveal a possible reverse in the electrical or fuel connections. 34 HYDRAULIC SYSTEM CHECK Check operation of the left-hand engino-driven hydrau- Iie pump when starting the left-hand engine. ‘The by~ draulic pressure gage should read 3000 psi since the hydraulic system remains pressurized as long as the landing gear is extended and the engine is running. ELECTRICAL SYSTEM CHECK 1. Increase the engine speed gradually until the voltmeter reads approximately 27 volts. Tf the generator warning light goos out, it is an indi feation that the reverse-current relay is func~ tioning properly 2, Increase the engine speed and check the volt meter. The voltmeter reading should not inerease beyond 28 volts and should remain at that reading regardless of any further increase in engine speed. 3. A takeoff should not be made if the generator ‘warning lights are on or if the voltmeter read- ing 18 too high (above 28.5 volts). TAXING, 1. Exercise extreme caution while taxiing in con fined areas. The responsibility for safety of the aircraft rests solely with the pilot. Pump brakes to ensure positive braking action and signal for removal of chocks. Make sure ‘the area to the rear of your aircraft is clear before adding throttle for initial taxi. Advance the throttle and roll straight ahead, keeping in mind the aircraft and ground-handling equip- ment on either side of your aircraft. Wheel brakes should be used to steer the aircraft. Ile or slightly higher rpm will be sufficient for normal taxi speeds. 3. Follow other aireraft at sufficient distance to avoid induction of foreign objects into the air- craft engine intake ducts. Bring the aireraft to a stop before taking the duty for takeoff and complete the cockpit mounted takeoff checklist (figure 3-1). ‘The takeoff checklist should not be completed while taxiing. 5. Damage to asphalt can be caused by the blast ‘and heat from the tail pipes. Keep the aircraft moving if possible and use reduced power Settings when taxiing on asphalt. ‘TAKEOFF NORMAL TAKEOFF 1. With the aircraft lined up on the ranway, apply brakes and increase engine rpm to 100 percent.NAVAIR 01-40FAB-1 LANDING SHOULDER HARNESS AUTO PILOT ARMAMENT SWITCH SPEED BRAKES TRIM TABS UPek HATCH ARRESTING HOOK LANDING GEAR FLAPS Section IIL TAKE OFF ESCAPE CHUTE WING Lock PER HATCH SPEED BRAKES AUTO PILOT TRIM TABS. FUes SHOULDER HARNESS Figure $-1. Takeoff and Landing Check Lists fall instruments indicate proper readings, release the brakes and commence takeoff run. ‘When starting takeoff roll, use the brakes to maintain directional control until the rudder becomes effective (approximately 50 knots). 3. At 80 to 90 knots, use slight back pressure, but pot enough to Lift the nose wheel off the runway. At 120 knots, increase back pressure to as- sume takooff attitude, and the aireraft will fly off smoothly Note UW extreme nose wheel shimmy is encountered oon takeoff roll, apply back pressure on the control stick to reduce the Weight on the nose wheel. 4. When safely airborne, apply brakes to stop the wheels from spinning and retract the landing gear before reaching 150 knots. Note ‘The landing gear will retract in approximately six Seconds. 5. At 150 knots and at least 200 feet AGL retract, the flaps, 6, Turn air conditioning and pressurization switch 1. Accelerate to climb schedule. ‘TAKEOFF ABORTS Aborts during takeoff wil be immediately announced ver the ratio by the pilot. If possible, continue straight ahead (o alow the next aircraft to clear the abort, and thereafter clear the rupway as expeditI= Susiy’as possible. Raising the aps, speed brakes Gut, maximum braking, and securing of engines, will fhateriaily reduce the distance of rollout. I an engagement of emergency arresting gear cable is an- {icpated, engage i on tie tunway heading and in the center of the runway. MINIMUM RUN TAKEOFF For a minimum run takeoff, the controls should be set in the same position as for a normal takeoff, ‘except that the flaps should be full down. cup Refer to Section XI. CRUISE Refer to Section XI. DESCENT. Before descent, after prolonged cold-soaking at high altitudes, the cockpit temperatures should be in- creased. Set the power at approximately 80 percent, extend speed brakes, and descend at a speed of 250 knots. For maximum range glide, refer to Emer- gency Procedures (Section V). The descent speed is maintained without the use of speed brakes. APPROACH 1. The visual entry for break will be made in the cruise configuration at an airspeed between 250 nots and 800 knots. Altitude and airspeed for entzy Will be in accordance with local instrue= tions. 2. The desired particulars and configuration for the 180-degree position are as follows: Distance abeam 6000 to 7000 feet Altitude 1000 feet AGL or as specified in local ‘operations instructions Airspeed 140 knots Landing gear Down Flaps: Full DOWN,Section 1 3. The turn at the 180-degree position will be commenced 3 to 5 seconds beyond the exact abeam position. 4. Complete and report the cockpit mounted land= ing checklist. 5. The approach is planned and made to arrive at the 90-degree position at approximately 500 fect AGL and an airspeed of 125 to 130 knots. 8. ‘The final approach should use the mirror land- ing system as an aid for determining rate of descent and touchdown point. Before touchdown the pilot will be flying at a speed of 110 knots with up to 3000 pounds of fuel remaining. For ‘each additional 1000 pounds of fuel, add 5 knots to the approach speed. LANDING NORMAL LANDINGS Under normal runway and landing conditions, landing rollout can be reduced by using aerodynamic braking until the nose falls through, at which time wheel brakes will be applied until stopped. MINIMUM ROLLOUT LANDINGS ‘A minimum rollout landing is accomplished by open ing the speed brakes on touchdown, raising the flaps ‘when the aircraft is solidly on the runway, and using maximum wheel braking. WET RUNWAY LANDINGS Wet runway landings are made in the same manner as normal landings, except that care should be taken to avoid skidding. Whenever possible, plan for a field arrestment. (CROSSWIND LANDINGS Ina crosswind, use a combination of crab and wing down, Just before touchdown, correct the airerafl's heading parallel to the runway heading. ‘TAKEOFF IF LANDING IS NOT COMPLETED Advance the throttle smoothly. 2. Close the speed brakes. 3. Raise the landing gear when safely airborne, 4. Raise the flaps at 150 knots, 200 feet AGL. FIELD ARRESTMENTS ‘There are several types of field arrestment equip- ment, ‘The types of arresting gear include the anchored chain cable type, MOREST-type, tape, and ‘waler-squeeze equipment. At most USAF bases and many USN/USMC [elds there 1s some form of jet 3-6 NAVAIR O1-40FAB-1 barrier, usually a Davis type. It is imperative that all pilots be aware of the type, location, and load imitations of the gear in use. Normally, the abort or short field, and overrun or normal arresting gear, are rigged at all times. In general, the arresting gear is engaged on the centerline at as slow a speed as possible. SHORT FIELD ARRESTMENT ‘At any time before landing, when you know that a directional problem exists or a minimum rollout is desired, the short field equipment is used. In addi tion, an LSO, equipped with a radio, should be sta~ tioned near the touchdown point to aid the pilot in landing. ‘The hook should be lowered while airborne ‘and a positive hook check made. The pilot lands just short of the arresting gear with his shoulder harness locked and his feet off the brakes. Be prepared for a waveoff if the gear is missed. NORMAL OR LONG FIELD ARRESTMENT ‘This situation occurs when a stopping problem exists ‘with insufficient runway remaining. Lower the hook {in sufficient time for it to effectively extend (normally fat 1000 to 2000 feet in front of arresting gear). Do not lower the hook too early and scrape off the hook point. If the arrostment is to be made at night, the pilot should request to have the position of the arrest- ing gear illuminated, FIELD BARRIER If the fleld barrier is to be engaged, the aircraft should be in a three-point attitude and the engines secured, POST-LANDING PROCEDURES 1. After clearing the runway, the following is to be accomplished. ‘Air conditioning and cockpit pressurization— Orr IFF- OFF Speed brakes ~ IN Flaps ~ UP. Navigation equipment — OFF Inverter ~ STBY or EMERGENCY Inverter No. 1 circuit breaker ~ OUT Oxygen - OFF 2. Wing folding procedures: Bring the aircraft to a complete stop. Check spoilers faired with the wing. Wing fold handle to full UP position. 1. Left engine Set 60 percent and allow TOT to stabilize. Close throttles rapidly avoiding contact with the ignition system. Engine rpm below 10 percent ~ boost pump OFF, master engine switch OFF.NAVAIR 01-40FAB-1 Section I MAIN GEAR TIE-DOWN NOSE GEAR TIE-DOWN Figure 3-2. Mooring 2. Right engine NIGHT FLIGHT CHECK Shut down the right engine in the same manner as the left engine. Master radio sviteh ~ OFF. Check the operation ofall interior and exterior lights. Bat-Gen suiteh ~ OFF (engine xpm below Spare light bulbs are earried in container atthe for- 10 percent. ward end of the right-hand side of the center console. HYDRAULIC PUMP CHECK oo A, Bi ailte nme Ate vel chant it If the exterior lights master switch is placed In elther the CODE, FLASH, or STEADY po- ‘Tho Left engine-driven hydraulic pump is sition, the approach ligt may be checked by checked by starting te left engine first and Towering the arresting hook noting 2000 psi on the hydraulic gage. The right engine-driven hydraulic pump 1s checked by shitting down the elt engine first MOORING. and noting 3000 pet on the hydraulic wage Surface controls ~ locked, BEFORE LEAVING THE AIRCRAFT 1. All electrical switches - OFF. Seen oe 3. If gusty wind conditions prevail, tie the air- 3. Gust lock ~ LOCK position. ceratt down (figure 3-2) 3-9/3-8NAVAIR 01-40FAB-1 Section IV SECTION IV FLIGHT PROCEDURES ‘Table of Contents Flight Procedures... . Flight Characteristics - Stalls Spins Acrobatics Climb Schedale Formation Rendezvous Night Flying Power Plant Operation « Fuel System Management Post-Maintenance Check Procedures FLIGHT PROCEDURES ‘The following general flight and operating procedures are provided to minimize confusion, maintain air diseipline, and achieve maximum effectiveness in the air. The general briefing guide (Section IM) will be used to brief each flight. Any mission not covered by the briefing guide must be briefed by a qualified individual who has thorough knowledge of all aspects of the mission, FLIGHT CHARACTERISTICS STABILITY ‘The EF-10B aircraft possess positive longitudinal stability in all configurations except in dives to high ‘mach number ‘TRIM CHANGES Longitudinal trim changes are small. Asymmetric power trim change is small except at low speeds and large asymmetric power. SPEED BRAKE USE ‘The speed brakes are operated by the switch on the inboard throttle control grip. Extension of speed brakes causes a slight nose up pitch. AILERON SPOILER EFFECTIVENESS ‘The spoilers are provided to improve the lateral control characteristics of the aircraft. The rate of roll Is Increased by diminishing the lift of the down wing in the turn maneuver. The effectiveness is ‘greatest in the higher speed ranges. However, at approach speeds the lateral control is moderately improved. STALLS ‘The stalling characteristics are normal and the air craft has very little tendency to roll at the stall. The ailerons remain effective and will provide lateral ‘control through the stall. Although a mild stall warn- {ng in the form of general aircraft and tail buffeting is, present, the warning occurs too close to the stall (from one to four knots above stall) to be considered a reliable warning. This is especially true in the power approach configuration, where the very low control force stability tends to ageravate the possi- bility of inadvertent stalling. During flap-up stalls, some warning is present in the form of general buf- feting. However, only a minor amount of warning exists in the landing condition. STALL WARNING DEVICE. ‘The aircraft is equipped with a warning device to warn the pilot of impending stalls. A sensing unit ‘mounted in the leading edge of the right wing actuates a small electrical motor on the pilot's control stick, ‘causing it to shake the stick. Warnings are given at percentages of stalling speed above stalling speed. ‘Therefore, a slight shaking of the stick will be experi enced at 15 percent above stalling speed, and a more severe shaking at 5 percent above stalling speed. POWER-OFF STALLING SPEEDS APPROXIMATE INDICATED STALLING SPEEDS (KNOTS) Gross Weight Flaps Up Flaps Down 25° Flaps Down 40° lb) Gear Up Gear Down Gear Down 15,000 88 78 4 18,000 96 86 82 21,000 103 92 88 24,000 111 99 a4 27,000 118 105 100Section IV POWER-ON STALLING SPEEDS TAKEOFF POWER, FLAPS DOWN 40 DEGREES, GEAR DOWN Gross Weight Approximate Indicated ab) ‘Airspeed (knots) 18,000 18 21,000 85 24,000 1 27,000 Co STALLING SPEEDS GEAR DOWN, FLAPS FULL DOWN GROSS WEIGHT (LB) Percent RPM 18,000 21,000 24,000 27, 000 STALLING SPEED (KNOTS) POWER-OFF or IDLE a) 9% 100 WDLE-855 8087 93 99 85% — 95% 1m 8 2 9 9% 100% 78 85 7 STALL RECOVERY ENGINE OPERATION In stall recovery the turbine outlet temperature is of utmost importance, During and before stall recovery the use of power may cause an increase in turbine ‘outlet temperature beyond maximum limits and may lead to possible engine failure. During stall recovery, power should not be applied until recovery is well under way or completed. SPINS spin tests show that the aircraft is markedly resistant to entering a spin, particularly with any power above idle. The spin itself is very steep with the aircraft axis 60 degrees to 80 degrees nose down. Recovery 4s easily accomplished by application of opposite rudder followed by use of down elevator. If flaps or speed brakes are in use, they should be retracted before spin recovery is attempted. If a normal erect spin is entered inadvertently with external stores aboard, use recovery procedure as outlined above. Ifthe aircraft does not respond satisfactorily, jetti gon the external stores and repeat recovery proce- dure, Intentional inverted spins are not permitted; however, if an inverted spin is entered inadvertently, immediate recovery should be attempted by neutraliz~ ing rudder and ailerons and plaeing the stick aft. 42 NAVAIR 01-40FAB-1 ACROBATICS Acrobatics, steep dives, or spins are not authorized in the EF-10B aireraft.' Do not use snap pullouts in recovering from dives, Do not move the controls abruptly in any maneuvers at high speeds. (CLIMB SCHEDULE ‘The normal climb schedule starts at 280 knots indi- eated airspeed at sea level, reducing 10 knots for every 5000 feet of altitude. ‘The airspeed for best rate of climb varies with weight, external load, altitude, and power setting. 1. Normal power (95.5 percent rpm). The best climbing airspeed at gross weights between 20, 000 and 22, 000 pounds is approximately 240 Iknots IAS from sea level to 20,000 feet. From 20, 000 feet to service ceiling the best climbing airapeed is approximately 200 knots IAS. 2, Military power (100 pexeont rpm). The best climbing airspeed at gross weights between 20, 000 and 22, 000 pounds is approximately 270 knots TAS from sea level to 20,000 feet. From 20, 000 feet to service ceiling the best climbing airspeed is approximately 220 knots TAS. Note If time in climb is anticipated to be more than 80 minutes using 100 percent rpm, best climb performance will be gained by using 95.5 per~ ent during the initial phase of the climb. FORMATION 1. Formation flight in the EF-10B is enjoyable and easy. One hazard ts the lack of visibility aft and gut of the right side from the pilot's seat, but this ean be overcome by keeping heavy- right whenever possible, 2. Normal parade formation in the aircraft will use 5 feet of stepdown, 5 feet wingtip clearance, and with the flight on a 30° angle off leader's cockpit (well forward). When in echelon the leader's wingman will set the example; the second section will line up canopies. 3. For normal cruise to and from target, the angle off is increased to 40 to 50 degrees with 200 to 300 feet of lateral separation to provide ade~ quate lookout doctrine. 4, Section takeoffs will be from right echelons only. RENDEZVOUS 1. Keep the aireraft ahead constantly in view. Keep the nose of the aircraft slightly anead of the leader's, with your speed equal to or slightly in excess of the leader's. As the wingman ap- proaches the leader he should assure that he isNAVAIR 01-40FAB-1 aft the leader's beam. To avoid overshooting, excess speed must be reduced before reaching the wing position. As necessary, the wingman should abort rendezvous by leveling his wings, sighting all alreraft ahead, and moving to the ‘outside of the formation. ‘During rendezvous only enough stepdown should be used to insure separation of the aircraft ahead. If one plane is "sucked" during rendezvous, the pilot shall move to the outside of the leader, All relative ‘mation should be stopped before joining up to the inside wing position; a cross-under to the ‘outside ean then be made. 2, During a running rendezvous, caution must be ‘observed in the final steps of joining up since relative motion is difficult to discern when ap- proaching from the rear. 3. When possible, rendezvous should be conducted fright turn due to limited visibility of the pilot. NIGHT FLYING Lights should be used as required. The proper use of oxygen during night flights is of particular importance. Oxygen should be used on all fights with cockpit altt- tude above 5000 feet. POWER PLANT OPERATION MAXIMUM ENGINE SPEED ‘The engines should never be operated above 95.5 per- cent rpm for more than 30 minutes in any one run. After 30 minutes of continuous operation above 95.5 percent power, a cooling period of at least 10 minutes at less than 95, 5 percent zpm must be allowed before higher power is again used, 95.5 percent rpm is the ‘maximum allowable for continuous operation, COMPRESSOR STALL At altitudes above 30, 000 feet, abrupt increases in engine speed or decreases in airspeed can result in ‘compressor stall. This is a condition of compressor pulsation accompanied by fluctuations of engine rpm and turbine outlet temperatures, It can be eliminated, if recognized immediately, either by increasing air~ speed, decreasing engine rpm, or both. If allowed to continue, this condition of compressor instabi ean result in deadband operation, whereby turbine outlet temperatures increase beyond limits, with resultant loss of control of engine rpm and turbine outlet temperature. In extreme cases where turbine outlet temperature has exceeded the limits, it will be necessary to retard the throttle for the affected en- gine to cut off the fuel flow. When the turbine outlet temperature has reached a safe limit, the throttle may then be slowly advanced until the desired engine rpm has been reached. At high altitudes care must be taken to advance the throttle slowly to avoid com- pressor stalls. Section IV. SINGLE ENGINE OPERATION During single engine operation, the throttle of the windmilling engine must be cracked for 30 seconds at 90-minute intervals, unless the engine has been ‘Shut down due to a failure and fire exists. This allows fuel to flow through the engine-driven fuel pamp to maintain lubrication of the fuel pump and thus prevent it from overheating. FUEL SYSTEM MANAGEMENT FUEL FLOW ‘The fuel system (figure 1-8) is so arranged that the aircraft center of gravity is automatically held within allowable limits as fuel is consumed and no manual selection of internal fuel cells is required, The fuel ‘switches must be on during all engine operations since the fuel switches control the fuel shutoff valves fand the fuel boost pumps. FUEL TRANSFER Under certain conditions, it is possible for the total engine fuel consumption to exceed the external tank fuel transfer rate. Therefore, a drop in fuel quantity in the main fuel cell system is not always a true indi~ cation that the external tanks are empty. After the landing gear is retracted, approximately $0 to 40, minates will be required for completion of the trans- fer operation at high power operation. Such a time interval should be allowed to elapse before accepting 1 drop in fuel quantity 8 definite indication of empty external tanks. POST-MAINTENANCE CHECK PROCEDURES Only qualified pilots, designated in writing by the Squadron Commanding Officer, will conduct post ‘maintenance flight checks in squadron aircraft. Be- fore being designated, each pilot will meet the following minimum requirements, 1, 100 flight hours in model. 2, Will be thoroughly familiar with the following publications. a. EF-10B NATOPS Flight Manual. b. NAVAIRINST 47.2 series. 3. Have received briefing by Squadron Operations Officer and Squadron Maintenance Officer con- cerning test procedures and use of flight test cards. SAFETY Safety of operations will be paramount and final deci~ ‘sions on questionable conditions, practices, or border line situations shall be in favor of safety. 13Section IV NAVAIR 01-40FAB-1 POST-MAINTENANCE CHECK FLIGHT PROCEDURES 1. Post-maintenance check flights will be flown only by designated pilots. 2, The flight duration shall be planned for the ‘minimum time necessary to check all required systems for operations use. Squadron check ‘ight cards will be used for all post-mainte- nance check flights 3. Thorough preflight and ground checks will be completed before a post-maintenance check ‘light. 4. Post-maintenance check flights shall be con- ducted within the local area and away from populated areas when feasible. Post-maintenance check flights should be con- ducted under VFR conditions during daylight 44 hours. However, if the Squadron Commanding Officer determines that a requirement exists to conduct a post-maintenance check flight dur- Ing night/IFR conditions, he may authorize it. ‘The necessity for flight under other than VFR conditions should receive adequate considera- tion, and the Unit Commander shall not delegate this authority. Post-maintenance check flights may be in com ‘bination with operational flights, provided the operational portion of the flight is not conducted ‘until the check pilot is satisfied that the aircraft is safe for operational flights. All post-maintenance check flights will be sche~ duled through the Squadron Operations Officer who will assign a designated pilot for the post- maintenance check flight. ‘The Maintenance Officer will control and issue the check cards. Pilots will receive any instructions peculiar to the aircraft being checked from the Squadron ‘Maintenance Officer.NAVAIR 01-40FAB-1 Section V| SECTION V EMERGENCY PROCEDURES ‘Table of Contents Emergency Procedures Ground Emergencies ‘Takeott Emergencies Inflight Emergencies . . Engine Fuel System Failure Aileron Power Boost Pressure System Failure External Stores Jettison . . Electrical Systems Malfunctions Bailout Procedures Oxygen System Emergency Procedure Landing Emergencies Ditehing Procedures. Fire On Shutdown Miscellaneous Emergeney Equipment EMERGENCY PROCEDURES Knowledge of the alreraft and emergency procedures must be reviewed on a regular basis to ensure that the crew will take the correct course of action when faced with difficulties. ‘The initial training should be thorough in this respect. Above all, the crew must recognize and admit the emergency situation, then take positive steps in accordance with recomimended procedures. Due to the many situations that can arise concerning emergencies, it is impossible to sset an absolute policy. ‘The crew must consider all factors of a given situation and then take appropriate action for the particular situation. The following are some Likely courses of action and recommended ways of handling certain emergencies. GROUND EMERGENCIES FALSE START If the engine fails to start within 30 seconds after crank, perform the following. Throttle ~ OFF 2. Fuel boost OFF Engine master switch ~ OFF 4, Starter circuit breaker ~ OUT 5. Give THUMBS UP signal to Plane Captain. Two 80-second starting periods are allowed, Alter the first starting period, investigate the cause of the false start before attempting a second. After a second false start, let the starter cool for 30 minutes, ENGINE FIRE ON START If the Plane Captain gives a TURN UP signal, there is a fire; perform the following. 1. Throttle - OFF 2, Fuel boost - OFF 3. Starter circuit breaker ~ IN 4, Engine master switches ~ OFF 5. Crank button - DEPRESS (crank engine) I ire persists, the ground crew introduces PPK into the air intake duct or between exhaust pipe and cowling. PPK may be used in the cowl around the tail pipe, but not within the tail pipe itself as damage to the engine may result. HOT START If the turbine outlet temperature exceeds 960°C, momentarily, or 850°C for 5 seconds during start, shut down the engine immediately, and issue a report on yellow sheet. HOT BRAKES Hot brakes can be expected when the takeof is aborted, excessive braking is used after landing, or from dragging brakes. Any of these conditions could raise temperatures to a point where normal takeoff 5-1]Section V ‘would heat a wheel enough to produce explosive fail- ture. Time temperature histories indicate that normal {axiing, takeoffs, and touch-and-go landings do not significantly increase wheel temperature. Hot Brake Procedures 1. Taxi (or have aircraft towed) to nearest hot brakes area, If hot brakes are discovered on the line, promptly taxi or have aireraft towed to an isolated position, and warn personnel to stay clear. Notify tower to alert crash crew. Park aireraft with wheel axis pointed in safe direction. Tire/wheel fallure usually occurs after re turning to the line. ‘This is because maximum transfer of heat from the brake discs to the ‘wheel usually requires 15 to 20 minates. Therefore, should It become necessary to approach the aircraft, personnel should move toward the aircraft {rom the front or rear, novor from the sides. Where hot brakes result in fire, the use of dry chemicals in preference to COg and foam (as fire extinguishing agents on tires and brakes) is recommended due to metal stresses caused by the cooling action of COg. EMERGENCY EGRESS 1. Open cockpit entrance hatch 2. Unstrap De art | TAKMOFF EMERGENCIES ABORT PROCEDURES 1. Throttles - OFF 2. Arresting hook ~ DOWN 3. Flaps — UP. 4. Maximum wheel braking 5. ‘Transmit abort Engine master switches ~ OFF 7. Fuel boost ~ OFF 8. BATT/GEN switch - OFF FIRE DURING TAKEOFF ROLL 1, Execute abort procedures if sufficient runway length is available. 52 NAVAIR 01-40FAB-1 2. [unable to abort. Continue takeoff External stores ~ JETTISON When airborne, Gear - UP. Flaps ~ takeoff setting Secure affected engine Note ‘The prime consideration prior to securing the affected engine is to gain flying speed and altitude. ENGINE FAILURE DURING TAKEOFF 1. Execute abort procedures if sufficiont runway length is available. If unable to abort (gear and flaps down). Continue takeot! External stores ~ JETTISON Flaps ~ FULL DOWN Seat ~ LOWER Throtties - OFF Engine master switches — OFF Fuel pump switehes ~ OFF BAT/GEN switch - OFF Land straight ahead INFLIGHT EMERGENCIES ENGINE FIRE If an engine fire occurs during flight, warning will be given by the fire detection warning lights. The fol- lowing procedure should be employed, 1. Throttle — IDLE, If fire indications are positive, secure the engine 3. Fuel boost - OFF 4, Engine master switeh ~ OFF 5. Cut off all electrical power to the engine by pulling the required circuit breakers ‘The fire itself may destroy the fire warning circuits causing the warning light to go out. If the warning light goes out, check the circuit by using the fire detector test switeh (figure 1-3)NAVAIR 01-40FAB-1 ELECTRICAL FIRES In the event of a fire in the electrical system, the following procedure should be applied. 1, Turn OFF the battery-generator switch. 2. Turn off all electrical equipment except fuel boost switches. 3. Ifthe fire is extinguished and certain ctreutts are needed for the operation of the aircraft, turn the circuits on one at a time, starting with the battery-generator switch and watch for the one that caused the fire. WING FIRE a wing fire occurs during night flight operation the following procedure should be applied. 1, Turn the switches which control all the lights: within the wing OFF. 2. Attempt to extinguish the fire by sideslipping the aireraft away from the wing fire. 3. If fire persists, abandon aircraft. FUSELAGE FIRE Ifa fuselage fire develops it 1s not possible to eut off the fuel supply from any one tank as no fuel selection is incorporated in this aircraft due to the gravity feed system. With fuselage fires that are uncontrollable by means outlined in previous paragraphs, it is left to the pilot's discretion whether to land immediately or to abandon the aircraft. SMOKE IN THE COCKPIT M there is smoke in the cockpit proceed as follows Oxygen ~ 100% 2. Air conditioning and cockpit pressurization Switch ~ OFF SINGLE ENGINE FAILURE If one engine fails during flight after flaps and gear are up, proceed as follows. ‘Operative engine ~ 100% rpm 2, Secure inoperative engine 3. Trim atreraft Execute air start procedures on inoperative engine If prolonged single-engine flight is to be main= tained, readjust the operative engine for a ‘single-engine flight in accordance with Section XI Section ¥| DOUBLE ENGINE FAILURE INFLIGHT/ PRECAUTIONARY APPROACH Should both engines flame out, and air start proce~ dures are unsuccessful, efforts should be concen- trated on making a safe forced landing or bailout, depending upon the terrain or other factors. Ifa pilot commits himself to a dead stick landing when flying at high or medium altitudes, he should execute the following general procedures. 1. ‘The recommended glide speed should be estab- Ushed. The best range glide speed varies from 175 knots 1AS with full internal fuel tanks to about 145 knots IAS with no fuel. With ex- ternal stores the glide ratio is 14:1 and in the clean configuration the glide ratio is 15:1. See figure 5-1 for a plot of gross weight versus air- speed for best range glide. The indicated air- speeds on this chart will give the theoretical maximum gliding range, but strict adherence to these speeds is not critical as a 10-knot deviation in recommenced airspeed will cause only a 1 to 2 percent loss of gliding range. The ing range in the clean and landing configu- ration is shown in figure 5-2. 2. The engine-off rate of descent at various alti- tudes is shown in figure 5-3. 3. During engine-off descents at normal glide speed, the engine windmill speed varies from approximately $1 percent rpm at 35,000 fect to AL percent rpm at sea level. Engine windmill speed versus pressure altitude at an indicated airspeed of 160 knots is shown In figure 5-4. 4. The windmilling engines provide sufficient hydraulie pressure to actuate the landing gear, flaps, and speed brakes within an acceptable time. At 12 percent windmill ypm the landing gear will extend and lock in approximately 15 Seconds and retract in 30 soconds; the flap will lower in about 7 seconds and retract in about 5 seconds; the speed brakes will open in about 11 Seconds and close in approximately 7 seconds. ‘At higher windmill speeds the hydraulic compo- nents will operate faster, but the times are representative of the average dead-stick approach. Hydraulic pressure remains at approximately $000 psi when no hydraulic components are being operated. Aileron boost is retained throughout the dead-stick approach. Brakes are available, but require a higher pedal force than normal. 5. Generator power Is lost when both engines are flamed out, which results in the loss of the secondary and monitor busses. Necessary ‘components on the secondary bus such as radio| land flight instruments may be regained by placing the battery-generator switch to BAT ONLY. Unnecessary electrical loads should be turned off before placing the battery~ generator switch to BAT ONLY. When the Tanding gear handle is placed in the WHEELS DOWN position, the secondary bus is energizesNAVAIR 01-40FAB-1 180} Figure 5-1. Airspeed for Best Range Glide Figure 5-2. Engine ~ Off Glide RangeNAVAIR 01-40FAB-1 Section V_ Figure 5-8. Engine ~ Off Rate of Descent Figure 5-4. Engine Windmill SpeedSection V automatically. If an air start is to be attempted, itis advisable to conserve the battery to insure sufficient power for the air start. 6. Moderate windshield frosting will probably occur during the engine-off descent due to the loss of the air conditioning system. When the relative humidity is low, the frosting will be very light. PRECAUTIONARY APPROACH ‘The recommended pattern for a precautionary ap- proach is shown in figure 5-5. The flaps should be Iowered before reaching the initial point. If the ap- proach is being made to a suitable airfield, the land- Ing gear should also be lowered before reaching the initial point. ‘The following breakdown shows rocom- ‘mended glide speeds and pattern altitudes for a precautionary approach. 1. Bost glide speed for clean configuration with one-half internal fuel: 160 knots TAS. 2. Approach speed in landing configuration: 130 to 135 kmots TAS. 3. Optimum altitude at initial point (gear and flaps down): 4000 feet. 4. Optimum altitude at 180-degree point (gear and flaps down): 2100 feet. 5. Optimum altitude at 90-degree point (gear and flaps down): 1200 fect. Minimum altitude at inttial point (gear and flaps upl: 3000 feet. ‘Minimum altitude at 180-degree point (gear down): 1500 feet. ‘An error of 500 feet at the initial point and 300 fect at the 180-degree point will cause no difficulty. In ‘an actual precautionary approach the speed brakes should not be used except on the final approach in conjunction with slipping and lowering the nose to correct for overshooting the intended landing point. ft appears that the initial potnt will be reached with less than 3200 feet, the flaps, gear, and speed- brakes should be extended early and a straight-in approach effected. ENGINE SHUTDOWN DURING FLIGHT Emergency stopping of-engines is accomplished by normal shutdown procedire. For shutdown procedure for engine fire in fight see ‘tho paragraph on Fire During Flight, page 5-2, AIR START PROCEDURE If an engine shuts down in flight and aireraft per- formance is adequate on the operative engine, or if sufficient altitude is available with both engines shut down, an attempt should be made to restart either or 5-6 NAVAIR 01-40FAB-1 both engines. The technique of air starts at altitude requires close monitoring of the TOT in order to determine when lightoff takes place, and excessive engine temperature readings are not attained. If the engine oil temperature falls below ~40°C (-40°F) while the engine is stopped, do not attempt a restart as serious damage to the engine may result. If possible, descend to a lower altitude, allow ofl temperature to rise, and restart. Nose the atreraft down, or if one engine is inoperative, fy al an airspeed that will permit the dead engine to windmill at least 12 percent rpm (1500 rpm) at alti- ‘des of 12,000 feet or below, and rpm equal to alti- tude above 12,000 feet, Above 30, 000 feet engine windmilling rpm as much as 28 percent (350. rpm) may be necessary for air starts, With the fuel and ‘master engine switches turned ON, manipulate the throttle in the same manner as for a normal start. Do not windmill engine without fuel supplied to the fuel pump inlet as fuel is needed to lubricate the pamp. The fuel pump will recireulate the Internal fuel, however, and thus provide its ‘own lubrication daring windmilling, up to 30 ‘minutes. The pilot should then turn the fuel switch on momentarily to provide a fresh supply of fuel to the pump. Note Since the engine is windmtlling above the maxi- mum starter cranking speed, only the 30-second cycle of the ignition system is needed for an air start. ENGINE FUEL SYSTEM FAILURE No emergency provisions are made, If the engine fuel pump fails, procede with instructions given in Engine Failure paragraph. See figure 1-8 for sche- matic of fuel system. AILERON POWER BOOST PRESSURE SYSTEM FAILUI If the aileron power boost hydraulic pressure should fail, the mechanical advantage shifter will automati- cally shift to give a 2:1 aileron control advantage. Ailoron travel will be reduced to half of normal, and because of the pressure loss, the spoilers will also be inoperative. The rate of roll, therefore, will be reduced and aileron control forces will inerease. Decrease the airspeed to lower the control forces. 1 failure occurs within some component of the aileron power boost system, resulting in forces thatNAVAIR 01-40FAB-1 Figure 5-5. Precautionary Approach Landing PatternSection V tend to drag upon or freeze the aileron control sys tem, attempt to manually overpower the restricting force to alleviate this condition. Do not pull the AILERON POWER BOOST RELBASE handle, as the added advantage of power boost to assist in over- ‘coming the malfunction would be lost immediately. However, if unable to free the control system manu- ally, then pull the AILERON POWER BOOST RE- LEASE handle. Reduce airspeed to lower the air forces on the control surfaces. EXTERNAL STORES JETTISON To electrically jettison external stores. 1, Master armament switeh ~ ON 2. Bomb selector ~ LH and RH 3. Bomb release trigger (on the stick) ~ DEPRESS I electrical release of external stores fails, pull out oon the emergency external stores release handle (gure 1-3). Note Armament bus is deenergized with the landing gear down. ELECTRICAL SYSTEMS MALFUNCTIONS If a generator warning light comes on, it is an indication that the reverse current relay for that generator is open, thereby leaving only one gen~ erator connected into the electrical system. In such a condition, the electrical load on the re- maining generator should be maintained below 400 amperes. If both generator warning lights are ON, the electrical system becomes dependent upon the’ battery. The battery contains sufficient charge to operate the engine, instruments, radio equip- ment, and fuel boost pumps for approximately 10 minutes if both generators are inoperative, pro- viding no other electrical equipment is in use. Furthermore, if all radio equipment and the fuel boost pumps ‘are turned off, the battery contains sufficient charge to operate the engine and instru- ments for approximately 30 minutes. With fuel boost pumps turned off, however, a power los: which is increasingly critical at higher altitudes, will be experienced. The battery-generator switeh must be moved to BAT ONLY position after all nonessential equipment has been turned off. Note ‘Turn off fuel boost pumps by pulling the circuit breakers only, as the fuel switch also controls the fuel shutoff valves. Fuel boost pumps should not be turned off at altitudes above 18, 000 feet as engine shut- down is highly possible. NAVAIR 01-40FAB-1 ‘MANUAL CHANGEOVER TO EMERGENCY INVERTER ‘The INST & AC PWR FAIL warning light comes on to indicate failure of the normal Inverter. The PWR SELECT switch must be turned to the EMERG posi- tion to effect changeover to emergency inverter power. ‘The warning light will go out if the emergency inverter is functioning properly. If the warning light remains illuminated, ‘no power is available for operation of the essential flight and engine instruments, anda Tanding should be made as soon as possible. Note Do not turn main battery switch OFF except as last resort as no power will then be available for essential flight and engine instruments. BAILOUT PROCEDURES ESCAPE CHUTE USE Pull the escape chute door emergency release handle, located on the center console and leave the aircraft as shown in figure 5-6, Note Use lower escape chute for emergency escapes in the air. At speeds above 175 knots, the ‘upper escape hatch must be closed or the dif- ferential pressure will hold the lower escape chute doors closed. It is recommended that a feet-first, facing-aft escape be employed, Although it is possible to eseape through the cchute head first, it is much less desirable. OPENING UPPER ESCAPE HATCH Pull the upper escape hatch emergency release handle, located on the instrument panel and leave the aircraft as shown in figure 5-6. COCKPIT FLOODLIGHTS ‘The floodlights are turned on before an emergency escape at night to provide extensive lighting for the escape operation. Floodlights are installed at each side and on the aft bulkhead of the cockpit. The floodlights are turned on by the emergency lights selector switch (figure 1-4) on the center console. OXYGEN SYSTEM EMERGENCY PROCEDURE OXYGEN REGULATOR Should symptoms occur that suggest the onset of anoxia, immediately tirn the SAFETY PRESSURE siwiteh located on the regulator to ON and descend Below 10,000 feet cockpit altitude. if for any reason the regulator should become inoperative and a con= stant flow of oxygen ie not oblained by use of safety Pressure, activate the oxygen balou! equipment and Aescend below 10,000 feet cockpit altitude