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AF(C)-1-1 COPY NO.

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fliGHT MANUAL

MODELS U-2C and .U-2F AIRCRA"

!llOTICE

THIS REVISlON, DATED 10 MAY 1967, SUPERSEDES FLIGHT ~"'ffAL
AF (C) - 1 - 1 DATED 15 DECEMBER 1966, CHA."'iGED 15 FEBRUARY 1967.

THIS CHANGE, DATED 15 OCTOBER 1968, AFFECTS INFORMATION
IN SECTION n.

DESTROY SUPERSEDED DATA IN ACCORD~""lCE WITH AFR- 205-1.

LATEST CHAHGm PAGES SUPBSEDE
THE SAME PAGES OF PHVIOUS OA.TE
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10 MAY 1967
Changed 15 October 1968

AF ( C ) - 1-1
NOTE Tk . . . , _ . , - llnll . ." ' " ..,. . . . ~ . . . . . .
C...S by • --nr.l ' - ia clllr - " _ , . _ . el rlllr .-.r
iliST OF EFFEGJVE PAGESfJ-- - - - - - - - - - - ;
l_.••• a.... ..... a.wrn e4 . . . . .. O.drey ~...-"11

TOTAl fofUIUl• Of PAGIS IN TMts J>UalJCATlON I:S 310 CONJUTIMG Of TMI FOU.OWlNG=

Pa2~ • ' o. !ssce Page . •o . !ssue

15 Oct b8 Z-14 thru 2 - 17 1 Sept 68
•A 15 Oct os Z-18 iliru 2-19 b Nov 67
OB (Adaed) !5 Oct o8 2-20 1 Sept 68
C (Bhnk) ~ Sept 68 2-21 Origi.Dal
I thr..: \. Ortg.n.a.l Z- Zl o ~·o .. 67
v1 B~ank) Ortg.aal 2-2.3 thru 2 - 25 1 Sept o8
!-1 I Sept 68 2-2o Ortginal
1 -2 thru 1-3 Or:gtn.al Z- 27 l Sept 68
I --i 1 Sept 66 Z-28 thru 2-29 Ongtnal
1-:S 0 •' O'Io' o7 *Z-30 15 Oct o8
1 -oth:u!-7 Or.gi.nal Z-31 !hru l-32 Ortgtnal
1- I ::,:::pt 68 2-33 1 Sept o8
1-9 :.h.ru ! -10 o . 'o"· o7 2-3..; :.hru 2-35 6 • •ov o1
1 - J OA (Added) o ~ 'ov 67 2 - 36 (Blank) Ortginal
I -1 OB Blank) o. ·ov 67 2 - 37 thru 2-o5 (Deleted) 6 Nov 67
1 -11 o Nov o7 3-: thru 3-4 1 Sept 68
l - 12 Origmal 3--lA (Added) 1 Sept o8
! -13 0 ~ O'Io t7 3- 4B ( B la.JljoJ 1 Sept 68
l-H On;.nal 3-5 1 Sept o8
1-15 J Sept on 3-o thru 3-7 Orsgmal
On<».na! 3-8 o No'· o7
-!7 o. O\' o7 .3-9 thru 3-!0 Ortginal
!-.s ~ 1 -2o Ortginal 3-11 0 • OV 67
I - 21 lhru 1 -22 1 Sept o8 3-l Z t.h=u 3 - !o Ortgtna1
1-~3 :hru ! -2o Or.0 .nal 3-11 thrn 3-ll 1 Sepc os
!-27 1 S.:t.>t 0~ 3-ZZ thru 3 - Zo Or.gtoal
1-28 tiu'u l - 29 Orsgtnal 3-27 1 Sept 6fs
! -30 1 Sept os 3-28 Ortgmal
! -31 th:u 1-32 Original 3-29 1 Sept os
. -33 thru : - 3; I Sc:pt 68 3-30 lbru 3-3.; Origtnal
;-35 Or.g.nal 3-3:, 15 Aug o&
1-Jo 1 Sept 68 3 - 36 I Sept o8
J-3&.6.. tiJru I-36B J-r 15 Aug o8
(Added) 1 Sept o8 3-J8 thru 3-39 Or ig.nal
l - l7 1 Sept 68 3 -'iO o !':ov b1
1-38 thru )-..;9 Or .g.n."l 3-... t thru 3 - 66 (Ddeu:d) o Nov 67
I -SO Blank) OribiD..3l ~-1 Or1ginal
! -1 0 -·ov o7 4 - 2. o 'ov 67
2-2 Ongtnal 4-3 5 July o7
2-3 ! Sept o8 4-4 r.hru. 4-6 1 St:pt o8
2--i tbru Z- 5 Origin:\1 4-6A thru 4-oB (Added) l Sept 68
2-o th~u 2 - !0 J Sept 68 4-7 lhru ,;_zo Ortgtnal
Z-11 b. 'ov 67 4 -21 6 .'ov 67
! - ll UlrU l - !3 Onginal 4 -Z2 th-?U 4-28 Or,etna!

A Changed 15 Octobe~ 1 Qo8

AF (C)-1 - 1

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TH!S

MIL.:TARY !NFORMAT.:OX

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This document is ~C!...ASS2!E::>. !ts disse.mination and handling.
boweve::-. will be on an established "need - to- k:ww"' basis. B)~
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I direction oi the Chief of Staff. USAF. the following pobcies wi'!.~ I
• govern its use. dissemination and band~ing: I
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I 7hls doclL"llent may be issued to ?e:-sons possessing an estab!.!shed
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I need - to - know. 1

; Sttict accountabiti~ will be maintained of all copies issued. :


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This document wi!.! be control!ed in a rr.anner that '\lo·ill preven: i :s
loss. desttuctton. o::- its falling into the hands oi unauthor i zed

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1 In the event this document is tost or destroyed. this ract v.-Ut oe I
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AF (C)-1-1

The following de!inttions apply tO tile Warning. Cautions. and Notes
found :h:oughout the handbook.

O?erating procedures. pracuces. etc •• which
WARNING will resu!:. in personal inJUry or loss o! E!e if
no:: carefully followee.

O?e:-ating procedures. prac:.ices . etc .• wh!ch
CAUTION :I :10~ sL.,ctly obser,.·ed W:L resul:. io damage
!.o equi?Jnelit.

NOTE An operating procedure. condition. etc .• which
i: is essential to en1pbasiz.e.

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AF (C)-1-!

CODING

This Flight Manual covers 0-ZC and U -ZF mode. se~ies aircraft.
A coding system to identify that part o! the manual pertaining to
individual aircraft models is ?resented below:

Tex~ and illustrations a??licabte co all aircraft
~nodels are not coded.

Text and iUust:ra.tlons app~icable to i::tC.:.·.•idua!
aucraft models are identified as U-ZC or U-l.F,
respectively, or coded with the letters @ or@.

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AF (C)-1-1

TIO~ OF PH070GRA?H:C -~m ..RAC7ER. . • .. .AYC.U. • • .. . . ..1 SECTio. • A. • 1-1 SEC':'IO. • • .STICS .:.M. . 4-1 SEC7!0. .. . •. . . • . . ... .· IX ALL WEATHER OPERA710. AF (C)-1-1 · TABLE OF CONTENTS · PAG~ SECTIO-. ••. .. .. • .""'!" • . . ..· Y OPERATING LIM!':'AT!O. ..· !!I E~'ffiRGE.a> OP. . 6-1 SEC :'10! • vn SYSTEMS OPERA ':'10. .: EQUIPME).. . . .o ·s . • • . • . 8. ~ ll -·o&MAL PROC-:-DUR..E COVER) SECTio. . -:-I (UXDER SEPARA:-.MENT . • .E. . . .o. . .iL-\. . 9-1 APPEXDIX I PERFOR. •• . .. . . . ... •. . .. • ....EQtr. ·cy ?ROCE!>URES . .· !V B DESCRIP:'IO.. . ... X-1 v/ v! .P. • .lARY ". I :::>ESCRIPTIO. . • . • .. .. .. • • • • • . -.:: ·-. • . • • .• A-1 INDEX ALPHABETICAL . . . . IV A DESCRlPTIVN ArD OPERATION OF AUXll.. .ES .. 'JA'!A . . . • • . . 3-1 SEC7!0. -1 SECTION VI!! CR. . . 5-l SECTION V! FLIGH':' CHA. • .. . • . Z-1 SECT!.E\V DUTIES (~ •oT APPL:CABLE) . .::. . . . . .

full awe tanks tion informauon."\"E FUEL SYS7E.. ...G SYSTE~i .•... .• •• • • l-11 SPEED WAR..•••.tog Average Tiuckness 1.•.M •••.... ..•.EXS!OXS and shp?er tanks (ISZO gal) v. ..'\fAL IG""":TlO~ SYSTE. 10. . 1-29 E.•.·c~"E OIL SYSTE.. ·n. 1.engti:J. 9 50 tb figures 1. 49 . ... 600 sq ft Full main. (1320 gat Full main. ft ' Zero fuel weight 13 s-o tb 14.i.••.. ........ . . •• • •• • ••• 1-24 AUXILIARY EQUIP•• t£.•. . 1-9 WHEEL BRAKES .AT£ GROSS \"EIGH7S The U -2C and U -ZF are stngle place jet Condition Gross Wetght aircralt designee for high altitude.."'lOPY .. Refer to Full main and ll.tnbe:. 1--iO I ELECTR. . . .~ . .... ..• . • • .'tng Span . 970 lb z..... . ..9 DRAG CHU7E ...... •Ts •••• ••• • 1-10 FIRE WARl'CNG SYS7E~i . --: . ..:. 1-7 1-A4""1DU'G GEAR . .3A. 19o8 l-1 . iiO lb l{. Full matn and 20.. . ..••. 1-30 I ::XTERCO~!PRESSOR BLEED SYS 1 .M .. ... .. . Other equipment can also be aostaHed for special purposes.• 1-4 SPEED BRAKES . aux 23.. ... .. ... ..•. .. ..~!E.. A:: (C)-1-1 DESCRIPTION: SECTION I TABLE OF Co... ....... 80ft and dro? tanks Aspect Ratio ... . .10 U ·sTRUME ..·:-EX7S PAGE PAGE 'I'liE AlR CRAF 7 • • • • • • • • • . .. ... 1 -~ HYDRAULIC SYS':"EM .. U-ZC U -2F abte.. ...• . .:. .:W:G SYS':"E..• . 650 lb ll.8~ F<... . . . • l-1 ~-c F:-~os ....• • . .. 1.. . .....• 1-4 RETRAC':"ABLE STALL S7RI?S l -28 :2::"\"Gl.fiTION . 75 . . . .. . . .... . .tGOUS IG. l -30 S:"ARTER SYS':'EM ••.1se ~ age :........ . l3.. . Both models can be equtpped with "sli?per" anti dro? tan. ..·ing Area . .. .z. ailJC.. .• . ... .32 E~G~~ DJSTRt.M 1-9 STEER:l. . 1-47 F:_:GH':' CON7RO~ SYS7E~i •• • • 1-26 THE AIRCRAFT APPROXllt. ..•. ... . The U -ZF is air refuel. llO lb V... l-29 NOR.. 1 -30 CO. ...680 lb lO. .67 (1520 gat) . . .S:C DD..&s. long range operaoon.1 and 1-Z for general configura. . SYS7E~i .. l -l8 EXG. 1 -45 A:-~L~'-"'E FUE..o lb . . • ..:CAL SYS:'EM • • • • • •••• 1-19 CA.. ..x tanks 7 he baste configuration is fit:ee for photo (1020 gat) re-coona!ssance... CJSO lb empty au..M . . . 110 !~ C~r:gerl ' Se?te... •.• . ..

A.Rn. n· • E'" CAPS _J ... COO~II.QPT I.:G~E COMPA.A.SEC7!0N l .LJSlC.a..lPAll"!'"l.U.2 ..~ COCl!.:GKT MA.-.= (C -1 .A.""7 Figure 1-1 ' 1.:.....TO't ..::.. AC A. t.EA HA"!Ci" BAl' PA£5St!aE R£GU!....~Eil VHF l!...~CEIY£Jl . ACTOP'. 1\DT S£1!QE M-'"1 ES'A AUXll.."lPWOOT ln{F AA. ~C ~:."Dl~G COl.E'1JJACK OJUTI: ACCESS TY~ 0 Oi!. £Ql.O'ii"ER KATOI E~U.L'4 LAJC)~ C!:.to.''D !)C ECEPTACL£ POGOSJ ANTtCOL.l..c ~a:AT £XCHA.E SAFETY VALVE TAc:"!C...lARY GI:Ail L AlA SCOOP £XT!:JU'At.l FLAP SCR.EOCP»L'O' !lAY I..ua cosmna. V•'X· CA~ . -..A:IlO ECUIPWO:T ~ COMPAJLTMOC': ACC!::SS. :.I: Oh..I:Cl:!"•'l:R KF itADJO Ta.!NG A!ll EXRACST A!ll CO:.PilESSt.AA o.Oo T I:OVlPl:Dr:" BAT l.!PP.l)JO £C\o:P~~ ATCTRA.L07 5TS"''£:W (l llAD!O COMPASS a.

.'(AL AC A. aT.£GULA-:"Oa PaE:SSUR£ SAFETY VAL...l.AD!O COJ. StJWP "tA. AF (C)-1-1 SEC7!0N - GENERAl CO FIGURATIO \OO El U-2f :rt.'S£1.£iUAL a£1FO~ GC!!)£ .~ T AC~CAL Oli:!PW.. iil.. ~Col..-:" ~"G An £XHACS"r t....A riO.."N£11. ~..£...it VRF aA.c.c.s£ Ol. /\.'HIF RAD!O :t::QtllP:.. CXJNDtn~~ BEAT EXCRA.L Fl.E:Ft..te-'T A.E:s Figure 1-Z l -3 .IPPDl TA..'\D DC a£c::?TACJ.l..J HF ii..:SPOSD£..~ A."T 8A Y trPP£it HATCH BA't Pit.-...-..5s::a..E: a.'Q!: ··~ ~ <Xl~Aa:n.~G SYST~..S UCHT ~l: AOC£5S t.~D<XA o..:O ::c~-r FIT:e:t. ESGI.AD!O rt.:==~~==~~.S A._"D£Jt F ABI. m!::a.PASS iU:C!:JVE:Jl Hi' MD!O ~~ll A!lF ~£ .L£it ACC:E:SS DJLOP TA!Ot (tOO GA1J -.~ v f"" ~~~~~~~~~~~~==~~~=l====::~.!CHTS 2r...AD:O "-'-.£:0. a£CEPrACLE A.G HF ii. :aY1G. At:'TO~T STS'::'"<'_.:PPE:R IFA:IU:'-"G AilS (A1:A!A1..AGl: I. Sl._.~~:.lol 12 ii."'t (100 GAL E:QCIPloiC.'D£ZVOL'S S£AOO..V£ A!3.D..&~'T A TC TaA.

including starting. acceleration a!ld deceleration.tng. T11e engine is rated at approxu:natety 17.U::icient time to be cote:! soaked o:: weathered . mum outp~t of the engine to a safe l ever so as to prevent da. automatic fuel :manifold drain valve. and 13.-iAIN FUEL CO_ -:rROL compressor case. control regulates eng~ne speed statlc thrust. su... :'he f::ont compressor is an 8 . mwn fuel flow to pre\•eot !la.he maxi - . of which is shown in celeration.e engine-driven fuel pw:np has a low should not be used for detailed nrission pressure stage and a high pressure s:age plann. and supplies pressure for both the no::m.iter which !imits :. which employs an a.SEC710. and a sp:it :hree- stage turbine.s as an engine-driven boos: pwnp ant! increases fuel pressure to the inlet of the high pres- sure stage. providing the ai=7lane has been twin spool co:mp::esso::. 7he U-l. ':his arrangezneet pern:rits eng ine pu:np !ails.xia! !:ow. A :ow pressure overboard bleed valve is provtded on each side of the High pressure . 1. 3. the control incorporates a maximum b-~~e:: pressure lim. equipment load assw:ned to 11 be equival ent to '~B and "T 11 with sys. which i s s.n.. Forty eight dual -orifice :!uel nozzles. ln addition. 9.uc dtagram. supply sufficie:1t !uel to maintain !1igh: if s:age.neaed at a!titude fo:: approxi.re.) stage has seven stages 0: conlpression independent o! :he engine fuel pun:1p can be maintained of and following the low compressor.-y boost (!igure 1-3. 3. The nigh comp::-esso:: the tnle: to the high presscre (maL::!.000 pounds sea level The fue!. These are app::-oxim. Du::ing operauon. Hamilton Standard hydroJDech. Fuel manifold pressurizing valve and tems l. adequate !ue! pressure a: s:age turbine whee"!s. ':'his mini. These weights are based on a specific 4.ball governor for all operating coruhnons.al and the eJDergency fuel systems.!lire ?ressure s2ge. Two-stage gear type pump. !lameou: wit: result the low pressure rotor :o turn at its best and a res:art cannot be made. l-4 Changed 1 Sep:ember 1 9o8 . J""" 5P-13B :ype nona!te::bu=ning engine the airp!ane no=-ma! and auxil ia.tto!.stage l ow pressu::e a. l! ue high pressure stage o! !he o::=bi.ows higher compressor ratios. 58 lb/ gal.p will ':he aircra!t i s powe::ed by a s i ng!e. 4. Du:ing starting and acceleration. pwnps !ail. D-.F airplane i s approximately ENGINE FUEL PUMP 300 pounds heavier :. and is by the airplane OOoSt :. 15. Q:>e::-ationa!. Z.it which is con. speed and al!. lZ.r ing de- a schema. the control sched\lles a Dtini - !igure l-4.1. In the event of a !ailu:e o! the low I by a th:ough shaf: :o the second and :.mage to the coJ:nbustion chamber case due to overpressure.J:nwn flow schedule also c:!etennines 1. the control The :-15 engi ne fuel system consists of the limits fuel flow to prevent compressor following major engine :mounted components. • I AF (C) -1-1 ~otes: 2.a:e wetghts and Th..han the U-ZC.ne wheel.:.hro~gh a by-pass con. by means o! a fly . the idle RPM at altttuee. the low pressure stage ac:. -:'he engine !ue! pum.rge and overtemperatu..meout.Inately one hot:=.!t ~ :he !i:rst stage valve.anical fuel con.:::tected by a hoilow sha. fue l weight of 6.

"<D SJUtliCD l !.1 . J75 ENGia E CUTAWAY 6 9 LO U I I 24 23 I COMP1l£SS02 ~-y GtnDE: YA.ESSOa CASE 14 ACC£SS<lll1' CASE (!i&) F igure l .-r:_ F&O.' "'IFO"....'Ot U Fllote'T COIW. o:uv-c."<D 5ozz.-a: re.yovembe r 1967 1-5 .IOC'!CT (llAU.. Dlln"E: LOW ~~ COloiP•ESSOPJ ...HAUST ~ It EXHACST TA!!.Pil. s.l SEC7:0.VT osz:.n l l ACG£SSOit1' CASE (Nl» u 01L 7A..F (C) .!lt:a: l'(O:Z:ZU: ~ nnusz...&l:) 3 &:Glf-PA.L"'Cl: l"'J •• EJC."'T PA&T OF E:."ttS A.£ ~ (DCHT -STA. .E PiUJB!:fU ll ~--a: l:XHAa-! CASE 14 Tt:lt..PIP£ (JI. A.SSrll..L£ CASE IS COW3t:Sna:!l CH&lll!....3 C hanged 6 .~~ I~ £XJiAUST GAS ~TI:Z.s-~ 4 COWBCST'ta:f CRA.~ (rw"Q.S JO=GH ~ co~ • TOJUJIXE 'IFH!:£1.t. SW"lllL STlltAlC~it Y.Jol3£a (i} S FeEL :o=QZZL£ (6 ::!'f EACH ~OS~ 6 Ttfll.E~ CASE: 1'.D A.OY-i'1lL. ...£SSrlt£ ~ (SEY£N.Ftrr:L JoLA.a!Sl: :'CO:zz..LES IJ DlFFUS&a CASE: 10 SL£ED YALYE t' COMPa£SSOit tl't""fEWVf"D!A':"£ CASE zo £:«ma: J..

UXWL7£l't..£JJ FU£W FU:E:L C~'"'r ROL!SODY tU:lolA-.:'CB ~:.O 70!'A..A!N Figu:e l ..'£!.!N FUEL CO~"'TROl.WA.4 1-6 . FUEL Fl..·---- FUEL Pa.LSSUIU: SE:NSE CAL FU£2.O'Ii BTP~ FUEL Da.ING T AA.. F!.1.ESSIJ il£ .£ SECOX:>AAT F'tJ£L FLOW PUWP O:SCHA~£ PilESSCil£ Pa.E llll:TOllN C~"'!"£R - p Jt.NCY FUEL CO!i'TROL S1r."Glo0"7~a ------------------------.--------------------..G PUWP IN':" EllS'!' A.sEc-::o_ ~ _ A:F (C)-1-! n ORA.EitGE.£SSU1U: !ND!CATOR. BOOS': f>t1lo£P PRESSC a£ Pa!. EJ..~.L PaESStrR.1Z.RT Ft.A£:> Ftn:.I.G£ PilESSUR.

RO:"TLE of a 14. :'he th. tion to only 30. CAUTION E. the :h. a 9-inch au-- oil cooler.. thea accesso::-ies and rerum i : :o :he supply tanl< l-7 .al pordon of a normal engine 1-5. ciriven boos~: pump ht.Jring a tuced throttle th. :'he light also g l ows and oe cooling system as shown in figure du: i ng :. side of the mst:'W:nenc panel. however.tbrot order to avoid overspeediog and overtempera. and a fuel . b::-eather p::-essuriztng system emergency !ue1 system. IDLE. :'be emergency fuel sys~em lS not automatic and must be n:t. ":'hts will ?reclude the compensating sec:ions of the main fuel stop betng le!~ open tnadver:ently. !ue! reaches the burners.000 feet.ro:tte is retarded c..ch forces the oil through dte oil cooling system cons i sttng Tri."lhoa:-d side of tile lowe:.I:l.. a gate t)-pe thro:. In OFF position no regulated by a pressure relief ~o•a!ve. -:"be maUl engine oil sure.:.he gate nas chmb.:::ther thror.nomanc and ~em.s moved outboard.oil cool er . AF (C -1-l forwa.keo!! F1ve engine d::-iven scavenge pu. ':'o pass this draw oil !rom t!:te bea::-tcg compartt:ten:s an ga:.-L ~itions.c:ophone swltch and the A iuel sys:em. or the gate stop can be removed During climb at a fixed thro~le setting.t.ling been manuaUy opened.:! and burner pres- require !. the fuel-oil cooler. :he t:aM !s fed roan engme selected when desired. exhaust gas temperature The ga:e au:oma:ically rese~ ween t!:e (EG7 will increase d. Some engines will require thror'".ro:-.le bas OFF. ":'h. 7he system is c om- the annunciator panel. ':'he control so th:a: fuel flow is manually selected gate stop sbou d be in posttton during and controt!ed.1re to meter fue! to the engme with automatic pump into the engine components whic!:t com~ensation !or RP. "CY FUEL CO~:"ROL Avoid manually opeOUlg the gate stop 7he emergency fuel system bypasses tne if ?Tactical.~ !uel sys:e.he u:ri~.EGT limtts and fu. same console i s used !or very smal! ti:t:ott adjustlnents.BOARD pos i :ion speed.mps w i :h- powe::. The pressu:-e system is su?pEed wi:h oH from a tank mounted on too o! the ecgtne compressor section._ RPM. Due to possible ecgtne overspeed o:. star: but should be out before the throttle is moved from :he OFF position.. :'his is an amber prised o! a pressure oil system.s :-egulated by the sma!l movements during emergency operation in knob on the .incb air-oil cooler. console.ubrtcation. pressu::-e pump discharge pressure is and FG. contains NOTE 5. GA':'E. the oil i s forced bv ':'h:ott!e moven1. A mt.. A throttle vernier wnee! on the ture.anually Otl from.s ::anx. scavenge light which is 0:-i when operating on the oil syste.mit ta.ent causes the fuel control the engine drtven main engtne oil presso. selector switch is on the lei: speed brake switch a:-e on the thro::le. _ ms is a two- position switch a.. :'he engine otl system is a.to 93 :o 95.:n O?eranon.e friction .e St.over:eznp. the by moving a small lever on the !orward fuel control in general Wlll reduce engine throtde quad::-ant to the :x.Iiog may be requi:::ed at altitude to observe EPR limltS. An emergency fuel sys:em hght is on requires no controls.!e . landing go-arounds or touch and go's. S gallons. Plactng the switch down activa:e s the E~!ERG fuet sys.rot""... -:'here ts altitude compensa.-d.s prov~ced to !i.E. to observe .x:d ts no=-mal!y up for • "OR:- ). However.e. it i s necessary :o make extremely careful throttle Thrott.nless :.MERG. From Engine power is controlled by the throttle .o? !.

AS7 CHA... SC.. .~ E:.J ' r-C-------~~~ t plDili[KI[I[][.:U::J::i PJU:'SStm£ 0!1. IN FB.'iC 0!:!.:soos-:-~ 3 .L"'G V.!.'XP .OW Ftr.Vl: • w M w * BOOS7 PRESSUIU: 0\"E~BOAR D CO~"'XEC710~ BR. . P3£SS.:DtJDI AIR OIL coo~--~ FVE:l. i AF (C -1-1 ENGINE OIL SYSlEM p .L 0~ B OOST PUWP TO E:!\"C.IIIZZI'*al* GAA v:-:T F'i:':'"!> C .SCA \'l:~'G E PUl4PS f 1 1 1 1 1 1 1• SCA V!:SGE OIL £ • M. .. .3R4A 7H£R P.~ • s A .'ti ~ES G • A~-:!S!PtiO~ L.':C£ 0!:!.:. => ....SEC':"!O.-xi: Figure 1-5 !-8 . SCBFt~ F .E:A 7H!:.U.. Pl. li[Kla..~ ~ 0!:.iU:SSU"a..!Z.

The con- nishes the necessary power.G.or posttlon energizes the igniters. This system consists of a separate . E i:he r the breakers so that !allure oi one will not cause boos·t pump anc.s at S7AR7..he Z8 . The tvro exciter u:Uts a:e and continuous ignttton should not be powered !roD! se~rate electrical circuit operated st. ln order one for each of twO igniter plugs.gb the BOOST ground starts.e?endent exciter uniu..oun in the ON posi- tion as requi red for opera:ion o! con- CO~-:'Th'"UOUS :c:xr'!"!O~ tinuous ignition. continuous igni tion complete systenl failure.ER SYS':'E. A single -xc•ter is or the beacon shoul. One plug is to prevent inverter overload under in ccxmbustion cha:Inber number 4 a. Ignition is controlled by a single s?ring -loaded switch on :he lower le!: instru.vo!: ior opera:Ion of the auxiliary boost DC bus. controlled by an aneroid operated valve. the APX 135 beacon. I: is pUIDp are energized sin:lultaneously when tu.ery switch . 1. do not require a starter and are made by windlnilling the engine.a:b position.. :he BAT . consisting power !or the continuous tgnition is o! two identical.a. altttude.joule exciter and utilues :he ignition plug in com- bustion cha. AF (C)-1-1 SEC710~ I The oil temperature should be monitored Operation du. Ptacing the :gnition swi:ch in star: pump. The pressure is automatically 3.ing systezn is pro - vided co U:nprove oil pump perlon:nance at Z.EN sr.:l the ON position and the AC ing to s ignals given to the pilot. An air turbine starter is pro~tided for ':'he system is energized throc.multaneously.I::leout due to tranSient condition.BAT lot C~. ind. . Airstarts Generator is on the line.:nen: panel. The airplanes a:-e equipped with a continuous ignirioo systeDl to minimize the possibility o! fl. Bar+.cd the other this co::tdition. regardless of or the auxiliary boos: pump fai!s. supplied by :he icver:er.mbe:: munber 5. ':'he The AC genera:or m~s~ be on ~e bus ignicon s~tch :s wired ctirectly to :. The breather pressuriz.. i! :he AC generac.ON switch. operating co::u!itions dictate . Changed o •'ovemoer 196 7 1-9 .S. AC generator .ON. However. capacitor-discharge ZO-joule :ype. is in number 5. An exte:na! air supply fur- PUMP-CON':' :GN . ·oRMAL rc:~rr:o!'f SYS'r'EM NOTI The normal ignition syste::n is a high energy :n the event the AC generator fails.M high alti.wde.. Auxiliary boost pump switch ~ OX. There are no tinuous tgnition s y sten1 and the fuel boost airplane con~ro s for this system. particularly at high power.rned on and o!I by tlle grow:d crew accord :he switch is i.""ing flight.C be turned off as surric~ent for making an ai~ or ground star:.. auxiliary BOOST P~1P CON:' IG~ switch should rem.

le posi:ton and • •ill actuate at a h igher RPM a: alnn:de when idle RP. ":'bese automatic or manually actuated va:ves serve to preven~ ENGIHE :NSTRU. this section). I b!eec valves are open. are pressor bleed since engine operation under located in the annunciator panel (see cock- :hese conditions is :1ear COin?ressor stall.OSE post:1on :he bleed valves are closed and in the C. a OC powered gage.EED Al. ~ tS higher cue to ENGINE PRESSURE RA.. arrange. in the center or C:.ESSOR B!.a:ion. •-:-s compressor su.o actuate :he bleed on figure 1 -6.LIGHTT Du:ing reduced power and.ME.er senses engine inlet and exhaust pressures.BLF. tius sect1on) .ED VALVE CO_ ·-:RO:. oi :hn!st for all throttle set - .-ust O?e.s are actuated by swi:.R RIGH':'.r. AIR LEF':" and 3L. SEC":'IO~ 1 -~ (C)-1 -1 I !N':'ERCOY~R. A cam Of)erated switc. valves m bo:h tile Ope:l anc c!oseC direction.. the oleed valves . Two cunber bleed valve open lights. pi:. ungs. DC 'tXnrer is required w au:o1r. '::he valves operate as a function o: throt-. B T 'SED dl:ions the P .ments are shown compressor air is used :. High pressure ':'he basic engine !nstru.133 en. 1-10 Changed 6 November 1967 .eed valves ii they a=e open.t.gine requires inte rcom.....EED SYS7EM BLEED VALVE OPE_ . the bleed valves will engine is monitored in :he cockpi~ ::h=o~gh open or close be-:ween 84 and 87~ RPM... In 7ne temperature o! the oil ent.D mountec on the :hro:tle linkage ac::uates ti:te soleno~d valve OtL TEMPERATURE which controls the high pressure air. :: is a 3-posu:ion lever !ock switch..aticallv o= uuutua~lv oo. 7hese light..ches mounted on the bleed valve actuating sha!ts One low pressure overboard bleec valve is and illuminate when the valves are open.xnent illustrations.EED \rA:L Y:S control switch is the indicator on 'the ins trw:nent paneL located on the righ: side of the lower instru- ment panel (see cockpit arrangement illustra- tions.s . · r ooeratio-c. :'be pressu=e ra::!o ~ndica:or glVeS the pt!ot an indtcauoc.rge at high a ltitude by ducting low pressure compressor air overboard during low ~h. provided on each side o! tile high pressure compressor case. or keep the b!. and elect:="ically transxnits the ratio o! these pressu=es to The Bi.erutg the au·aTn:. In the up or OPEN position :he Power for the operation oi· this system is su?plied b)• eithe r the our:lber one or nUinber two inverter. LOss ol DC power will Close the o. ":'he t:ransnli:.TIO (EPR) SYS":'EM mi n~um !uel !low li::n!tations .. 1dle descent con.eed valves closed if they are closed.own or AU70 posi:ion the valves will operate automatically as a function of thro:'tle position.

A.E 0"'-.L PlU:SSUR. ·ovemoer 1967 1-lOA/1-lOS .N£ PiU:SSOR£ RATIO U•"D!CA !'OR Figure 1-6 Changed 6 .F (C -l-1 SEC-:':ON ! FU 0!1.:: INDlCATOil :xDlCA70R E:XHACST GAS :'~EllATCIU: D-'D!CATOit £1~1. T~RA":Ua.

.gene:ating insttu- OiL PRESSU:t.keoff power. Changed o -·ove:nber 19o7 1-1! . a !use!age sump tank and provis!ous !or cation wi!l be slo~er because oi the time slipper and drop ::ac_1u.N:E FUEL SYSTE~i perattll"e on the dial !or a quick or coarse readicg.::: section to secse tb. This instnunent indicates the engine oil EXHAUST GAS TEMPERATURE pump discharge p:essure...eter i s a sel!.if!erent RPM for cii.ge of 1000°C.z:note indicating ~~d is powered by eithe: the number one or number two inverter. Temperature imllcation is ?resented on a digital counte r for reac!~ngs of high accuracy..he sump ::ank feeds the engine as shown 1n figure -9.b:us: is usually obtained at d.o wannup tim. pressure The RP. Although the instrument is capable of following teJDpera. ':'he normal '!'his lDSt~e:rt indicates the turbine dis. whenever tne inve rter power is ofi or fails."C:NG SYS:"E M © will operate :he EG'!' tndica:i:lg syste:rn.u1 oe :r:noruoorect 1or overspeeding number one or number two inverte :- {103 .a. Al~ :an.ero. 0 . .75 engine is thrust rated.-ing !:a.E 1Inent having i:s own engine -driven genera - tor .nges.m t~e pilo: An integ ral ::-ed warning ight on the dial other than monitonng of :he boost pw:np glows when the exhaust gas ten1pe:-a. ture changes o! 150° C per second. It indicating and is powered by either the also sco. and provides an indication o! the out?ut the J .-. figure 1 .. This sys:em is remote secondary wa. A!RPL'\. re. the fue! quannty tndica:or. Graduations on r1:e dial are in increments of 50°C ove r a ::an. 100~ engine in~ the low pressure engi::te fue: pum? speed ts ncnnina. ':'he :achom. AF {C)-1-1 SE:C':'IOX ~ 7ACHOYE7ER FUE~ PRESSURE ':'he tachoxneter indicat-es pe:cent of rated ':'his insttument snows dle fuel pressure high press\ll"e rotor speed. and "Military" from the aL.nks.lly 8730 RPM. The air?lane !ue: system is very simple and requi res little a~. The aL-p lane has four integ :a v.e is re«iU.i~tton o! enguu:: out.ennon Iro..Heren= e:1gines. range is 40 to 55 psL :'his system is charge teroperam.>si.ired... marmu:m allowable) and !or starting .tU !eec required for the probes in the engine turbine in:o the fuselage sw:np tank as shown :. l exceeds 671° C • . t.e temperature cl:.M should normally be used as a InaJ drop to z.ture !uel pressure.A red OFF flag shows and the £uel warutng ligh:s. The pressure wtl! vary from 14 to ZS . while a needle pointer indicates the tem. ':"he !uel !:om t. At full :hrot+-le ta. However. E ither cormat or eJDergeru:y inverter power FUEL SEQU::. the indi.-plane boost pump.re in deg::-ees centigrade.~ut.

nz:_ ::lmi&P Figure ! -7 1 .--~ ~-.2C :"RANSFER A.!P SYSTEMS ~y ~ T·~TI:S crc:a C3ICICIC ~ ~.SEC7IO..1 FUEL SYSTEI.l .:. ~ 1 AF {C) .. rr &JPPE& ~• ~ --~ ~ YA!..12 .1:D !>C.~ CIO'+'" •::a.. ~ . ~ ==== "'DDT~ CIZID:liiZlCED~ ~A::II --.'ODEL U.nz:_ . '..TI: Mi:S'T ..

:'he main ov e~avt::V and/or pre::.hey conta in fut: 1. ::"his SWl. sUu:>er tar-.L Qu.riz. See !igu. awci' ' ~-. Main 6.5 Auxiliary 1.~ "':'A_. valve and res:o~e no:=ma! a.Rh'! pos~tion before the main tanks are agai n eznptted to ensure s lipper tank pres - sc.SPL of •'l:ernal wtng tanks at the ~~­ ":'anks Pounds Gallons ~a!._ is on ±e ~c •• :uc:c:: . ana. psi are higher than the auxil iary !loa: valves .re 1 -8. shoue:- Each airc:raft is individually placarded ranks_..he sw:np tank fuel at the ':"he swi:ch has a NO~! (gua:ci down) posi - float valve level until ~ese tanks are empty.ir n=es- maintain :his fuet :e.ks should not be carr1ed at :he sa.e!: . 3ZO Drop ~ and slipper tan.m.auk is not ores..rization and comple:e fuel rraosfe= .. ti :.:-nPa on o:. E.» Or Dro? Tanks tan. and mam tatiKS !ee~ Hrst because tne Dla..:ch When the above ta. so as to maintain :.Inent panel ~Model U .k fue 1 feeds into the main tank !eed lines NOTE which are phu:nbed mto the left . 00 L l.n. 316 zoo FUEL SEQGENC:XG SYS:'E~i ® The fuel transfe= sys:em on the U .mp tank to rise above control fuel flow from the :main tanks to the float.-e! in the StlJ:!lp tank su. ":'h. ..316 zoo Drop Tanks 1.) Before tax. in tha~ sequence. from all tanks !lows into the sumo !an.:r re!uc::~5 co !loat valves.lu or slipper pressurtzaaon. -r : F Ul:. • ~o. used to over::-tde the mam tank a i r The upper sec o! !loa.and cock:nt s~u . These dua: f!oat valves p r event blockmg of fue: ilow due to a single stuck . 5ZO same as on the U-ZC except tha~ the dro.~::O •• su-ri ze. s~:ch should be OFF i! lhe auxiliary tanks fer sequence and ~naictain prope r sump tank are empty and 0. o :o :ank fuel :evel drops to the lower set of the REPRESS posu:son azt.mp the:-efore.ain tanks.11..d. Changed 6 Novem.b. !orwa=d o! the lateral iue1 t. r egulated :o 2.rans!er switches..oc~eo and Sa.!.a pressur~z.. Slippers 1. AUXIL:_~Y TA1iK ?RESSURJZr>. lAL..e taaks.anon.sor bleen .r to the a\!. and the auxi- liary !a.hand s ide of the sump tank. to pressurize the tna.. :. (Opper nght-haac ins£rU.eoif.ne..xne time .rop tanKS. and ::o I ps~ -.hand side oi :.s ::em=ned to :he until the main tanks are empty. the su. and auxiliary :anks.lll :anks a:-e ::he only ones Fue!. :he At:X :'AliK A:..ou by a tift loc k right sides is equalized by a large cross.be.ZF.:Z A set::ondary float \-a:ve is provided for (A. tion.he P=essu-:-iza:ion a... ~n :he su.685 J. sw!tch on ~ r ight-r.n.J.~·-:-:TY TAB.. iuel level..k which can be reiue!ed in !l.IL'c::.fied .in: awd!ia::-y.nks are empty.e main wmg t.974 300 NOTE Full :Inte rnal 8.~~ ~"a sum!) ~.e tne a..~.'\"'K PRESSuR:ZAT:ON SW:::'CH ® va:ve..a.. These lower float valves then allow the !ue. AF (C)-1-l SEC":IO.sL.anp 6Z5 95 to ensure e:avitv :::eecitng. :"he s ~::» -.. over il. :"'ne SW!tc.t valves coor:rols dte shuwfi float swatch and prO'-rtde matn tank fuel !low !rom the d r op ta. :"he !ue! level in the left and tanks can oe u.r 1967 1-!3 .M AIN ":'A~.eea 1. and a REPRESS postoon.":'he in the cockpit- a=op tanks. '-'Oso.sure !eed.. ..on le ve~ as a oacKu? in case ~he p:n - xna::-v hoa~ V?lves shoula be b.K PRESS. The fuel usage sequence i s as fol!ows : dr~ ·~s -. compre::. into tiLe !.nks !eeC.ks.086 92.ZF is the F ull with Slippers 10. ..-~ J-:'wo sets o£ !loa:: vah·es conc-ol trans.ghc..nginc: tank f!oa : 7ab>•es in :he su.p must be rnoved from the NOR I ?~ .PPROX) par. A guarded swi:ch u!enti.~0 me sw::-cH right -hand side of d:te swnp.Xiliary !uel sump tank.

"'ID ~n..c:m.._ NISS 11 ! •nc:. . ----F1:%:... ~::.... T'.1 FUEL SYSID ~\OOEL U.!.ooc ~QW"s::xJ'~~ & rT S"".. ..1"1:0..a.a\.rn:::.:::57 u.NSFER A... .SEC':'ION 1 AF (C) ."f WOOII':'C> •. .::n:s c:rca c:.14 .~ .. IJ/0 YDIT ==== Tar..UI ~~r-..~ YA!-YD a-c... T. .=PP£1 ~YX :oo.sx :s 110:" ~.QA6 SC::ilC»--I ~CXIMI"~ lOll &.. !li:XP Figure 1 .t.ca . I . .t.8 1 .Q&..1 .2F TR.a DUMPSYS'TE~ s=. ~ PRESSURlZA7!0X A-~ VEX':" SYS7E~ .A&'t S'WI%'CII (Sa G.t..t.. . .

-o green drop :ank empty transfers fuel into lhc ~ei: main tank.lXt!2ry t:aru<.:shin. An ann mciato r panel light will position indicator . :. NOTE These tanks shou:d not be used un!ess :hey Fuel !rom :he s! ipper ::anks v. The rever sible pump is controt!ed by a three-position S""--itcb on The cockpit control ~el is on the reft- !he lo~ er lei: tns::rumea:: sub?ctnel . cuits. le!t c!ean when the c:-op ::a:lks a:-e re!eased less :he sHp~r :an..oas wHl ret:natn ~a each tank."a!ve cir- wing heav .t stripper p. Oae is between the :wo app:-oxunate. The installat.n."ttcb.'. !t :s posstble tila: 20 to .ights OX . Drop tank fue.xiHar-.nto ~~e te!t . A small electric pump is installed m each slipper tank to ensure complete utilization of avatlable fuel.R. tne normal awci!:ary t:a.»er The system is ide!Uic al to the u .d sto.ha. switch is above :.per .1-l S. :'he bottom su:iace ·o: tile wing is gal. ~e swttch to lhe left drop tank).r ta..!.:SFER SYSTE~l ®."he a".P © a control panel are locat. pump ts installed.ZC exce?t tanks."lng tank low pressure warntng lights (one for each to the other. way of the au. na.on is the same except for the transfer system changes descrabcd m FUEL T.. main tanks and the othe:.-o amber transfe rs fuel from ctthe r matn V.:.·ill not a:-e to be C:opped wnen :he!: iue! ts ex - g:::-avity at:d!or p::-essu:e feed until pended as :-e:en_:on of•c:-y ~s decreases empty.:nps F uel hom the ciro.gallon ."ters a r e in :he left . tta. The pumps are powered DROP TANK D:S:.mUlute electrtc fuel c i rcuit breakers are pu!led.·rnal pods that that on tile U . the~e a~e :wo fuel cross sl. a drop tank :-elease a:-ming switch. '::'bese tanks are ext. Ceangeci : September 1968 ! . Syste:ns pressure .» tanks is !o:-ced b) atr are used.ters and CROSS 7RA1"SF.y ten feet from the fcselage.ER PU~!."A. wi!! not !et:d ii the so? a small 5 . be on when the tran:. It band step console.OFF sv.and in order ::o prov1de a means of correcting r ight .A. ':'wo ci:-cuit brea..mp tank by Ope:::-a:ioas.Icr pwnp is o. a :wo- vtce versa. AF (C) .ZF..eo tn the cockpit.ness due to uneven {\lel feeding. u.. and hgbts (one fo::.r. !or s!!pper tank operation .tXiliary (ai~ wing tanks .»erating.nk :...? on ove:. The ctrcuit brea.each drop ta. Check valves tn the awu!tary ::-a:~sfer !ines pre\·ent drop tank fue~ ::-om en:enng the auxibary tanks.:ans!er hnes.is between the two F.L~ :'ION © by the AC generator .he Le!=-o. ·SFE:::t ?GYP ® This airplane bas pro~sions !or slip.o. Pl.o range.!5 .l1e slipper ::at·t ks. and a guarded drop :ank :-elease swi:cb. ProvJstons are made !or d:-op tanks with integra: pylons which a : tach on the lower wing su:-face ou:hoa:-rl oi t.sautof! t.nk :ransfer system. 1: contains ::\1.. • 1 CROSS TRA. Refer :o Sect~on 'liT.Jt).the !eading edge o! tile wing L-ans{er systems.1S!e pressure into the a.EC:-!0.te~ !rom the slipper tanks is forced by atr auxiliary tanks.and coosole on the From be:re i: feeds into :he sum? tank through ARS ?ane!.hand drop tank a i::.:.

.he necessity o! ex.xima~ly 130 gallons of actca:e the val"·es ro release fuel.P pos ition. tain a slig~y conservative record o! fuel ten. Ii the du::np switches are low .-apor pressure type fue!. tan. fue!."fl{ IXSTAL..ay be used.:>rop tank system lights are described m . DROP ":"A.ina:e to indicate the :espective valve is open.lo . .. posinoning rl1e empty co:n?letely and each amcilia..tely A :uel dt:.:oos as . and !uel :oss not returned to the closed position upon through boitof! or ventline sluggmg is neg.::np .~d console.:_ DGM? SYS7E ••! @ amount will be recuced by turning... comes on when c:he leve: in the sump tank has cropped to 50 gallons o! usable fuel.rF-25524-B ~. The !uel dwnp system is icen~ic al to that in ~ U -2C except !hat the main tank -will Whee !uel is ro be rlu. i! tile "~lves are !e!t open the ?t.P posttion.-ill be lost a!ld the sm:np tank will ba.w:np switch auxiliary boost pump switch is on and the !s in .. will !loa:: SWltch !n each of "the £ou..::.s du:rn. However.~ botton1 to prevea~ c:!umping fue!. o! each wing oe-:ween the flap and a ileron .'"n? system allou-s reduction ~o 325 gallons o! !ue! ~~ll remain.:-:vEL red warning light C.E.ttatioos.OSE.• tank !uel dwnp annunciamr paneL The amber AUX BOOST !!oat switch W'i:~ ac:uate the respective L PRESSURE light con1es on whenever the COM? orR COMP !. s!ce of :he ins:=m:::lent ?ane"!.altlrude to burn out fuel..:£' (C)-1-l ~orma! !uel :ank pressurization is usee:! to pro1.p a~ a ~!e of approx:i:nately 60 gallons ami an overhoarc !i::te on t. but me inlet end oi tile J?-5 !ue~s :r...S. Sys~e::n icdicator Hghts are :ocared on :he rop le!:.ae trailing edge per rninut:e when cic. etc. check main tank dwnp lines are located above ~e Secnon V for !Lm.!e!: .-ithou: :.ride dump pressure.-itches ::r-arked D'-=~ anc CLOSE on FUEL DID!? SYSTE~! ® :he lowe:. I _:. ":he auxiliary tank du..e to :s ?resent!. lf the rlmnp switches are closed when the COM? light illwninates approxima. JP-4: and the auxiliary tanks. :auks will dump through the auxiliarr tank du::np valves bu: cro? tank fuel cannot be The FUEL LOW ~ -. an OPE. Fue: dw:nping may be te!'T:lil'>.. The pressuz1za - tion system capacity has been inc-:-easec :'ht: a1r?lane fl:. below approxil:nately 130 gallons in each tank.:e: sys~e:m is designed for !or this purpose. aboard.. con:1pletion of dw:nping. specified as LFlA or ~fiL- F -Z5524A_ may be used wi:hot:t any rest. I .. :'he !loa: switches in each tank acruate coznpletion ligh!.M:.ar)" al:ernate !uels.:. tank pressurization l~gible. .igh: i! the C.ric. s!ipping.ated a: any time by :-emrning the dump switches LO c:. Fuel co:-res?Ondtng to . 7o main - landing weight v. tile !uel counter should be reset to r!le S)"S~ COJ::S!S:S of a CUJ:np \~Ve a:.ced fltgh: at ou.ine s will en::p:y .r -wing tank. :0 addidon. F uel in tile slipper pressure is below 10 psi.mping !:ro::n both wings.!>U!d. the same panel as the ARS lights . Two fuel system warniog lights are on the E ~dler :main or auxilia:.:n?ed.1 • Hgb1 will i!lW"D.:I:.:y ci::opped}. When a fueL The sys<:en1 indicator lights are in rlw:r!p switch is placed h:l :he DUY.-y ::ank r espective swi:ch or switches to DUMP will ~-ill retain appro.>ri.ha. Fue!.s-=-c::O)..utnped (or::. however.· des1gnaud as :he primary fueL :-ely on gravity feed for replenishment.A TION descrio:ion !his section.cd 300 U?On completion o! dumping. Each rlum? vah·e is controlled incie?enrlently by 5'101.

. operation.a:e to keep the eng1ne r . boost pa:mp and :he fuel systexn.:I:e:~ec boost A DC O?e:::-a~ed shato!! va!ve : s h: :he .he very beginning of a lGN switch or :. the fuel has been weathe:::-ec.b.ove::-load unde:.ve.nd the boost pwnp p:::-ovides aa powe::. in case o! an in parallel as shown. inve:::-te:::.P fuel pwnp will draw enough tuet tion.) A pressu:::e swi:ch se: for 10 psi is insta!:ed .n. A by. awe~ hoos.ption in !low. 1: !urn. However. i! the screen should I! the no:nna. 7ile sub~eL 7he 5'81r.:iD COX':' tins cuw. pw:np !a. :.)ut is le ss t:n.s purposely set lower t!:a. ':'be pump cannot NOTE lo the even: the AC gene::-ato::.a.a occu: at :.11 • Approximate ly oue hour conditions dtcta:e. ooos~ ::Juxnp fai s or nyd=au- be blocked.Fue! !:OlD both sides oi :he sump feeds into downs::rea.mbtng connects :"his valve is !or emergency use in case oi ~s pw:np and the normal !uel boost pw:np !ire or for engtne shutdov.ne main pressure.re ts los:. su.in.he RE.x>wer at low ou: or !ails.0. :he electrtc ooos : • no mterru.:. SEC':IOX ! ZOO -~iESH FOE!. o::-der to prevent full ?OWer :h=ough the bypass.ch ts :. power ~or contmuous altitudes. 1 pump d:aws the additional fuel required !o::: or • ·o. ':'he h21>· is o!f ped with a screen which prevents foreign when the pumo is :-unning and product~ material !rOlD en:ermg the a.:his condi- dr. is required to wea::her the fuel. the engine driven and is not controllable from the cock. (The co:1tic.uous Cnanged o Novembe: 1967 1-ll .ha:ld iast=umen.mp tank..s.t provided on the left-nanc console. before ::he fuel has bad sufficient should 'be tu:ued ofi.drops supply sufficien! fuel !or full . -:'he engine . ana.:e 1-9.l the no::-ma: O\!Jn?.ne engine at any beacon and continuous tgnt:ton shou!d a .al boos: pwnp :tu: is adeqc. ~..L-pla.. ?rovicing tha1 regulated pressure of 14 to ZS psi. :: ~s a common line and mto ti:te ZOO-mesh stra. in Egc.INER igni:ion systen1 ax:d the auxiliary boos! pump a:e ene::-g~ed s:m..t:::tain pw:no ~:s U15!alled i:l tne ::-t~nc stde o: tne feed line downst:::-eam o! :he boost pumps. ':'he flow pattern inside the strainer is such that all In !Lght with the electric oum::J ::-uncn:g.S':'RA.ti!ied BOOS:' valve !s open <LVhen the gc.em !a~lu:e as shown in figure 1 -9.OX. :'b.u!taceotLs!y.Uv-driven su. In the event both fuel pUIDps fai.n the nonn. in the anJTUociator pane!.ea oy either the Xo.taneously. pump will ta.lure or hydraulic sysr. The normal boost pump is hydraulically.aeo. Z inve::-te:::-. BOOS':' PUMP An e!ecttic.::::1 of the elec:::::-ic pump. •nuoe Ln Cc<>c of tai ure o~ ootn Ule oorxnat not be operated simu./APN-135 ::-endezvous ~ough the oypass to run :. Control inope::-ative :h:::-ot:le. tch is is by a switch on the le!t.::-essu-e. FUEL SH&':"OFF VA~VE:. The onlv noticeabl e chan2e ~s a d-tlp m !uel ::. Ao exception to E ithe r the BOOS': PID!P A.e system p u.:GlZ BCX :mission..s nn ng. rne otupu: of me elect::-1c pu:np ..a. Elecc::ical pass a:oc. wiU operate prope:::-ly at any altttude oa the pi~. the ~.ard is down. as O?erating time to '"weathe:::._er connected to an AL"X BOOS':' PRESS light as shown in figure 1-9. the fuel will be bypassed with lic ores~u. PUMP A:lD COX:' IGX.. !uel is sttained th:ough the screen in normal its out.Or. This uni! i s equip .!or the boost pu:::l? is supplied only alte::-nate path !or fuel-flow in :he event of by :he AC geae::-a!.ote over. Unde: this condition the engine ~gnido!'! is supp~. A guarded sw . AUXlL!AR Y FUE:.ishes fuel !O the engine at a eagine-d:iven !uel pUI:lp only.

N I ..l FUEl FEED SYSTEA SUWP "'ZANX (95 GA.M..- MOUN7ED \:110.A:F (C) -1 .TE:RS) F igure 1-9 1 .!..C.z: ..!P (HYmlA m.) 7SH8'T A AUX BO<lS7 MA!N BOOS'!" Pm.SEC-::(..CO~-:rao.h. SHtn:O.ESSUAE ...x: :::m.G."i) FUE:.e._~ r O.:: .D COARSE Ft!. (CO~":"An~ ZIX.FF VALVZ (GUAB.R.-vi:....m:D Sli"I':'CH) F U EL ?.:._..18 ..

RP~i the tank is vented :o the outside air a: the top AC gc::ne::"a:. DC power is fu:nished wan:ned by heat rejection frotn the oiL From by one 400-amoere.r:-en: system power is the engine whether operating on the nonnal furnished by a 750 . three .? 750-YA in\•e :-:er coun~er mounted on the insttu.: ---=~ anc p:r.vol~ 400-cycle.'"\K VEXT SYSTEM AC.me::tt C)7e !lo. :'he AC tion r e lief valves are in the outboard end generator will come back on "-'hen- oi each wing tank to prevent negative pres. A back>. as long as the swi ~cb is in the AC The drop tanks have in:egral suction and GE ~RA TOR position. s mg !e condt:e tor type as necessary. engine - the heat exchanger the fuel passes through driven generator. Whenever tile engine is operated snre relie: va.a. QOA:.!.co the DC syste.mpere- !uel pmnp.or wi:: t::"i p off due to t=ailing edge o! the ver:ica: flo.es. 1-!9 .?". AF (C) .and a 10-KVA engine- '::he !ue! quantity coun:er anc tile low level driven AC generato:. A 35 .phase ou:pu:.. This unit counts the gallons o! fuel used by The alternating cu..mesh strainer. the fuel is warmed by a fuel-oil heat exchanger. wh1ch 1n this installation a wir e mesh strainer and into the engine is cerated :o ~Z5 amperes.ves. Some oil cooling also takes which u:xhz. NOTE A U wing tanks are vented in:o the sump tank tnrough co:m.S A positive displace. SYS:"E~ In or.<fe r to prevent any tendency towcu:d ice DC SYSTEM formation in :he 60 .ainic..VA shows :he ga!lons reJD.e:-gency ?Owe:. FUE:. :>ual suc.rov1ded.mtl!.h1>u::: ntd•et-caa.so cycle.VA inve r1:er fo:. wuhan mput of Zo vol!S :>C... 3Zo-."C?I?Y COU':ItTER AC SYS':'EY. Cit:a.tnen:: panet is aiso provu!ec. Z8-vo.I:l battery is ins ta:teci to supply em. This unit is thennostatically controlled and :'he direc: current elec:rical system is a the ac:tount of oil passing :hrough is varied regulated 28 -volt..he or e1nergency !uel system. emergency inver:e:. pressure relief valves.are p. -:::'he top o_ :he sump below approximately sorr.res Ironl developing during rapid descents. . indica:ors . underfrequenC)' (3ZO cps).es tne air!:a. th:ee-ph.nti:y ~ver~e:-s are ra:ed ac 115 . ever the frequency exceeds 320 cps su.g in ::~e aircra!t. a 100.1 SECT:ON I ELECTRICAl.ase TA.-x:1eter is in :he engine high pressure fuel systent.. -:'he warning :Jg~ts are :he onlr fue'!. 1n addition.. '::he AC generator 1s :-ated at 120 208 volts.1 . A subt~ct~ve no:-ma sys:em .:.m.t:ne st:ructure for place in the heat exchanger since the fuel is the ground retu::"n.omanoo ~e .

:'he master cau:ion light is on :he top o! the instrument pane! to the Fo:.2C IS on !he tOp of :he instrument pane! power and the o:her is !or !ZO 208-vol~ to the left o! the driftsight.ECE?:'AC:.erna\ tion light each tilDe :. 1 . the 'batterr 1s still on W!th the switch in the BA ':" & GEN position. \l.2.he righ: .tstribunon ts snown tn figure 1 .::npere circc. see A schema:tc oi :he AC power cistdbu:ion figure 1-12. the si:ups bar:ery is ':"hose lights on the !e!: and center rows of r··omauca!!y cct 0:1 the hat!ery-~enerato­ the master annunc:. A master arrunciator warning pane:. ::wo e. postdon switch on the lower lei: instrument sub?CLDet.cipJDent 'bay as bacjo:p m case o! load is ZZ5 cunperes .1 7he AC generatOr sys:em provides a sonrc~ GENERATOR A. \\"hen the generator :s not on the line due to !ow engine speed.: for n. One recep:ac!e is !or ZS . ':'he vo!tage supp!y i s low and the swt. AC power.generat...power d.SEC'::ON l A!£' (C)-1 .11.voh DC U .ator panel designated as swncn.-u pos:::ion is BAT EMERG. A second- ary panel is installed for fuel dw:np ~ights EX7ER.vo!t DC power which !S used in -he system cont=o: circu•ts and ·here!ore does not :-equue ships ZS.uuneter is provided on the lower operation.nts ts no::: . However. A schematic of ti:e dtrec: cc.rren: and inver- te:.v DC po>wo.ZO .as te r caut:ion light will then remain on generawr and ba~ery positioa. '!'he do. ue o! the warning lights wtU acn:.:cb is in the m..mtnate. :. ships 28 . or other cause.liCJ GE~"ERA TOR SWITCH sory lights and do not actuate the :naster caution hght...n breaker generator load.l:and coasole for - the fuselage near ::he leac:hng ecge o! the ward paneL :'he secondary pane! in the wing. Pressing the maste r caution light does not ex:mguisb the lights on :he :'he battery . installed ro conso tdate most warning and advisory lights in one location. failure o! ~e DC ?Owe:. The max•mum permissible i::1 the ec.E in :he U -ZC and for bo:h fue: c:!\:Inp and ARS in the G ."XAL ?OVt"LR R. BA':' & GE.generator con:rol ~s a :. ':'he re:maining lights are advi- :SA':"T:=:RY A ..Oen external DC ?Ower : s connec~ed.V DC is lei: ins tnunent sub pane 1 to indicat-e DC supp~tecl through a 5-a.o~a t A DC a.hzee ac:... However. Center posi:ion is OFF. ':'he master annuncia- recep:ac:es are provi ced ot: u:e !e!: side o! tor pane! is o~ :. and master caution light are system :s shown in figure 1 .nunciator panel. three-phase.hey 11lu. The up pos1tion.ng circuits in the AC generator system.MME ':'ER o! ZS . or un•il the condition is corrected. •• is the normal opera- ting positon.a:e the master cau - gene:-ator which may come on i! the er.10.Jrtercal power right of the drii:sigb:.F .. until reset by pressing on the maste r cau- tiol:l light ca?sule.groand operanon..

lA.a CacT11. .:.=nl1T T. :.":. ~A. ~TO& A&li-U &AD:D COWPASS .UT THF :U. P1.L'!OIC coc:::JtPt'r HE.zrcc.DC:I:itTOCS ~c:..'5 • AILS rt:r"....:.l5 Acn:A~ r.'CS ACJTO:Pt!.A TCl ....w STS":::EK ~ s-.r. .1 SEC':'lON I ~·.:. ItA~ ItAX£ ME"::DD.ua:..u.r_ PU:SS.10 Chac.:..Ot.C w AL"'G r~KrA-=~"ll. .-z AS.. ~ A..cy mL <..:) TALYE ~ H ~ItA TlOIS" n::r_ ~oss ntA.tc-u !! .~ STSr!!:M lt..'CD CO<": liD'"- F igu :::-e 1 .~wc:ru .An::a 1!1 tDYE.Z!.~GE.''Ot ~Tll:l8 Ollil":"ttL CISCA&~ oa::r:::s3GR"r SYS'ILWS a..l1 COlO (A!11'CII AD"TOi'U.A:ctG T AJJ PtOWW WllC...'01.~.'IQ ~ n::xL COII'TliOL c:ocxPIT~ CIC. .ZC-l ~T~ .U.. T.r :._.:A1T V.A!!I":'I":'T ~ L!IGJr.ua::&A AJL.:. C(%) 0C.:f -~•:.'CIO¥ MEA~ nJoa. A.t D&OP 'tA!CK ~A. AF (C) .S . A.. uno STs:c:w A.a.LA!C:lCIC ~LO!:WP UCHTS-Y~ ~ C£A."''1CA1::ll:f SET.z. '«A.cQICATOil c:oc:IU'fT r A. STALL STAI7 ~ 1!11.~~ n:'E."Cll SUP DmiCATOil SUP~'!:& PI:OCP~ Amat.££.Or5 st:rT 'r'Cn'!:. LA.VO& ~f J I Atc-J4CET~ ) TOAS: S!'STEM 11 .ESS.OT iiTO i>X.·<~"'CS JC:UlJOti su. CONT&OI...!.Auaa.A. ~. OC'I"EaTE& co:n'IIO!.~ ryprr. c:oar ~~ 'CO.A:D a.O'~TCXS 5~ ca A.E:aCle' SB:FI" ~Taa c. FI.L Q-..."' COIC'T'&O'-S UIGB"lS -A.& 10:tC T'-A? CO!Ha. P:U:SS. O . 1 t!O'Ell~ CONT:ItOL. oaenltOl.A.:.t . AS: ~TOll ~XOI. (. I:CXCA~ PrtO'T E:J:AT Ftlt.X£ ~ Am TLUTIC <X& ....YI:S ~ . &A"i"Z: Lf.un-l ssa -~ At:X lSOC5T PCX? ~~ AU~ ~ I &.u.Ql'mT£&.ltA~ Ar £WtXif T&!M 'tA$ AL'::UA-1oa A · L A -Z. '· ss.t.. A.&ZC.JW!.&AJa..AP ~~TOll ~ SPI:£0 l!I.aJT&~ . U.A1XT ca:c.."'~ aotCATOil camQ ENTZC£5CY ...-c:srLk Wit Tt' &&.ged 1 Se?tember 1968 1 . l'_ GDC ar ~ P1ESS..'O D£L.~ ca:. 3. s.AJt~ ~PO'W'E&I • . UKP .-----~~1~---~ n.:. DO *tiT-J 3T -=llA-~ COIO'ASS~ 0£!. :!C) ~~~~ IDC ~~j:.U stS7:E:W £1.t...EYA TOt TAS POSliUDC!« ts:m:A-=ca ~l:E%:1~ I:ILYATOil TSDol TA.O':' ~ HATCH vt.a ~~TO& Am cooct cooa:c. P!.

.A.. AF (CJ-1 .PS H COXF:Gt..._.~9 SYS7!3f Z2 S~ll C0!\7 . I StS .A..A'!'Oll onnasrr (~) a~P-rra I EX:"?Wil CtJ~'T TA.! AC GBJERATOR POWER DISTRIBUTION I ' ..A). £lot !3 Al."i FAJLE!> ~I 4 ~ Ta."X BOOS":' Pt:loLP G!lOSS c::.!RA ~~ SYS-...OLA S!..GX-'":'10!>0 F igure 1-Jl 1-Zl ._~ orr oa O. SEC-:'10•• ."5~ r SROA7DCIG ~ T S'YS7l:Jo( AC P' ACGne c.IPP::R Pt1N... AC GI::SE:B..~ ..~EJlllELA T -------·] .....

EX':' P"'. :he action to be taken is :. O F F RESE ':'. ~ s provtded by ::he engine-dr:ven AC genera~ r .cas insufficient output o r is ou: whenever :he swi:ch is p !aced in ' be . {AC GE~.must be coru:ecteci.~ :'OR.ng light will H!c::oi.s o: 3A-: & GEX position.vol : !>C ?OWe r w::uch ts t:sec! pane~.s : o v ervol ta.. go the geuera.s anc! as an :.:Uun:unation of the bat tery discharge light may occu: c!u:!.=e .1 A NUNICATOR PANEl NOTE .schar ge warning ! igh: to glow and :he generator oc.-ec 'W'a. • ~e batter y has been d i schar ging a: a rate ou-: light (::-ed} is o n the annt.:h. ':'he supe r v!sory panel pro - rices protec::i on agau::.nuously fo r at ':'he light wi.V DC . ships ZS . ':'he Hgh': wi!.ment pane: . : : is therefore possible OF?/RESE7 posi non .ng low engine RPM opera:i on.•henever the genera - least lS s~conds . g!ows wheneve r the gene ra tor is i n . and normal power for connnuous ignition. in :he sys:em control circuhs and the::..nci ator panel.ampere breaker powe :. :he auxiEa:y boos: ?c::tnp. o= :.-e!o'!'e operative acd the DC bus is energized..-e cono..rough a 5 .~:. A voltage regulator anc! supe :-viso:-y panel a :-e rnountec tn tile wheel welL Feeder !aalt F igure l .H come 011 v. AC ELEC ':'RlCAL POW .nteg:-a: part o! tite AC generato:.'UXG LIGHT in :he A C generator systen1. !! t. An AC GE. Wi:lt this coociti on.nate when side oi the i nstrc.V DC !or nor-mal b a r.he scu:ne as :ha: !or a !:>C genera- :or failc..IZ cu:r ent trans!orme:-s a:e mounted a: the AC bu.to::. The c!oes cot require sht ps ZS .me . !or the ba tte r y c!.RGE WA. u. A three- pos ition s~t. in :he annunciator source oi Z8 .R SY S':'E M AC e!ec:rica: power !or certain electronic intelligence sys :ems. AF (C)-1 ... Z08/lZO V.cde :-freque~cy.!at:lt.nd per sonnel should be r equested to check the DC vo:tage regula!Or adjust - z:neat. R. in the eqtLpment bay as backup in case of failu=e of :he :>c pov.. -he genera!O= . ":he AC genera!Or sys~ provi des a T his r ed war ntng ltght. of S aUlper e s or mo::. 1 -Z3 . However.h:s occurs.switched of&' ::he !. unc!er- vol:age..:50 C)•cle AC .R:.::.ge.t warning light not to glow. 3Z0 .he exte r nal also supphed :h.. groc.-ci.e:-y switch mas t be m the BA T E MERG operation.~'"R 1 ts on :he lo er !e!t T'ne ::. The light indicates that t o ::: is t=ipped off the l i ne.-e ::.. anc ieece:.s rated at 10 KYA.geaera: ing circui ts BA 77ERY : >ISCHA.

feeder !ault.ever the brakes.. RPM above SOijC.-t when o~ratlllg the hyd~ulic system oo the ground. AC G. RESET positioo. The vo:tage.:::1en: panel. or underlrequency.-po:-ating an accumu - RESE':'.. (OFF. E~RG) i nver . OFF/ psi pressure :ype.verter ?Ower ~s contto!l ed by a in the AC GE~~RA TOR posi:i on ..J:GH": ':'h_e hyerau!ic system as sho'WU in figure 1-13 ope:-ates the lanCing gear. over. any other :-eason.-e:r is cont::. AC genera:. and on the Model U .elD :relief valve serves as a sa!ety device to b)-pass oil back to :he tank and p:-event excessi ve sys:ez:::: pressure.-:Ung light i s OU7 d~ing nor - A gene~tor :rip due to undervo! tage. the latch i. GEXERA:'OR pos i ti on i n order to reset tile In the even: oi an AC generator failure for genera to~.due t:o overvoh:age. no-:-ma l~ and no corrective action is ter se:ector switch o n Ule l ower lef: inst:ru . or feeder !ault requires that the light come& ON to indicare a !ailc:e o! the AC generator swi :cb be placed in ~e OFF AC generate::.J. the AC genera- to~ 007 ~igt_: will be 0 . This is fou. ':'be ai= charged accu. ':'his ~ed wa.nd AC GEXERA TOR SW::'CH ca::. S:EC':':O~ ! AF (C)-1-1 The AC generato~ will t:>i? o!f whenever it. ~e AC generator sys. aorl down to duces fluctuation in pu:m? :oa.RAU:.-o! led by a :"he aircraft systeJ:n is a constant 3.nco:. i.e~ ?OSition is pmnp.. the OFF -RESE':' position the wa::. mal opera non of the AC gene~ator. · ii :he swi:ch is ':'he AC i::.•ed up t:o pressure for peak dezoands and :hus re- :. under- RESE":' pos t uon at:d chen returned to AC voltage.receptac!.iCk d ~SCOn.).-ning '!igh: is OFF.or po"ll. Th"VER :'ER S"~TC9 During low RP~f conditions.EXERA:'OR OU7 W~'ONG LIGHT is ope~ated below 320 CPS (approltl. :'he :. HY:>. speed ':'his ree wa. 1f this In order to prevent re?eared momen.ZF. syst. ':'he swi~b is zno . and . !-Z4 .. When the switch is in tem sho~ld be at:eJD?teC. 2..nts-m o! the ARS.a:1ulator stores OFF RESE':'.ding. EX':' PWR) sw-ttch o::: the lowe::. ":'here lS a hydraulic <r.mately 80 engine RPM) and auto::n. such as before takeoff and du:ing descent..-umg : igh: glows wheo. 000 :hree-?Ostco::: (AC GEXER.r-posi:Jon. :'he cen:.~":'OR. 1.:C SYS7E~! INVERTER OU:' WARXIYG ::. n:ent scbpanel bel ow :he bar<:e:ry-gene:-ator sW::ch .he AC GENERA ':'OR post :ion. :-equireci.a!ical!y rese~ whenever the frequency is ahove 320 CPS.le!t lator and sel! -regulating eng 1ne-driven instru. does not extinguish the ligb: (with engtne tary feed i ng into a faulted system.he EX:' PWR posi=!on.nve~ter s'Vritcb is turned ~o OFF.. the AC generatoY swi tch should be p:aced in the OFF -RESET posi - NOTE tion and then returned to AC GENERA TOR in an atteJ:Dpt to ~eset :he system .-aulic g~ou. wing ::la?s. fue: ooos:: pw::np c!rive 1nverrer se:ectec is inoperative or when the mo-:or. place s'Witch in OFF- only cme reset o!.nec: rece?tac t e fo~ use with a hyd::.e Inecha.

- I·--~---~ MA. ::1 . w 7AlLGEA.E:SrRIC::'OR PECOl.. F= CHECK YALYE Figu:e ! ..· srr~n BRAK~ CO!\'TROL !..ASE.!AR TO MODEL 0-ZF...'-nJNG c::: GEAR CO~':"ROL n JL~GE. SY S-:"E~! PRESSURE & AElUAL REFlJEL.- ~ R.7 E3. •.? CO!\"':"ROL --· I .R CYLDIDE...EJ.(].E.S} .-'8 c:: CPLOCK R.13 !-Z5 . AF (C)-l-1 SEC':ION : HYDRAULIC SYSlEM ACC tn. VALVE I SRO"':OFF WD\G l YAL\'E FLo\..!NG SY~EM (Aa.R ~~ ------~ NO!'E .....A.lULA':"O:R 0 Cl Q COOLER PRESSURE i~ :t I I :F'I!.'"UA!...':L"' R..E"l'l.

aps have reacoed the instrument pane·.:owever... A degree scale is mounted on the colw:n. there A small pointer ts mounted on the top center is effective >-aw damping. !aired.:ency . indicates hydraulic sys .~EL . The gust t.D.:ltmcia - teiD pressure. This ts cal ed the "Gus:" position. ttol systen1 1s l. COX::'ROL V. In addition. This provides an accurate me:hod of moni- GUS:' CO. ins :. The:-e is no directional trinl in the cockpit.ment which may occur as a resul: of uneven . Ailerons are shifted 10 degrees and flaps l .~opllot disengage buton. in SDlooth air.l-1 .:GET CON':'RO:_ SYSTEM ':'he control wheel has severa! switches The !lign: controls are con"·entiona:.alled.l sur!aces are au.a! hyd.e :.F:.speeds Engine compressor bleed a:r is ~sed to pres . tah actuato:- power goes through the t:rinl power switch. gust position. CONTROL 'W HEEL POS:':!ON Th.nua l t::-im. ieedtng.on:rol is used side : the !use!age.au..akes it possible to simultaneous!y shi!t bo:b ailerons and wmg flaps to ant:. The wing at hi b altitude. This instrument.-aulic motors. :'his device Dl. There is no emerc.fuel The most uaiq'l.:'be !l)·drac'Ec oi! is cooled as it circulates are shifted 4 degrees. ':'his has the dual thro-gh a heat exchanger i::l the engine oil pur. oi the control wheel. to slu!t the surfaces up hen flying in tur - b. :.IC PRESSURE GAGE are provided on the annunciator pane: to indicate that the aile-rons and flaps ha"•e shifted u.ve rter. The tights glow whe"l rbe aile-. This is a remote indi.? posi- non.ng a:1d increase pwnp efficiency located under the cockpit floor. The gust contro! switch is on the left con- sole aft o! the throttle.gbt-hand g:-ip !s the ting o! rudder peaats and a wheel ::nountec ele"-ator :_rim tab con::-o! switch and the on a control co!u:nn. on the rtgnt side o! ~e ron actuator ana !'. A.Z6 . ·:-RO!. : r cooling scoop on the lower righ: structural loads. The a ile:rou motion is su::ze the hydraulic fluid reservotr to e!!ected by an e!ecttic shi!ting mecha:niSXD red~ · e !oa.>osite tile pointer.n op. On the :eft- d!rec:ly connected :o ~e cockpit con::=ols hand grip is the ttun tab power switch and by cab es. Two amber lights HYDRAU!. tndicator shows the fiaps are shifted up. 'lna! i:J. a radio button.~ICA TOR E !ec:::ic trim ts ?roviderl ~n pitch and roll.. On the r. A green Ugh! on :he a.Uent atr or when !lying at high.he gust coauo~.:e feature o! the n:ght con. tering le!t or right-wheel disp!a. flaps are moved by their usu.'1ydrauhc systeJn. ":'here are no surface locks except as pro- V1ded by the ground crew. ~!a.SEC7:0X I AF (C) . with the autopi!ot operating.p.ce.. consis.. "i'be normal pressure :-ange tor panel indicates when ~e a !lero!:S are is Z850 to 3150 ?Si. the wing !lap position ca::ng systenl and is ?OWereci by either nor. • · o power boost 1s provided.>ese o! reducmg both wing and tail ram ::.

and a gree~ Hgh: 7'ne adjusc:nent !ock !. the tabs 1. e:ect=ica ty ac:ua:ed pi:ch ttil::l tabs are at ?e:-:ninicg :he pilo: to ex~nd and stretch the inboard end o! each elevator. A groucd ad.-el is 16 degrees with pedal controls.e ttim.ma:ic elevator ::ri. E1evaoo r t:run cab postti.dder. AF (C)-1 . his legs.s tnstalled on the r ight aile r on. o! degrees !eit and d.!> is installed on tile rc. :'he e:ect:ical:y actuated trim tab is board toe p : essure.hazd switch controls powe:::.. Su=face tta. Two con::rol swi:ches are on the wheel.21 ..1 SEC". Wit!:l actuation.to the . sic!e of each pedal can be released by ou:- tion. Sur£ace ttavel is 30 sed position the upper portion of each degrees up anc Z.Cy O?posite :-ucder pedal at the sa. To :::-eru:::-o rudder pedals to no:-tnal A posi: ion indicator below the gear handle posinon. lift collapsed rudder pedal gtves :he pilot a visua. In add:tion to electric trun o~ :ra t:!oo.-i:h o:her foo.on is indicated even though :he ttun ?OWe r switch is o!f.me :ii:ne with oppostte !oot.::l s y s :en:t. pash rud- have anaunatic servo opera tion :o reduce der pedal pusher forward with toe and longia1dinal contto force s . ::hese :rave:s a:::-e reduced ahle bend ta.e~·er on the outboard !Uurnjn. 28 V :X: and the c ircuit is controlled through the elevator t:rim tab powe r switch on the !eft. COLLAPS!BL.gh:.e.hacd swi:ch pos i:ions :he tab. A g r ound adjustable bene tab :. ':he le!t. Repea: ELEVA7 0R 7 R. &:::-!ace t---avel is 30 up and 14 cieg:::-ees down. stea.us: - the gust contro!.?edals a:-e ins:alled :o ::-educe ?ilot fa:igue by pe:-mit:icg ! r ee 7'ae e!eva:or syste:m is conventional wi:h extension o! :he p:lot' s legs.B P OS:7 :0N on opposite stde. :'o co!lapse rudder peda_s. The pedat ts rota:ed to a horizon:a! ?OSition.O degrees down.nd ':'A._.l reference for ttiln with toe or swab s:ick while s~adying tab se:'d. The indicator is powe:::-ed by opposite peda! v. An a.hand grip o! the coouol wheel..M C ollapsible :udde:. Tb. 7 he rigbt. In the collap- col\!n:l'l coc:ro! . l .:":OX - RUDDER C0•• 7RO!. SYSTE~i The ai!erons are controlled through :::-otation ':'he r udde r control sys:em is conven~iooal of the wheel. DID!CATOR 2 .a:es when :hey are in the !aireci posi. 7he :-e is no :-udder on the left aileron. tab switch is ceo~ering device in thts sys::em .E RUDDE R P E DALS ELEVA:'OR CO•• TROL SYS7 E. tO 0-1/2 degreeS C? and 5 ceg:::-eeS dO'Wil from :he shifted &euttal position.:nber The rudder pedals may be adjusted fore light illuminates when the ailer ons have and a!t to accomoda:e dille :-eat leg lengths shl!tec :D the gus: position.ng . oo the leit conso.l:lanual O?eratioo: l and a u:o.

a? switch system. g:-o~ci. Also.f the la.speec!.unent subpanel.ess oi the position of the stall strips..!.on or fa!!u:e..':. :"hey are exrended by pu!:ing the v. asymme-try :s !!.nc:. RE7RAC:'ABLE S':'ALL STRIP POS:::o.he gus: position.!:. When the W:~l retract to :.ons. lt has a ible sha. which comcides with the maxi - a s~owe:. flaps may be one . 1 -lS .rips are extendec!.a!: !S to rna. but a: deg:ees. the !laps the stall s:. the wing root ma. the lights will not i!lcmina:e regard.any reason. S7RI? 7-banc:!!e on the ou:ooard sade o! the :."G F L.ln~ted to a maxi.±e cu:. if :he flaps st=ips are retracted and :he landing gear are ci09-'ll when t:te gust control switch is down and locked. am! Jn<nnentary DOWX.o eme:-ge::cy rnethoe o! operating 7!:te s:all s~:-ips prot:-ude approL.·::ite S:'A..he There are two amber lights (left and :::ight wing :'"lap sw.:-ic instru - ment operating from DC po"'·e:.:>ICA TOR ':'be w. resisting the spnng :etu:-n !orce o! :he :'his val~e is contro!led by the r. This is an elect.~ (CJ -1-! W:O'lG FL~PS V. !laps become uns·rnc:-honized fo:.:tel which illw:ninate whenever the s:all in the gust ?OSition.!u. :'be switch has three post:!ons: OFF.tcb. left lower ios1:::-:. l.hand .ight.out and the Wlng tip. II one motor should !ail.o: ~s on the motors wruch are 1n ~erco nnectee by a flex.? D.!S the wing !!aps stall st:r ip) on the :.w:t! o~:-ate bo:ll i!aps. .). ane :i~.Ina:ely :he w:ng i:aps .a:ion of left. :"he:-e !S r.A!:e:.by to :he reve:sib!e hyd:-aulic d:-ive moto:s. li the left and :-igh-:.. ':'"ney ?:-ovtde bener stall SW\tcb has been act!latec.ng !laps a:-e actuated by :~-o hyci:-au. :"h.xst control switch over:ades :. The lights go out when is moved to the gust pos. tile c1:-ec:ion o! !low o! bydrauhc !!uic and allowmg :he handle to return s!ow!.ferences ~!1 :!lap position due to Wlng about midway betwee::r.tgbt-hand :ostrunlent a:-e i::operable wi:h :he gcs: conuo! pa. ':'his ••!anually ope:-ated retractable stall strips sa!ety !eam:-e precludes the possibility o! are installed on the leading edges o.half inch when extended and are flush lowe:-ed with nor-ma! engine wmdzni!hng in with the wing leading edge when retracted.:-ge c:.in:a:n synch:oc:z.acding gear is not down a:u! :ocked. on the ! eft console outboard of the throttle.:i! :-ese: on :.F POSITIO.he a!titude.Ll..". mum flap travel.mwn o! 5 cegrees by an autorr~tlC S'-'-itch device.lic :'he wing flap position indica:. 7he}· are :-eo:racted An elec~""ical so!enoid ~-a ve is used :o con . A secone function of ~he inte:connec:ing sh.handle ou: of the detent :ro..uon. However.. i : is no !onger cha:-acteristics when extended a: low possib!e to move :he flaps uc.llling the ':".~tneehole and moving outboard mto a deten:. · ::ND:CA:'OR UGH:'S NOTE :'he g. :he evec: of an engine !a1lure. UP. by :r.h:: !!ap posi-:.SEC7:0~ i . :he range !ro:n minus 4 deg:ees to plus 35 other :no:o:.

control !eve :. sp:.(pogos) located out - :'he gear tJ. by :.ion on either the solenoid va!ve which directs tile hydraulic ~r. 1n the event gency gear :etrac:.FL.•'\'DD.'ltgbt ::-e::::-ac :. :.. norm. the swi:ch on the left forward side pane!. Ao ezner- locked in the f>OSi~!on selec:.t any time . the pilot must re:ease a. manually re:eased by p:ressing tile red button inune<!iate!y above :he landing gear leve :r.on w1th the a~rp!ane o! engine £a.-mdxnilling weight on :he gear or in case of solenoid w!ll develop su!ficient hydraulic pressure lock malfunction in flight.he con- gency drop syst.ilure.ain and tail gear in case of failure oi the uol tever. The speed brake control is a three ?OSition center-o!. hanc!le.AF(C)-1-1 SEC':':O~ ! SPEED BRAKES EMERGEXCY EX':'E. . Both t.asa!e warning :-ed Eght : s ~ the 3oa.ulica. the The landing gear is controlled by a leve:r switch 1s pul!ed back. to CLOSE .ated bicycle landmg gear which is con. The direction of a cable system. ::'he speed brakes extend to and tail gea: are mechanically released by a maximum o! 50 degrees. ·s:o. An electrically operated ~-anslucent ecd oi tile gea::.. tro!led by a lever on the left !or-ward side paneL Bo:.a.xn force the gea:r to the down posi~ion.oned OFF.enston or ret:rac!ion cycle by rew. ·c SYSTE~i balance 1S p::-o~ded by !eft a. ':o OPEX the speed brakes. Fo::..ll swttcb pro~ruciiog f:om the acru. The speed brakes may actuates switches tha: ope:ate an elect=ic be stopped man)· post:.. :oma:1ca!ly is posi1::. norma!.ux~ li.l engine v.rning fluid to the landing gear cylinders.ssors switch on the main f:ozn any partially open position if the switch landing gea:.r have C:u. Lateral LA. winch is connected to the c::avet may be reversed a.loaded .h maUl gear and tai! gea.enl is provided to extend the :r. The :he switch :o its OFF position_...nd :::-ight drop- pable a.loadec! downlock mechanism.a.=d on the ~ng.. emergency gear release handle on the lower center subpanel.l wheels and retract forward.atch by :b.f slide switch on the top of the th=onle leve:-.w:nb ?ressure '!he airplane 1s eCicipped wiu a hydra.ec._-y gea:::.ng ..a.eiDer - the swltch in the OPE~ position. "':hls vnl! no: occur with released for i"'l.Uy on the szna. !:tdicator and wa-. sys~m. lever ts held down by a solenotd lock coo- ai= loads may slowly ctose the speed brakes trolled by a sc:.he SPEED BRAKE CO:XTROL gear is mechanicatly locked in place by a sp:ing . However.G GEAR WAR. 1-29 . the lock can be to actuate the speed brakes.""ning systexn is p:ovided I: glows wheaever the !.rea. To extend the gear. Gravtq· and slipst."'te -ain decrease speed. 7he hydraulic fluid flow to tile ac:uariog cylinders i s so:enoid valve con- trol:ed. The loc~ :s a . T SYS7E~ ':'he speed brakes a:e a d:ag device used to This is a f=ee !aU system.on. '":!us lever is pushed {o:·wa:rc!.andiog gear is no: !or tile main and :a i: gear only.

Waen the 2-il gea:. comparttnent JUSt above the tatlpipe nozzle.each gea:.a:!ca!ly !ockec on the s:ep :t:: . l-30 Changec ~ Sep:embe:::. a~so the unsafe A pair of spot and disc ~~e brakes are wa:-ntcg l. A leve:.gh: w i 1 glow. ':'he ?ilo: con- -::=o!s t:te s:t:e=rc.!. ':'he by a tee hai:cle on the stde of the console ?Qgos ?:-ov:de !a:e:-a: suppon C. :n=ough the :udde:. ':"he brakes are operated by con- ventional toe pedals. d1agonal stn?es a?pear in each window. installed on each main wheel.h :he a:ta.ng and can swive. out !ur~e= unlatches the hook a.•e: :. Since :here is no dille:-ential h:-aking. WHEEL BRAKES e. A warning born cu!.y connec:.: inst:-c.ane :s s:ee:-able by means of :he ta:!w!:ee! wh!ch has an ang~.:>::XG GEAR POSI7ION ·N:>:CATOR will operate the single maste:.cylinder.ng and ta.:hat ts down and !ocked.adj acent to the handle is operated to release the handle I !o:.'O:-d uP ap:>ears !o:.! 968 .keo~~.aHy con:::roBed by a cable fr01n the cocjcpi:.sm :s mar!l.socke:s as :he wings beg:n to handle is au:oz:J. ?ogos can be :-e:ai ned !o:.e may be installed !n :he is U? anC. :. A pressure relief valve upper . The pressure £:-om the master cylinder is carried to all b:-akes by :neans o! a ?res- 7he !acding gea:.:..ke pressure.pedals wn•ch a:-e c:rect. ei:.cd allows the chu~ to jenison. When the bus :>R.s :-e::-actee..n.:.e·d ~o the tail gear by =neacs o! a cao. :ocked. 7he a i =p!. This allows the chute to leave the airplane in case oi accidental opening o! the doo:s ?ogos are :ns:al1ec about hal!-way out on during takeo!f or :ltgh:.icg hooiC unlocked.e s~~ste=n. cEagonal st:i?es appea:-.o prevent it !:-on1 snapping back into place and releasing the chute .n:s sys:em !S inactive.e is ?ulled.echan..::hat A !6 -!oot drag cha:..!hgh: by l leav!n~ safe:y pms !nsta:leci.ment ?anel shows limits the maximum b:-a. !! :ne pogos are not rotated 90° clockwise. and tne v.!ring g :-ound below til. :he ?OSition o! bo:n :andmg gea: . mediate ?OSitlon. Rotating the handle another 90° clockwise anrl pulling::. • ·o cockpi:: tndication is p:-oviced.ee h.. ':he o:ake out button airectlv to the right of the gear system is an inde?endent ::nanually ope:-ated handle may be usee to s . RPM 1! :he landing gear is not ciown and loctted.ch. ':he hydraulic syst:e:m as shown on figure 1-14.return to the stowed ?OSi:ion. Ot>era~ton of the release m. cylinder.!ar :-ange o! 6 ceg:-ees each side o! cen:er.l. AF {C)-1-1 7he gea:.Cs-:.her o:.iteoff they should fall "step" 1n order to deploy the chu:e.! the gea:.-t:cn v.r..lence :he bor.?OSit:on mctcator on the su:e manifold. handh. ::'he chu:e !s ope:ated eacn ..he th:o:tle ts :-e:arde<i below the posi- tion !o: 75c-• :o sor.·i:.a:led !n the co:n- POGOS part::::~ent v. Vlhen the .nds when. 7.e!t s ide o! t. engerized. ':'he :. 3o0 degrees.acd!.is at any inter ..>t:: be automacically :-eset A small reservoir just forward o! the cock- each tune ~he throt~e xs advanced past 80 pit feeds a single conventional master RPM..JC e!ect:ical bus is no:. :. The chute is :.~nsa!e v1•<unmg ho:-n so~.bo:h pedals LAJ .~G CHUTE ts energized a wheel ap:>ears in each win - dow !or each gea:. t:h=o:ue sv.e th=ome. 7he oc: o! the. and ?laced on the ext::actec ?=:or to :a..

AF (C) .£:SSUiU:: t ----- J LJ ' ...~ : BRAKE 0 IAGRAM \ FILU::R / c~ ·~==========~ ... 1-31 .1 s:Ec:-:o.1 ..:e 1-14.BRAKE ASSZMBLY --------J Figu..?B..

S readability. An altil:neter correctioc. !orward o{ the .e type with a :-ange from zero !o 80.ED !XD!CA70R ':'he ver :ica: speed indica::.0 the cockpit.' I AF (C) . ttle otner provtdes Mach nu.-: oi a COJD?!ete sys:em are covered tude o:. alr- recti.. By :neans o! a manual selector \~lve above :he right side console.men:s. it will not Sta)• intact but wit: soon dtsin:egrate due :o engine je: st...led in :he cockpit.ow.mher o! 0. A striped section warning indlca:or appears through rlle notched disc cc'l!te co:nparonent.or is con\•en- tional and sho~. :'he pitot rubes atrspeed co:-respondmg to the !U:nit ~!ach are located on the bottom fuselage jus: a!t nuzn:. i"eet per .. with the sk1n..cno: airspeed ind:.m effects. 80 . panel.on card is f>OS!ed :.. lnent pane:. card is posted in the cockp. OOo-foot attitude. Each system contains one pi:o: shows maximum st-"""Ucm:-al speed for the tube and two static ports. 000 foot pointer has a specia! notched A drag is ::to:: installed i! defen- chl!~e cisc and a pointer exteQSlOn for better sive are tc. each side oi the fuselage.ga.t. able ai:speed. (See ::.l-kno:: increiDents !or :::ore accurate indkat:on. the pointer wi:l mdicate cock. ! . 000 fee::. ":hose 1ns:ruments which are not properly ::he tns:rw:nent wi:! read either cabic alti - a pa.er. a p1tot ~tatic soarce for altizneter. speed acd verucal speed inciica: ors.ng scales. SECTIO.1 . 1 .. The NOTE 10.ec:_utplXlent bay a!tiwde. -he secoud altimeter is on the lower right instrument subpanel. ':' o poin:ers si::nu!taneously The dial is g:-aduated !roD: zero to 6000 indica::e actual airspeed and maximum aU. Two altimeters a. Below about a oi the nose. 000 feet. YER':'!CAL SPEE.Abo"·e 40. A :-otating drum. visible :. ':'be outer dial is graduated in 5-Ja:o: :ccre..tsoned smce i: may cot always dtsin~e­ meter on the le!t side of the 1nsttuxnent gra:e ilr.stallec m the drag S)·Stenl.hrough a "---imiow in the dial.G-to 400-. An airspeed co:-. :: is a conventional sensith.32 . is Pl707 S':'A TIC SYSTEM graduated ircu:n 0 to 100 in . be!ow.ai:-speeds cor:-esponciing to lrmi: actopi:ot Mach senso::. based on cator ~s on the upper :e:t side o! the ms:::-u .:> IXDICA :'OR AI. 000 fee.rea.. the pom:er will indi.mediately.1 li the crag dmte is deploy~ in normal ALTIMETERS flight. a:: altitudes !»elow 16. ":'wo se?3=ate picot static systems are Tbe max1mum a~lowah:e a : :-speec! potn:er ins:allec.lo and 1-li for ?2-De: a:rac.-e insta!.-s the ra:e at which !he air- A con"•ectiona: .::.minute on :wo adjoiru. the rate of cha::tge o! atxnospheric pressure.res 1-15. O:l takeof! or go -around :he chu~ should be The ai:-plane altitcde is shown by the a!ti - jer-. ptane is clu:nbhg or descending. each system ha\~ng one on cate :he !unit indicated al!·speed o{ Z40 knots . ':'he sta::1c ports are !lush 40.ttSP.gemen: . whichever ts '!ess.>it~ One sys:en:1 1s used only bv the lowe:.

! .15 (Sbett 1) ! .! SEC:'IO•• : COCKPIT ARRA .33 .t\IT ~- ~~c::.GEME.! J l1 C- F .o-==lll:=:c=l. AF (C) .gu:e 1 .

AND F11E!. CO!o. .50 F gure ....: !..... · : : AF (C)-1 .!. S~IUPS A10 WAR.:XB--'t . U .:-zos : C=.s-: DrwlA wo:l!:!. l.!. ).-...-.7S omnB C .""'!'ROL STA!.l .15 (Sneet Z) l .3..::.:lotP !. .."ilt A:R PRESS.!Cih-:" iU>H: I?O:CA70R . ? CAu.. D.!.c-:Io."-5 • :.ZC L"lV'-:R C<ri'":RO!..:CliTS~ !. Atnc "'ZA. s. Changed ! Septembe~ 1968 .! .

35 .:U: omnA .SStfilE RA-:':0 HT.Mo::>.E L U -l. Pil.::XP E~~X::: pll!:.F DfWl B MODEL U-ZF F1gu ::-e 1-!5 (Shee-: 3) ! .l SEC'::ON - COCKPIT ARRA GfMOO BDHI ~1CA70R A77:"rtm.SP'E:ED TACROX::7~ File-t A!R 7. AE' (C)-1 ..:c _.:>RA~:::.=: GYRO XAV AIB.ESSt..

1-! COCKPIT ARRA GE. A:£ (C) .£ OUADRA:-..ST!TCHES Figt...-:.5 (Shee .3o ..h•c - @@@@ DETAil D DmnC _l 0 0 DETAil E 0 0 Dtun E DETAil F 7Ha0T7:.XD ADJAC£!'-..::-e 1 . 4) : .."7 A.

...S DfWl J Figu."0 S!.IP?!:. GEA\ENT a1 I~ rnrau. AE' 'C}-1 . Sep::ember 1968 ! .re !. PAX::!.1 COCKPIT ARRA. SYS7EJ. ..'\.. t:lr 0 . @ 0©0 ' aeru '® @I SYS 192 :£~~ L ~· SYS lA 2 ."YP cas-:-ao:.J 5 Sbee: 5 Cba:cgec :!.a ?t. ~- f) - @ DEWlG :>:tOP TA."K.f J. A:XD ..s .36A .9z_ A.

36B Changed l Sep:eznbe=.F C->3 Figure 1 . I AF' (C) . WODLl.1 .l OOCKPIT ARRA GEM£NT onAn L onlllK . t1·1. SEC::-!0• .A. YE CHE:CX PANE!.S 'f.I.15 Sheet 6) :l .U...! 968 .

. -- .!AR T FttE. U-l. i ---- _....."''t..WOD!:L U-ZF c-: F igure 1 .C DOAJ1 p onmQ COW.~L.W Sl:U:C'!Oll IUG14 SID£ SWITCH PAM! PA. 1140!>~ t:-~C oma.. 0 onAil M A C'X!!.15 (Sh·e~ 7) Changed 1 September 1068 l-37 .-_ ':"A.1-1 SEC -::0.&nl~ SWT:'CH . AF (C) .WODI:!.P COWloo& SE: L£C70il PA->a:L .:.

16 (Sheet !) 1-38 .· I AF (C) ..SEC-:-:Io.10DEL U-2C LEFT SIDE Ftgure 1 .1 -- TYPICAL COCKPIT .

1-! SECT!OX ! TYPICAL COCKPIT .16 (SheetZ) 1 .MODEL U-2C F igure 1 .39 . AF (C) .

MODEl U-2C RIGHT s::::>E Figuze 1-16 (Sheet 3) ! .1 TYPICAl COCKPIT .AF (C)-l.40 .~ECTIO. l .

1 SECTION I TYPICAL COCKPIT .1 .41 .MODEl U.2F F tgure 1-17 (Sheet l) 1 . AF (C) .

2F F igu=e 1 .· I AF (C) .MODEl U.ECTlo.IT.17 (SheetZ) 1-42 .1 ..1 TYPICAl COCKP.

NODEL U.1 .1 TYPICAL COCKPIT .17 (Shee~ 3) .2F RIGE:' SI:>E: F igur e 1. AF (C ) .

I! head- the gyr o can b e bypassed by se.ent.dby co~npass is on the le!t s ill.a t:l"lDneut. or case oi a malfunction of the gy~o platio~ due to a loss of powe::. in:fon:nation is :hen CU:::?!.sfer s witch: warning.nte:-s which £unction on the indicator.ent - poi. vo.1 and NO. .aguet'ic bea:-in. Tht. An mdex s tee1::ing in!o!"'Dl.oswhches.e sa.oved up !0 :he F::.eo: ~el.as t.ecied by either !ue or overheat~ A s tation.n.OCKS :m. A CO:Dlp ete expla.DF/ VOR-AS.he An eight day clock ~son the cenrer ins~ ­ preselected headi:lg whenever the liDG :::node ::::::. = a m.~G SYS-:'EM A dua! warui.a. is be read a. The panel test:s :. Z cu·cutt:S a.st=u.en not in FOG mode. with :eie.. The poi:lters ca::t d!s?Lay e ither ca: e a ii:-e o r ove r hea: conrl.X.n.-n ::he airc:-ai: to :.rence.:e se~ to close a: :.-d distance.. AF (C)-1-1 SECTIOX I Beading information is supplied :o the rota..ag light above :he in.RE TES:. ~ .A T ":ES:' position ..he ca. :. 1 poin1er connected. E ither =adio D. The thennoswitcnes 1n ooth displays ADF in!orJ:Dation and the NO.s the needle point on the rotating m. The:-e!o r e.. ~ the AHRS a:mplifier ap pears wbeneve.g of any s::ation m. :he auto?i:o~. feeds the is doubtful or incorreet due :o the gyro ln!oriDatiou to the face of the indicator.a.a. ':'he s:a. c... 7 he switch.'his is a sra .n :he ADF/ VOR position. FIRE WAR.ce systen1 (AHRS).ation as described in at 01e top oL :he mst::umen~ sno""s ~e mag. mdica~es :.tion (AS. In platform not being errected proper ly. When pe:ratu. netic heading as the ca. A !!ux.t has a red OFF !lag which heading infonnation.to-go cou.::._ down to the ()IEE.e watc !1.ecting COMP ing i:Uormation is questioned seleet COMP ou the mode selector. A b=acket is a lso provided .avigatio::1 systezn information (ADF/ condition is indica ted by a steady light.>rese:ect h.ding upon the pa rt::nent provide fire wa--ning and switches position of !he A.ay cluding the the::m.displays VOR i:l!orma:i on . :"he "bug" can be used as an adjus2ble lubbe:= lke wh.e inscrmneru: by the actrude point.J:De t.eJD i s O?e::-ating.C.nanon oi :ne A-'13.ifiec only (!lOt: The in..b.. da-d compa ss for cb.) '!'he AERS con:=ols are on the r igb:c-hand console.2.ecking There is a .emergency heading indicato:= wluch works in conjunc tio::. the needles w Ul ?Oint to the index c i rc uit t es: swi:ch ou the lowe= l eft s-witch mark a c the to? o! the in.to the flag .for (on the autopilot con:=ol panel) is selected. ting face of th. the • ·o.r the h eadiag information and gyro plat:fo:rm which in tu:D.i:es stabi~ized) by me AERS and ied to t.earling !ea!n.' position and ""1i. ':'he autopilot will m.ition.e a!: fuselage section provide overhea: t:ra.strw:nen: has C'WO pointers labeled ! pane: and dght of :he d r iitsigh: will U::dl - and Z. e!:tter grou~ -. valve in the leJ~ wing :ip !u--nishes :magnetic The ins t:ruJ:nen.t a lso has nautical m.ected !:leadb:g.~ ci:~":uiU a:e no: inter- !. In :he ASN-66 position.d corner o! the in. used a s a ''free gyr o 11 for navigatio~ in high latitudes.he prese. the !lux valve heading mode on compass control panel..66 pointer in th. (':'he gy r o :may also be when the navigation s yst.he ci.o>WQ the a irplane i s heading directly toward the be au.::'e in the :he AHRS and !o:.s::rument The in.re.) 0:" dead reckoning naviga!ion steering "!'hen:noswitches !n the forward e:tgit:e COJD· ioiorm.66) cepen.5 will be !ou:n. b Section IV A . A ''bug" controllec! by a knob in :he lo-wer r ig!lt. C!.e:s display dead reckoning navigation heading ::-eieren. the N0.rcuits up to bu: not in - a ctual lD. Section IV.ac..sttuznea..n:e:.=d r otates.

Wnen re:easec . tn~ert this tion.on and pull the handle au-c~: .he cockp~t..igh A manna! release ~dle is stowed in the enough pressure to seal p::-oper!y.rd.. !: was necessttated by pain~ed yellow.ngpy jetuson handle. A nitrogen gas supply is ins~Ued to auto- matically increase canopy seal pressure u.:e !a the a!: end.rc:-a!t is fiying wt:h the gust concol in both sides. It is corm. ccmopy :s raise<! and . :-4o ."\"':>I.C!e un!ocks the leit .~"\OPY JE:'7.anC side . ':'o jettison t:!le canopy OXLY.owered :nanually ami sequence takes app:-oximatebr !/~second.ram the outside. ':'nere are th:ee ~tches in the right-band cocbit sill !or ~ocking the canopy.Dd is suubbed by a catch ?late a: the top aft ce:lter to provide pitch and late:-al cont:rol of the canopy."\OPY thrusters !ire and rotate the !or-ward por - ':"he atr:>!ane has a o:::te-piece.s !lying -cn:h the gust contro~ !aired. Fo:-wa:d 1novement of the han. use. is located on the lef: SLde the :-a:>id acce:erat:it:g charac-:eristics o! o! the cockpit uear the forwa:d edge o! the the ai. _o :o Section :V fo r description and opera - znanually :re:ease the canopy.-d CA.SEC:':OX ! AF (C)-1-1 EMERGENCY C. It can be used for either locking o:- unlock:ng the canopy !. A tubular rubber seal is pro\-tded to seal :.g syste. The PRESSURE SEAL cano~y ts locked by pulling aft on the handle on :he righ: side o! :. !! the handle re!ease bu~.em v:arns the pi!ot oi excesstve speeds ior a gn•en gust con- trol con. Refer cockpit on tne nght-band a!: side. has a !ocking l::a:ui:e oc the right-b. The e:::tti:e.hacd canopy latches. handle in the !icing on the le!t side of the cockpit.. swi:. on ±e left-hand stde. ait. :he warning occu:s a: ZSO(± IO)krots. Engine coln- pressor b!eee ai=.ar s:ruc::c..E ':""ne speed warn:ng srs=. wa:-nin.ftgu:ation by activating the gear An emergency ca.!.o c!ea: the cockpit.ally !lush and pops out for side console.rus:ers the wartung occu:s a: 2201:. The forwa. suitably regu!a:ed. both le!t and right handles are sunult:aneous!y ?ushed !o:-wa.he gap betw'een :he canopy frame and the cockpi: siU a:::td wmdshle!c.lbl!.ader conditions where the engine ccnn- p:resso:r bleed sou:-ce is not at a b.crait and the se:!ous st:rccru:al con. It is protec:ed !rom inadve~tect sequence o! excesstve speed.m.LSOX HA.he right normally csed to inf'~te the seaL It is s:de o! :he fuselage near :he canop}· leading conuo!led by a tnanual valve on the le!t edge. rises a. ai:s:>eed is monitored by a sensiuve pres . This fues the torque rod th. is The external hand:e is :ocated oc :. :! the and releases the canopy mechanically on ai. For manual :-e!ease. :'he incEca:ed release by a cover while on the grcnnd. JO k!lo:s. The aft portion of the canopy gust.ch in the nose section. canopy. _:e:::isona.b!e uon of the canopy cp and aft around the canopy hlngeC. depress the su:e. :'he ca:cb pla~e :. the caco?y is res~a:ned from mo\•ing s~ceways by a r.

hand side.in the seat belt re ease system allows the seat to be well Weather Su_.n!e!l. The seat has no adjusone!lt provisions. Co:n:nunica:ions and Associa:ed E !ect:rot ~on !.34 lnitiator.·a"·igaooa Syst:em Air Cocc:.s on the D:iftsight System seat cu::.»ou. Dest:uctor One sa!et)~ pin is provided in the M3 initia:o:r Compass Systen1 on the :right. dela. There are no a--::n res:.nooicg a::td P:ressurization System. Changed 6 • ·ove=nhe:r !967 1-47 .release _ever is on the left.fore P . lt F -Z Fo1l System also actua:es a :. Autopilo: S y stem ~sce !~aneous Refer to Sections 4 A and 4 B for descrip - tio:t and O?eratioc of :he following auxiliary Ae:iat Re!uehng Sys~ (ARS) ® equipzDe !l::: Dead Reckoc.cnple ligh:weigh: eesign using a "low. A shoulde: ~-ness lock.man . The iirs: initiator provides gas pressure to E lec:.and. See !!gu:e 1 .d ejection sequence is started by pul:ing up on a D .ing .m :'he ejection seat is oi si.-s!e..n :he seat ~s adjus:ed by u_se of wood Equi?me:1t '!>locks. :'his is sufficient to clear Au:o~tic Observer the vertical !:n by 7 feet a: Z60 1cno:s.>g accele:ation to a 350 .ge:tce Systems start the cano?Y sequence and to disconnect the elevato: coottol and stow ~e wheel for - ward to clear the pllot's knees a:td !eet. acruating :he ca:apul: and another ":" .3 Pla-::fo::-=n Sys:ec simultaneously locking the shoulder harness.imize the possiliillty oi ejection injury. The 7-34 ini:iator has a one-second de l ay be.hand sirle of :he sea: pan.ring actuates an M3 iaiti.ring loca!:ed a: the front Sextant S)·Stent oi !he seat between :.' . 7he additional one-second. ':'he ejection Lighting Equipment seat i s equipped with an au:omatic release seat be:::.he pilot's legs.34 ini:iator also with a 1-second time C.. ':'he catapul t unpa:::s a maximum of l. This znast be :ren:1oved !or the seat to !ire.g" catapult to min.nd seat. Pilo:: posi.elay to B 400 Ra:e Ra:e Me:er :el ease the seat 'belt.-vey Equi p:nent clear of :he a i !7la.:oc!c I.1 . Ha:cb Window Heate: S)·S~em Pulling the D .s the jettison/ ejection cycle.:le prio:r to opening o! the belt.18. A:F (C) .copy :>eirostiog Sys:.d and Ca.en Oxygen 5.ator Photog:aphic Equ~pn1eot which sta=:.! SEC":~O•• ! EJEC::'!ON SEAT W~dshie.

~ UP l.. Y .3 Pl."«>PY J£":"T!SO~ PULL HA.l. BL-.!."'PT R...:::WS 1 A..W.JFTDl) ~T.!SO~: PULL F.£. 4 C.A.l U) CA. TCH :>aN£ RO!> ASS£:.'"'PY HOOK :>~"V£ RO:> ASS:::. AF(C) .o.'"'?Y LATCH R.S£ ':"'RQU!: ':"1!3!: o CH!:C!t VALV£ ANC>24'9-4J 10 CA.RCS~ E.31.._OPY !.AC£S1 1 »ZS (n6) c~:riA'!'OB.:.'"'?Y JU:LLt.~ i C lS CA.u-e 1-18 (Shee: I) 1 .S:.!: 14 CA..U.l 1 J. ~ r":".5) INrr!ATOa ACTUA!'£:> BY 17£U 15) 13 CA.48 .1-l SEC':': ON I CA OPY JffiiSO AND SEAT EJECTIO SYSTEM (SHEET 1) ® s 0 10 .A.:.A ':"oa::5 .':"l.A .U\OPY L.'"'PY Pl..Ill Xl..S -A!~ ! ) 5 CA....! .!.'OL£ CAB!.E Fig.l 7) t l uz.AC£S1 11 ~!7 ( 72.Ul :"H.A.!:!. CA.'"'?Y ':'Hllt:S"!"£ll l C.£AS£ :.E.LLA':"!!S c .:.A!i:>!.5) INJ'I'!An>R AC7UA T£D BY !7.S!: HOOKS ( l Pl.! 11 ( XJ. Y B£TV££::: f:'D.

£TA..£~ OF '7X!: CA. SXA~ A.w. ROSE (&J3li.'C> ~"ii'DPT .:Ea. &. -can ao-_ couacc P'l:r. .Hj w.'«l?Y J £ : .'IG . CA:JIOPT ~ PC't. Dll."lX1:JDDC ( Tb OO"nATO& I STSTD&...Sl. AF {C) .Ll.1E':"':"!SCK ~ F igure 1 .--sHES co-~ TOll ACit • s:t:A-:.SSE:W!I!..EJQ .um.U ..'QIC 1-.T CA-'roPT . ~SHO'IrN ~ ~ A.'1l ~ • AJtL wu c~CO"S or -:-ta:5£A":" £. .1 SECTION I CANOPY JffiiSON AND SEAT EJECTIO SYSTEM (SHEET 2) c:=:t a::!:) n:'S!:.::s<JtC SYSrDt.u.1.T ( L....EFT s:!JEI NO"!"E tt'EJo.£ ~ES OIC. Q.T Pe': • ::s.UC:U.CS SHI)'WN "Wr."0[ t C.Z."!''OQ .:sc:c STS:"'::WS. aoon ~~ I- 8001.:P : CICin ( Qln.u.IICIO:(~~ fWT:1I ocr.urtL\.!. IJ05X (Mr:A.18 (Sheet Z) .1 .T ~ o-~ ~TES EJ"EC!:C.-rl: llOO A.

.' C!-:ECK . .• • Z-14 CO.d be pre?Cl=ed in order :o ~e? a :'1-:nniog check during flight oi the fuel and oxygen rem.. .F:'..?.keo:: w1thou: a disfa!l. po not attempt :a. . ..1-1 NORMAL PROCEDURES . ..• ...• .ed.. .• Z-4 DESCE). -5 BEFORE :.~:... • ... . • • • • . • • • • . 2 .M.••. ~:.•... Z.•••••••• ••.. • 2.:n. Z ...... ~-::.ce covered and other important tactical load or ba:last equivalent.. Refer :o Sec:io:1 V !or al! O?e=a:ing limita. 0. • • .•• Z-9 A.•• •• Z .-5 (DESCEX:>:. . .. • • .ta !rom the Appec.••••••••••.._~~:G • . Changed 6 • •ovember 1967 l-l . • .••. . Z-!4 :ssuec -e Ca:d Fo:""::::: On..B .•. .•. • .. . . • • • Z-3-i I BEFORE ::'AKEO.:MB . ?RIOR -:'0 BOAR.•. . • . .. . 000-FOO":..:>!:XG A. mission should be determined by using the O?e::-ati:::_g Ca.MS OPERA-:.. . .••. Acco. Check :hat :.mpl!sh :i::e !o:toWUlg: Re!'er !0 F. var!...~G) .-8 !. . Z.£2..OT EQtr.-:0.F.:.rcra. Z-1 C R U""-Sz. . . • l..dix.•.he :-equi=e<i com..:MB CHECK •.~~"DirG CHECK • . . . l-13-40 !or wetght acd bata..ECK . .n - seuings requir ed to complete a proposed for.PME. • . . ... . . TAKEOFF •..:. • 2 . .•••. .'G • • • • • . :DE.nce Ca. •. 2 .•. .. l .9 7 AX:!:). ·s:::.MODEL © .. Z-35 C:.ow Z..!B A:'l'ER S:'AR':' . Z-3 DESCE~-:' • • .•.act!cal eq:c. .airung.L( .. . installed in the equipment bay. .• .:.1:?me::.• • . •• . Z.:>ele:. . . nons channe:s anc rad1o eqo.•.. Z -4 5. .!•· Z. . AF::ER 7AKEOFF ..•• . • • . . The necessa_-y fue •• airs?eed and power Also :-eie= :o Sec:io:~ Y !'or additional !.. . .. .sta. .F':"ER :...... .•. .••.R:::S'!'iUC":'!ONS or ~echniques. 2 . . . • • • .i?- ment is ~r. . . . .F .:...::uihook o: 'Weight aad Balance T. .. ... C L:... . . . • ."G::x:E ••.Ued for :he m~sston and chec~ any spec~a: ope:-a~tng instruction~ F=-:GH'T .:sned ••au:s. • .. • Z. SECTION 2 PAGE PAGE STA'l'US OF THE A!RPLANE .S:.: wtH be available fo:. . ..ables.(..RCR.11 .mation. • . .3 3 ':'~G • •••••• • •• • •• •• .-a_~~C£ ~rsPEC':'!ON Z-Z SYS'l"E..:he ?=oposec m~ss!.5 P::LOTS COCKPI':' CHECK . .! ul!NG • • • • • • • • .D~G ~O~f.._A.:.F . • . .10 AF':'ER ?ARK:NG ... • • • • 2 .. • .A.. Z-3 LEVEL O. .23 ffiGH •..33 3EFORE :'~G .!t loading fa .F. • . -2\l ?R..a. • . .. .:. I CL.Cr:EC..25 S':'ART E.• • . .E~-L:tY COCKP~':' CHECK. • ..-22 P::. Ascer:ain wh!cn :Y?e of t. .•.. .. s within estab.3. . . • 2 .•. . . .. Proper charts shou!. Z..':" C. ® .:a..c. Z-13 MODE. .. .. • Z... ...J CHECK.:nica- :ions. ••. . 1 .10 FUE.. . . Verifv that the a:.on. AF (C) . 3.15 BEFORE E.

s: ~e wo:::-::1 .-.2ceptece.~CE 3..sice o! ±e aircra!t by heigh: o! ti:te pilot flying the airc:r-c:.. Z.ent. compressible mass. 3 inches. :'be chance of injury is also ?Ct-Ck with stut:a. :!! :.g missions materi - at:y i:lcreasee b)· placing v. partia1 pressure suit..he m.e plywood sheets or so1::1e soi:able su!>- :ight stde of the !useLage..5.--y is in- in excess o! 45. The canopy can be pack to provide {or correct sea!ing unlocked frolD :he out. -:'he ejection sea~ does no: afford a height aejust::nent to accomodat. ':'he 1.md :heir comfort on loc.!zing tile eJtterior canopy locking ba.-=n. ':'he seat pack should be ins:a!led in the airplane by a perso::lal equi..al p:-essure rum that e.BU-5 Po:= A-13 oxygen mask unless remote areas it is sometiznes ad vis - a pressure reducing valve is used able to p:rovide the pilot wicll additional between the mask and seat pacL. precut Entrance :o ':he air?lane :S gainec !rOlD ti::..m::ent NOT£ speciaEs~. WARNING BEFORE EX":'RA. 'When oxygen and e l ec::rica! d~sconnec::s are such compressible ite. . 5.C ga:blee radio t:ra::sn:aissions wU! be experienced w!:h cse o! the 6. ·w hen !lights are cooducud in certain Y. 000 fee~ a partial pres .Z/P flying helmet and :he MBu .xcessi\•e impact is pro - ga.!t .Z ..5/P or A-13 oxy - gen mask as describec m Section IV. A back type parachute must be worn.Dle adapte:rs win allow increased ciur1ng a crash !anding.~CE D:SPEC':'ION :'he ejectlon sea: heigh: adjusane:l! to accom.1 ENTR. 4.de will not exceeC. pressc:e ccced when the seat initially li!:s the ga--::nent is no: worn. Uncm:n!or:able ~rea:h. creased co:lSide:rab. :'he pilots o! or under the seat pack. a suitable flying suit :n::.:iw. ':'"ne airp~e s::~ on a :hick.en- be worn instead o! the par::!.-ooden blocks underneath :Ae front o! '=he seat pack. !! the flight is to be ..1 .>ack. check to ascertain that all ord~aa:=ily filled with the special seat required items are present in the air- pack which is an integral part oi :he cra!t and properly secured. ':'his changes :he angle of :he seat pack to pro.a!.. Use o! an ext. .:lC.e=nal stitute should be placed under the seat Ladder is necessa-.A. sures an. is equipped to accoJDoda~ a partial such as so!: cushions placed on top pressUie suit and heunet.C.oda:e !n<hvidual pilots n:tust be :made with noncompressible material such as precut plywooe sheet.s. II this equiptnent is l.ay the seat has gathe:ed such mom. The lower cavit}· o! :he ejection sea: is ins::aUed. Wbe!l :he pa:ti.rui!e. . survival equiplnen: not contained in the seat .~:er this amount of navel.SEC":':OX !I AF (C) . use of e!the: a ?-4 or HGU .e individual pilots. :be no=-::nal sea·: pilot. on the pilot cn~l1t bas moved l o r :nmn flight a!. Smne pilots !.axi.y when the pilot su:-e suit mu.-ide su?po:rt :o the upper !egs. a:e ma::ched to the the seat ~u not exert a Cirect !orce sea-: pack an.xns are used~ special t)7es 2. 000 !ee:. therefore. uti:.ing oxygen pres .made to altitudes cilance of vert-ebral injt:.

':'his procedure is dictated by :he li. and Heading I.or inspection and Prelim inary Cockpi: cards.. \\'hen the pilot arrives at the a i ::-cra!:_ quali!ied personnel wi!! he available to 3.er .ceC..:'."'. Sext:an~switch and dU:n rheos:at - a. · i! PREF!ZGHT 5. to engine star-t_ 4. Seat ejection D. Dr~~igh: .::-ing secu::-ed in full down ~s!ti..Checked for airc::-aft status 13. aL""'Crah.b. Appropria-=e F. 1lea. Oxygen quanl iiy ..-plane until :he sys:em is checked by a maintena.Installed (if ap?!.s. Canop. A ttention v.!(.:'Jigbt 7he foUo.· je::ison ':". upon thepiloc's moveznents 8 .partia: pressure suit..:te has been clea:-ed ior llight by authorized nla.Set Z9. Seat ejection sysrern . (Check :ighting i! requi:... Cockpit Lghts and landing ligh!S - Checked (if applicable). ?e::-sonnel prior to ':a.nce technician.Check..mhe :. !laps. wings.e:e:-.-ill be direct.ndica:or cor::-ection ex~eri. Master w:a.igh: with emphasis on the iten:l. Fo:-J:n 781 . Canopy manual :-e tease handle - Stowed p:-opedy. F uet :otaliz. 10 . Airs?eed.Checked for O?eration.~off.. Sea t ejection s a!ecy pi:l installed..ed during inspection af this system. inst:al:ed and cur:rea:. Z.::1:e 9.Dtenance person.. engine 1... Changed 1 Sep-:e. 9Z. loose panels. Check are normally pe!'"!on:ned by a quali!ied assistant prior co :.inteaance Climb Scnecule . E quipment 3ay al:imete:. ':'he exterior inspection 0: tite aircra. 11.atenance pre.ntakes.mi~. Sextant ..!:Le p:-efiigh: inspection by :he !light crew 6.tilr.ed on :mission.Checked and cu=:-ent. ..nC.. anc ai::-plane general com!itiott..!t is an a ccept:a. Cockpi: !a. tail secdon.n .Set. do not ezue:r the aL. a .Al. Cond~:ton c&ecked. l Z.on oy D . Prelil:nina:ry E PR.:cb .:P ..1800 psi ::ninimwn.anrl:e safety cover assist him in performing checklt.ng da. Aircraft call stgn and da:a cards is based on me . 14.1968 Z-3 . servicing .::.. AF (C)-1-1 SEC7:0.he :ntotls ar:-ival at :he 1 . 15. ed toward checking hatch security.. be dis- contained in the Eandboo&: oi Inspection played i n the cockpi t: Requirentents acd the airpla.:a.Cbec~ed :or ope:a:ion o! all mechanical components. net have comple:ed the IDai.ring retainer sp:r~g.s:s up installed. NOTE !! an.fac: that lnai.. PRIOR ':'0 BOAR!>ING A:RCRAF7 b.· discrepancy is ttot. 1.icable) check fo::.. C hecked. in the_.!ons pla. ca :-ds wil!. fuel caps.S which aiiec : saie:y .

exteoced :o iaci!i:a:e pilot hookup. Lap belt .m. P!LO:' EQUIP~. t:ous .)·. adjust. 1800 psi.locking o: to sea: pack lead and lock..-ning hght. Seat pack st:. le!: .ni::::lu::n..) !4. A quali!iec pe::-sona! equipment technician eve:-y e!for: should be made :o keep the pi!o: a: a co. Oxygen voa-. 781 . Check airc:=a!t oxygen supply .Er.. 9. z_. mask and suit wi~n tolerance.F !ow :a:. .. (App!icab:e to ove:-water lZ. Sea: blocks and hack ccsh::on . Ot.Installed as reqcired.:nfo:-:ably cool te..block and install sa!ety clip. Sea: pack oxyge~ system . b e 1••. 8. 9.1800 psi :n. P::-i._~ .s:alled.?~X7CHECK NOTE Ic ho: o:.nca! release p!u.c!der hose .. ma.:::::1 !ull on 11. 10.nec: .:it caps :an and ! 3 .1 :release key .:o~ AF (C)-1-l P~07EQrr.F:::ec to pHo:. 4.e . Facepiece . sui! hose a::.T CHECK - !.a.Chec1t OA"'Y WAR.=e reacii.ry oxygen valve . Check oxygen scpp!y ~ seat pack . B!. mask hose ::'. (leave valve !oose).Checked by piio: a. 6. will be available to assist in the hookup and checlting o! these it. E lect::-ica! leads .d Part Z signed. Sea: pack .Check OXY . 10. Parach.Attached to helmet: and pu!led thro"ugh ~rachate sling asse::nbly locxed. Oxygen ::-ed wa.eccee am! (leave valve loose).lns:alled. Seat pack st:rap. adjust. .Connect and ock.T~.-l:'u.f!..LOW PRESS (red) ofi.At:ach to parachute.knob. Shoulder harness .ec:ec : o a~rcra!t syste:ns. Sh01!!cer s::raps anc• sa:e:y .!GH:' Z.:.Connect to seat pack 5. 6.ngs to mask hose and install safe ty clip. 3.::.e harness..-n fu!l on breathing b:adce: ..C onnect to la? belt. ! 3.Flo:a=ion kits 11..d i:ls:all sa!ety clip. Fo:-m.=::c:-.Check !o:.s:. .mbe::-) ane OXY WAR: .eJDs.!l. U::de::-a=m :»reserve:= . and posttionec out:side the parachute harness.:-e=tely col e weather.es 4. right . Ad~-ise c:-ew cbie! c separation occc::-s ..S::rasghten and connect to lap belt. Pa::!a! p::-es sere s.!ca.C o:mec: to sea: pack to :nasit and p:.:. 12..Recheck properly co::m.mses .Connec: to seat pack 7.nge::. !:-ee o! parac~:.: o::!y.:::la::y oxygen valve .) WA..o starti ng engine.g 8.-ap.Co11nec: Viking ?lo. Relie! bo::!e .ess~:.~g lights ..ight on.:· PR: OFF (a.. (App!.ex:. 1 .Tu. :F . 3.Cheued and in. 5. z. F acepiece hose .A::ach to ~rachute. Capstan hose .ick c~scoc. H!GH F!. Seconda..O!e !or hi gh !!:gl:.c. Seat i)ack <p:i ck disconnect and connec. adjust . pe:arure p:io:. 1.'It::T ~OW PRESS out.

Connect to seat beat.Ow a!.l:-ed to flying connect to lap belt. :. Attach to pla~e on parachute a. Oxygen . ockeci position.e 1s started. !Z.Cb::ECKED.aCio bypass co::-d . Sea: pack Stra?. F ltgh: plan . and secondar y . l eft ... R. CO~C7E . 21.Rechecit ai::-c::-a!: anC. PILO':'S COCKPI-:' CHECK 1. E mergency inver:e:.Attach to par a .Check for oxygen leaks and for sui: in.tot check ?rimary emergeccy bot~e pressure. ::-!gb= . Low a::it-.. Radio . (Check in·.left hal! chute .1 sEcr:o..An:ach to parachute.harness . Face heat E ~!ER F A CE HEA':: circuit breaker . Cap~d w::de : lap belt.ON.uence v. Oxygen supply . Quick C.Turn rheostat half on.ha. adjust. . Helmet ::-adio co::-d.. Face heat . !Racho check .itecneck !or fully locked posttion. iten:1s left un:H :a:er. Oxygen !'!ow .Unde::. adjust.Connected anC.S=aigh:en and and close a:teotior: :.Connect to low alti~de adapte::-. Seat ~t mask hose .Request pi!o: to check rad io . !.ring or 7 . Feel !'acepiece ior 11 .Unde::.e:n.Recheck fo r fully 15.ap belt .le!t hal! of 9. kit plug and lock.Pulled. Radio adapter co::-d .) ..Connect to lap belt. 22.a:ion sysc. 6.isconnect .S :-eqt!. the airplane ~ s reaC. att. 1. REQUEST ..~ n 15. It is in:lpo:-t:ant ::hat :he cock?it check be 2.Rec. Jo.7 . 2 .0_.h no ch. Once ~e eng:.&lation in 7 seconds o::. the ai r-craft cur~ng the ea=!y c. Capstan hose . care!u!.Connect to low !ap be!:.ues: ?ilo: to check 8. (D .- 23. adjust. Attitude indicator .:::> gencv supp:y.erter light out.CAGED. 13 .Atcach to para.. lb.s shown in capi:al letters. Low alntude :anyard . adapter cord. 18.) 3.. 20 ."l:. Ox)-gea mask hose .1 re:ease key .:uc!e ind:. 5.Recheck ai:c=aft and ! 4 . and OX (i! appLcable). chute. Press-to ..Connect to para . (0-::-ing o::.test .Ca:or OFF flag not showing.y comp!eted in sec.r. altitude ada?te::-.nd ~ock . S~i:ven:i!..) oi lap be!:. ! 7.:de p:essu:e ::-educe:: - :-acho. F . Seat pack stra?.:Ce lanya:d . 17. 19. RacLo by?ass co::-d .y !o-:. !ocked.Connect to less. 4 . eme::. Quick disconnect .ndle.takeoff 3.lte. Snot:lde::..imb. 10.P:. :'he pilot's act!or: .ha.:i-.ndle . A:F(C )-1 ..

o:-s !or down and locked 1. Face heat .REPRESS. !9 ..ACTO. 37 • .C. Cabin temperature . maste:.:. (Ga:e CLOSED.. 39.:'ES7 (i! Rheostat control ts norn-. !7 . lligh:.EX':"ER:. AS~-oo funct ion sv. F .FA!:. z-& Changed 1 Se?tenl!>er 19o8 .as (Minimu.. • at th.L.Ftre and overheat warnir:..OFF not showing. ~iam :ank o:-ess\!re swuch .""iA.ndmg gear handle . Compass power S'lll. Boost f!guition switch . ·o~.0 .ecj(_ tndica:.OFF. 33. !)0'\\~.: .cb . 15. ~o .g!lt. 20. Slipper pump swttcb . ~aviga:ion a :cs . 28.takeo!f .:.:.t. W£cg !!a? sw!-:ch . 38.SE':'.OFF.ca:o:.) 24 .CHECKED. 18 • .g circui! - CHECKED.s. 9 to 12 o'clock. ~s:e::. ~J: . 29.. ghts .r.watch set for proper tilne . 23 .-atcb a.OFF. !nvene:. 35. 9 ..SE': . Cabin beat selectOr .nd ai:cra!t clock - . 8.) 5.Cfo::ECKED.y set !::-o:m appllcable) . Eme:-gency !ue! switch. (Checit inverter !:gilt ou:.OFF. Check operation o! aircra!c clock. ·..t con:ro! is normally set !rom !2. Oxygen pressure .-ahres .· ® CHECKED. D:-ag chute hanc:!le . G. 40. Cb.:.OFF.IN.opi1ot ?Ower swi:.1700 psL ) requtred.ch . 41 .:-ed ii:: ZZ.IN.1el :Xa!ls!er sw!tcb.OFF . :>oppler func:·: on sw~tch .0---.CHECKED.:e: ec. Z!.o. XA V PO::::XTER transfe:.!.al .. 9 :o 12 o'clock !o:. L . 10 . Check gear handle warning cown. 3. 6. AC generator . NAV light switch -OFF. ·.. 26. Rheos:a.. ~ia i nverters ..i~ :ime. F.a:oding : . Seal '1.SET. Speed brake switch .1 .mp s~:cnes . Throttle .OFF ..v. l. 3at-. !igh:s OFF) . Eme:-gency !ue! shutoff -COYER 36. Fr iction '!ock . app'!icah'!e) ... P itot heat . tt!rn switch 0.ery and generator swi:ch .OSE:> (Covers posi-:ion.lst cont:-o! . .t:ge::.G?.t.AS REQUIRED.switch .0. Ox)·gen "-a! ves .).F (C) . 31 . .a.~:Ch . Au:.(es) .. 2S.· ach ..'ES:' (i! 30 .SEC7:0:\ :: .1 .. If AC generator power :s reau:.COYER DOWN.! SELEC _·s n.:. 32.takeoi:. Check 'both or·get: va:ves ot: acd !.m !o:.CHECKED.ltED. attitude Enc. 27 . Ral::::l ai= sw::ch . :igh-: and horn !or operation.

<JZ .eadset. c.e:. a.CLOSE. Sta:l Stt!? h. SET.P BAY A:.-u. 7.OFF.:e pitch command knob fore and Fo:r night or ias:. Check :manual trim operation with a. Bleeci vah~e .p indicator ?Cine!.:. continue :.ipmen:. 55. .a. Se!ec: auto t:rin:t.ch t:rim fore 50 ..:. glow and a dual !reque:tcy tone should be heard ia the h. Def:-oster . 44.CHECKED.heostau shou!d :. Afte: initial moveJnen~ the yoke may 51. E quip.nel.meat nwde se:ecto= switch - OFF. a.riln tab indica:or - hemisphere when ope=a:ion in DG 2 DEGREES NOSE DO. in the nose up direction. and b. prior to check. 56.:c<ile . d. rx and :.. that wheel follows ..Z9.u:opilo:. SYXC !XD .. :':rim power swb:h . =-~ T . 153. Overpower with nose up yoke . Eqnipmeat e1as:e= switch . Ove::power with nose dowu yoke - eleva:or ttixn tab should slowly move 45. set as desired.OFF.Cl::. All other c~cu. Rota. mode is pla. E. d .ON. Check 3DE: !or proper nead.a~ yoke !oUows. b. xnaster caution yoke :rim switch. e . Batch hea"ter switch .:G&~S 0 . and AU70 :'RIM FAILURE light 48.i:. ligh.XK PRESS switch ..A.t. Disengage au~opilo: ~icg yoke dis- engage switch.1 FA. aft. Cbu:ged 1 Septe:r. j • .eu.eck needle cen:e:red. AF (C)-l-1 SECTION ~ c.::nen: operation.Engage au:opiloL. .t:ral.ov~ 47 . 56 . Cahm and equ. tab should slowly n1ove in nose SE:" ."itch ins:_~ k.. !nsttu::nent and panel lights . Press AUTO ~ . T:U:n tab should stop m.i~ breakers .bay a!~imeter - t:U:n.defroster..selector switch . 6 seconds and check elevator trim index cen~red . SW'i~ fue dum. wait 59. (Master Caution light out g .:leco: ?OSition. Co:z::.. E levato: : .H! OFF !lag not showing. 7RIM F. should illuxninate . P=ess AU-:"0 TR:21. 60 . and i . Yove con:rol }·oke a!: oi a.Fuel totalizer . R.:meC.met.ES'!' switch while over- powe:ing .URE light 0!-i if :here is !uel in auxiliary tanks .ing against standb}· compass . Auropilo: discoD. and note that yoke !ollows..f! anc no:e :l:.SET. a .VN..o c=eep. 57 . switch to selec: li.e tu. f.cd a.merge~:tcy face heat circuit breaker - PULLED.Se: !or pro~ = latitude and 5~. Rotate turn knoo r!gh! an. Alti. Release overpowe: OFF if there is no fuel in auxiliary :anks . Heater-blowe:.!..:\-1. appropriate systez::1 lights . e .Engage ~c~ move Aia. DG-S:_~-CO:MP ::::1ode sv.EQW.OFF. BD. E:l&agen:teo't should be smooth. Panel anc Mas~e r Caution lights - CHECKED. Auto ttim !igh: should go ou.el::l .d left and notE ~Z. 49. AUX TA.CHECKED.SET.""UAL t:ri:n .-ned OFF !o= VFR day flights.nnu::tciator pa:1el.e!eva:c 43. down direction.. Coznpass conc:ol ?a. 52 .?ass syst. A.1aste: Caudoc light should o.OFF..T.ber l 968 l-1 ..) Check for illumination of llgh!S in h.

s=:c -:.:0:;\ n AF (C)-l - 1

because oi the possibility o! engine dam.age
u• ••
1
if loose items should be c!::-a-wn into the air
ol. in:.a.ke .

o3. Rude!~: p~da:s - SE7. I. B:-akes - HO.:...D.
Ad_n.~• :-~,;.dd~:- peda . s while crew chief Eold bra.ltes u:1ti.! ready to :a.x.i..
holes =-urlder ne.nraL
2. S:.a-::--ti.cg unit. - SIGK.~:.. S7.AR T.
.,...._
0-t. A .l ..-::-on t..:.-~ - S...::. •• Give W:ndup s~gn.al (ci:-cular rno:ion o!:
index fi.t:ger to s:a::-: al!Xilia.ry s:a-::-ricg
o5. F"!.ash:.tgbt- CHECKL:J (~ :.-eqcired,.
unit.)
oO. ••! i sston :>pecial e~c.ip:nen t - CHEC~. 3. Sta::-ting air - SIGN..~:. OX.
P:-t-se: as brieiec o::- as .:-e~u lrec !:.-o:n .i!Ut.er sta:-ti.n.g urut ::-ea.ch.es Iu!J.. RP~!.
app::-op=-iate eC!u1pment chec~lt.s:. :-ai se hand with thwnb U? to signal crew
Prc:-ss-to-:est :!ghts oi appUcab:e chie.f tha-.:. you a.:-e ::-eac.y !or sta:ting ai=.
spc:-c:a! e~ .... 1p:nen:.
o1 . Oxyge:: quick c.sconnec: - C.:--:ECKE.::>. NOTE
:>-.u-ing sta=t. obse::-ve emergency !ue!
o6. S:.: i ~ co::nec:!ons - Cr::.EC.K=:D.
sys:.em !.tg.i:tt. .:...igh.t should go out
between 3 to JOe:! RPY... :! .ight is no:
o9. :....O'A alti:u.de escape l.anya.:-d -
out by 101 R?_..{. discontinue sta::-:.
CK::C.K=:D.
and grounC. checK system.
70. ? -! :-e:ease - CHECKE..:>.
4. J:gn:tion Switch - 5-:"A.R:- A."'D HO.L!l {at
-1. ?acepiece :.a:ch - Cl-ZCKE..:>. :::i:::~.!.nu::.."":l of 12e-ll RP. !) •

72. E::me:-ge.c.cy !ace hea:. core - C~CK:::.:::>. 5. :'h.ro='o.le - ::>:.E.
7ne assis:ant shOt.:..lc .nsu::-e ~~: hot.h Place :h=ot::.;.e !n tdle w'hen engine RPM
~!.!C:.t c:scon.nects a::-e p::-ope::-r)· CO:l. -
reaches 18;".. ':'he .EG::' ind.ica:Jon will
:r:ec:ec. be very s !o'O\ .

7 3. G::-ee~ app:e - CHECKED.
C~eck f o :- evidence oi hav!c.g been
CAUTION
inaC.ve.:-:.en:ly pu:!ed. Although :be desi::-ed s:.a:t RP. t is 18c:-:
pneumatic starter .imn.ations mu..s: be
-=-· Ex:e::-na: ::-ea::- vtew mi::-.:-o::- - Cr::EC.KED . observed. -he th.:-on e may be mo,red
:o idle at a minimu::n of 16~= R?:Y.. if
7 5. A.JF 21:d VOR - C!iSC.iG:D. necessary.
Check at! :funcuo::ts o! ADF and \"OR.
:£ nonnai start is not indicateu by a
o . Canopy ba.od:e - DOW.'. .:-ise in EG7 and/or oil ?::-essu.::e v.-ith-
in 30 seconds a!:e::- the throttle is
11 . Canopy - C.:.05E:D ~"'-"D LOCKED.
placed in idle, release 1gnitioo switch.
78 . Canopy ~e:t..son aandle co..•er - :-em.rn th::-ott!e to OFF. and signal
RE~! 0\'"E.:>. s::a.rting air OFF. Allow excess fue"i.
to drain !::-om engine prior to ~~pt­
ing next stan.

7he S:.a:::-: E ngmc: and Afte::- S.ar: checklists !f EG7 exceeds 400° C during start
w:ll be pe::-fo:-mf"c by the pilot v.ithou~ the release igrution s-witch. throttle OFF.
L!Se o! an assi s-::a..nc. ':he canopy v.i.ll be and allow s-:a..r~ing air sou.::-ce to
dosed anci :oc~ed ?::-ior :o engine sta::--.:. :-orate engine !or 30 seconds.

2-6 Changed l Sep~embe::- !968

A.F (C)-1-1 SEC-:":OX !.!

6 . Flight controls - CHECKSD.
o. A?U and starter air - SlG. ·PL_ ~:S­
All..ERON FA.LRED hght on.
COXXEC:'.
ChecJC. ailerons and eleva:o:s for
A: 35~ RPM. re:ease igm:!on sw-itch.
freedom o: movemen: and !ull range
Signa! wi~ t.hum'b out to discon..nect
o! traveL Rl!dde: movement and
A?U and Sta.r"ter air.
range of travel will be restricted wi:.l
airplane sta:ionary due to ::ai!. wheel
7. Genera:or - Banery Swit:ch - BA 7 &
stee::-ing .
GEX.
P!ace :n 3A':' & GEX posttton ai:er
7. Genera:o:--Bat!ery - CHECKED .
auxiliary eleci.-ical power is dis -
connected.
a. Selec: .3A:' - E~SRG posi:ion and
check ba:tery fo :- elect:ical o~t?Ut
A.FTER S:'ART
by noting proper ope:atlon of invert
and AC ~nst:::-~ents .
1. :d!e RPY - CHECKED .
!c!e RP~! ~11 be approxi.ma:tely .:s-r.. b. Selec: 3A T & G E . • position and chec
ammeter !o::- nor:nal tndicat'l.on o!
Z. Engi=te in.st--u:nents - CHECKED. genera:o:- elec::ical o~~ut.. (50 :o
Check :.ha: a!! ecg!ne instruments and 100 a..tn?e=es.)
hydra.U:.tc p r essure gage indicate nthin
norma: opera:ing range. 8. Wing flaps - UP.
Check :na.:: wing ilap posh-ion iru:Hca:.o:
3. Caco?Y and equi:m:ent 'bay sea! valves-- reads zero.
ox.
S. Fan - 0. ·.
4 . ?ressur!za:.ion - CHECKED. Norma:!y. the H: post:."on "'-ill be a.se<
Check !or decrease tn cab.n e<;ui?men:
ba)· a!:ime::e:- oi a: .. eas: 300 fee:. lO . A:'C-STBY.

5 . .F'!.tgh: tnstrw:::ects - C E::: C KED.
11 . HF Racio - 0. • (i! :-equ.red).

a. Alti~ete:- se: to current sta:ion alti-
ll. XAV l!gbt switch- ON.
meter set:!ng and indicanng within 75
!ee: of sta:io::l a!ti :l!de.
13. M.as:e:- Ca!!t:on light - OU!'.

b. Vernca~ S?f!ed indicator indica:ing
}.; . Autopilot Power swttch - 0 . •.
zero.
IS . E Jection seat safety ptn - R.E~10VED.
c. A:.rspeec! !cd~cator indicating approxi - (!nform motHle . )
ma:e!y 30 kcots.
BEFORE TAXIING
c. .3Dr: : compass tndica:ion corresponds
approxima~!.y w~ :h :.he magnetic COlD- This check v.U be pe:-!o:-med by a qualiiiec
pass. Compass syncd:on.zation assistant.
needle cente r ed. Xo off flag .
1 . • "ephographtc "U.-iruiov. covers -
e. 7urc. ac.d sE? !ndicato: centered. REMO~....D.

-· A~rude inccator erected and minia- l. l..andmg gear ptns - RE~OV.ED.
ture a t rcra!:. set l evel with 90-<!egree
tnd:.ces oc :he s.des oi :he case. 3. £ng1ne access C.oo=s - C:..OS£0.

Coangec • Se?te:::'ber 19o8 l-9

SEC":":ON n AF (C) -l-!

BEFORE TAKEOFF

=». W:"lee. chocks - RE~iOYE:l.
Special effort should be made to ensure
o. Rol.lte oj tax:. - Check c l ear acd s~gnal that a comp::-ehensive :p::-etakeoff check i s
ptlo:. clea:-ance for :axi. performed. Due to the .fast acceleration.
shor: ta.keo.:f roll. and steep climb angle,
insufficient ti.me is available a!ter ta.keoi:
to accon1plish checks which .::nigh: have
been neglected p=io= to beginning tile takeof!
::-un.
A norm.a: b:-ake check shou!.d be ma<!e during
ini::a: :ax! ror:. This portion of the checklist will be pe:--
!onned wi:h the aircra!: at a complete
7be at::-c::-a!t can be taxied nor.::na.lly ii suf!i - stop. :t: :may be accomplished on the run -
cien~ s?<ice is a"-ai'!able. :'he m~n:.:nu:rn ""'ay oz-. all item.s up to and including No.9
tU--ning :-adius wi:h pogos ins:alled i s approxi- just p:-io= to taking the :-unway.
~.a:.el)· 300 !eet i::J ze::-o wmC. . Winds up to
30 kno:.s !rom any C.uection can be co::n~n ­
sa:ed !o= witb s!.ight increase in :&rning 1. Canopy - C!...OSED A..."';D !..OCKED.
raoiu.s. Becaase o! the !arge n;r ning radius Recheck canopy closed. ~ocked and
and large -wing spa:1, ca=e must be exercisee with seal valves 0~.
to ensu:e dla: n:rns are s::artec! with sdi-
ciezn space a"-ai!ab..e.
2 . A -:"C - As re~uired (Mode and CoC.e
se-:} .
:! !be si:ua::o ""t req.:.~:es. the aircrc...f: will
be ~ mec ~? ! u r ~eo!! by ±e g::-ol!lld c ::-ew. "'-="-
3 . :'::-i::n - ~-·

G::-O".:.nc an.ci taxi !i.me shoulc be t::e:c to a -1 . Pitot h.ea~ switch - AS REQOIR.ED.
min!.:r..wn :o recuce :.he a:::wunt o: fue: used
be!ore fl :ght.
5 . Boos':/lgnitioo swuch - ON.

CAUTION o . Haa:b heate::- switch - ON .
(1! applicable.)
:'a.xiing a: :i gh: weights over uneven
7 . Bleed valves - AU:'O.
su:!aces o::: at too !ast a speeC. wUl
(Bleed valves open lights - ON. )
cause the pogos to ial!. out of :heir
soc.~te:s if :he sa!e~· pins have been
8 . Equipznent maste::- switch - ON.
removed. W:t.h hea,·y weigh:s. :axi at
(I! applicable.)
=ec.:cec! speed and exercise caution to
avoic poss:ole :-ough a::-eas. A:so
9 . Special equ.i~ent - As brieied.
ext:eme cauuon me;s: be exercised
when :a.xting on icy su:!aces.
10. Pogo :oc.king pins - R£1-.!0VED .
Crew chief "Will rernove pins anc cis-
play to ::nobile anC. asce:-tail:: ~t lock- I
i:lg plunger is !lush on underside o!
wing .

z-:o Changed l Septe.c'lbe= 19o8

AF (C)-1 - l SEC":!OX ll

Con.:lnue throttle advacce to the gate. :.'hts
will gLve approximately 93~-9.:t;. RP).!.
11. Shoulder harness - LOCKED. :?he :.hror-Je gate stop is iulportant because
.M ove locking bal:dle !o:-warci to lock the autcunattc sensing devices have been
shou!de:- harness . reznoveci !rom :he fl:el contro! and tl:e stop
protects against overs?eeding and over -
teznping the ec.g ine.
12. 7akeo!: c!ea.ra.n.ce - OB::'AINED.
When using :he gate stop, :tis not neces -
sary to closely monitor engine RPM arui
13. Engine i.nst.-u.::nents - CHECK.E:>. EG": du:!.ng :akeoff.
Recheck a!l engine cu:_d !light instru-
ments fo:- proper indications. Full throttle takeoff should be avoided since
the engine is fee! !low tinuted at sea level
.-hen operating at maximum power. The
th=ottle will have to be retarded to control
the EGT to 630° C and or the RP~ c:o 100...
• ~oR.M...\..:.. 7 AKEOFF at about :.h.e ti.Ine -=he a i=-pLane becomes air -
borne . F ull a~.ention must be paid :o the
control of the aircraft •

.=.ine s;:,eed ai:.d :-e!usa! speed computation Hold ronc-o!. co!unm ceu=al during initial
and u:i.'izatlona:e not nnrmal!y feasible wuh ::a._"<eoff ro...._ mauu:a.in1ng direc::ional con-
:his aircra!t dee to :he rapid acce!era:ion. trol vnth :ai: wheel steering and :-udde::-.
extteme!y short takeou ::u.n and p:-eocc~?CL­ A: a?proxima te~y 50 knots :he wings will
tion of :he p1 .ot W!:.h direcuona! control. sta.::-t to r ise and allow :he pogos to !all o!!.
However, the tacncal situation mtght require When this happens use care to keep :he
:he use oi takeoff Ca.ta for ve:-y sho:-t :-un- wings level.
ways.

:l:te brakes .
......
Ad-.-ance the cl:t:-ot*..!e -:o 80 RP~. Release
I! one wing :.s allowed to rise preznam.rely.
di=ect.ona!. conr=ol dillicclt!es will be
aggravated. Mobile con::-ol wil! in!o:::-m :he
pitot when pogos are c!ear of :he at.rc~t.
CAUTION ':'his p:-ocedu.re wi!t e~le :he pilot :o
be:::er coc.centra:e on :.::e remainder o! -=he
takeoff.
::'he brakes nu:.st not be u.sed to hold
more than socr. RPM or landing gea:- A: approxima:ely i'O kno:s the ~tl Wll!
failu:e may resu!t. E ngine RP).f star~ to rise. At :his potnt a slight increase
inc:-ease may !ag bebicd th=o!'t!e in back p::-essure may be =equi:-ed to ::nam-
advance::nen: due :o stow eng:.::e accele - ta.in this pt:ch a:-~o.!de. 'The desired a:ntude
:-aiion. Ca:-e must ~e used to avoid is a near ~o-?Oint att ' f't:de which will allow
overshooting desi:-ed RP~ the au·c=a!t !O become a::-boroe when ta.<:e -
o!f a1rspeed is :reached.

Changed o Xove=nbe:- 19&7 2-H

AF (C)-! -i

7a:keo!!s :~! IlOrm.ally Oe mace with gate FlJE~ (Gal) ':'AKEOFF SPEE::> (Knots)
:>owe:::. :'he :echn.ioue is :he same !o::: bo:.h
iight and heavy fue:-!oaC.s. With a Eght load. 400 - 600 95 - 98
:he accele:::ati.on to ::akeo!! speed will ~e
!as te~. and a mo:::e concerted efior-: :must 600 - 800 98 - 100
be made to keep the airc::aft in the near two -
point a-:-:i!l;c;!.e. 800 - 1100 100 - 105

1100 - 134.5 105 - 110
CAUTION
13~ - 1545 110 - 115
It is poss ible m ceve.op a porpoise 0::1
takeoff. ~usual ca...ts~ ts the air -
plane becom.1ng a: :::boT~e "VJthout the CAUTION
pHot realizing i : 2.."'d •_lte c?!ltrO-
column bemg pushed forward, or On heavy weight ta.keo!is do no:
:::a?id m.ovemen:s betng t:r.ade with the assw:ne ti:te very steep climb aJ::gte
con-:rol co:...,..,..,... Jl!S! p::::or :.o leaving to which yoa :may be accustomed
:he g:::ounc. :! a ;>arpo.se shocld !:::om fl}--ing at light wetghts. since
develop on ::a.<eo!!. b:::ing tile conc-ol ao accelerated stall may be en-
column back easL.'· to j(eep :he air?!a.ne countered under these condi::tons.
1:1 ::ne air. _ ryutg :o : !gn: :he :w::: -
poise oy pum.p~ng :he colwru:a back and
ior tb will onh · aggra\.-ate :he comh:-ion. NOTE
With light fue! loads, _i:::ncg up on
!! the yoke is a.!ov.-ec -:a move io=wa :-C. o! :he c:-o'W:l o! :he ru:nway may :::esul-:
tile aent:::a! pos!::ion,. ti::e :ai! will r i se i : one pogo fa!!ing ou:. pr ~o :- to s:a:::-:
ra?icl y to an a bno-" a ~!y high posino::. o! the ::a.ke~!i :::-.:1n. :n this e\.'e:l;
:his occu:::s. :he ai:::c:::a!: w:.: be in :he fi.:::s: :akeo£! can be :nade wi:.h one pogo
stage o! a ?O:-po::.se . :'he:::e!ore, po=?Oise by ho:dmg :hat wing cown cntil
recovery p :::oceeu.:::es :nus: be t.sed to p r e - ample ai!e~on concro! is assn.:::ec.
vent :he a!rc:::a!t !ro:m bounci ng bacit. onto
:he :-unwa. y .
A lthough pogos a:::e aorz:naUy instal~ec! fo:-
Because o! :he rapic acce:e:-ation o! :he U - Z. a !l ta..keo.:-'"s. an a !te rnate procedu.:::e :ra.ay
:he unpo:r::ance 0.: maintaming the p:::ope::: be employed using a hand launch i:n :iec o!
?:tch ac-:in.:.de !o::: ::akeof! ca::mo: be ove :::- pogos . ':'hls procedure shoc.!d be li:m.ited
emphasized. to !ully checked - out pi!o::s. .?rope r !uel
balam::e is esse.J:.tial !or this procedl!Ie.
:'he :::eco::::::.:::nended ~eo.r: speeds allow 15c-: .
:na:::gi.n ove::: s::a.:!. speeds anc are as follows:

2-lZ

AF{C) - l - 1 sEc:-ro.~ rr

CROSS\\~2'.-:D ':'AKEOFF
:..A":'E.RAL TRIM
:n addition to tile p:=oce<iures given fo:r
Afte r stabilizing at clhnb speed fo r a few
::1ormal taJteoff. :!te ioltowi.ng steps are
minutes. !.t may be necessary to adjust
inc~udec! fo:= c :-osswind takeof''"s.
aileron t=i.m :ab to reLieve any wing heavy
1. Raise tai! slightly to p:=ec.ude the pos- cond ition. This sho.u!d oo!y be done with
siliit!ty of beco.ming airborne befo re full full.:Cel loads . With partial ~e'!. loads . if
cont=ol is gained. With a 20-kn.ot c::-oss - it i s suspected that. the !uel load m a y not
'Win:c co:m?')nen:. full rudder vrill be be evenly balaeced. the a ileron tab should
required t o m.ain:ain a straight line not be used. !n this event. :he !uel c:-oss
pr:o:- ro leaving the g :-ound. transfer system sh.ou'!.d be used to a Uevxate
the wing heavmess.
2. Hold tile upwind wing cown slightly.
Once the a irc:af: is in rrit:n. note ?Ostnon
3. Coun~e:-act c::-i:!: when aircraft beconleS oi the wheel icdica tor. Dunng :.Ce ::-eznai:d
ai:-horne by skidding wi:.b rudder and of :he !light_ cse ::~e'!. cross :.":"ans!er. if
holding wing !ow into wind. ':'his will necessary. : o ::-!.::n the airc:-ai:.
enab!e you to hold heading b case gus:y
ah· c auses un~nrent!oca!. contact with
runway .. li :u=ouleace i s encounter ed. or a.ntici?3..:ed
.:nove gust control :.o GUS':' p osition a:::C
NOTE maintain c~il:nb speed. Othe r wtse :he gus:
Ot:.!y a s!igh: bank is :-e~:rec :o cor::t- con~::o'!. shouid be '!.ef: u:. F AL:t=:.:l position
?ensate !or a yaw. so :he::-e is no :o:: :he clit:lb.
dan.ge:- o! a w~ tip s::-ik; ..g :he
g::-0\!llc wh~le cor::-ecd.n:g !or c!ri.!t with Gpon r eaching smooth au condi:ions. :=en::rn
:.:dde:- .
:o .FA:":t.ED
g\!St con~r-o! .. ?Os.:ioo.

~igbt t:akeo!! p:-oceciu::-es are the same as
:hose e::n?!oyed :o:- Ca.y!igh~ ::akeo.ff. CAUTION
:n shi!:mg from FAL~D :o GUS':. an
ab::-u?:: nose - up ::-im change occurs .
-:'his m.ay be compensate<! ~"idl mode=a::e
:'he ai=plane acce:e:ates =apid!y. C lose
ele vator io:-ce u.n:il the e1eva:or ::im
a:-:en:ion is :eqc.i r ed ai:e:- ::akeofi to hold
tab ac: ion catches up. In shi!ting from
:he speed :.o che proper climb soeed o! 160
knots lAS. • G US:' to FA.lRED. a nosedo..,.'ll trim
change occu:s.
WARNING Actuation of the gust contro! from
Wi:h fu!! powe:-. ithe aircra:f~ will GUST to .FA..:.R£0 shou1d be done at an
quick!y acce:e::-ate past the gust con- indicated airspeeci of l50 knots o r less.
crol F A:R.E::J p!.aca:d speed o : 2.20
;mots l! ane.::ion is dive:ted after Always mon:to::- the Wlng fla? position
::akeoi!. :'he ai::-speec lixnitations indicator when shifting !rom GUS:" to
=::wst be observed or structural F A.!RED. :; flaps do not s:.op at
!a!!.u:e ::nay :-esul t . The speed FAI RED. r e:urn swuch to t:1e GUS':
wa~g sys·: em will sound the ?OSition.
wa=ning bore at appr oxima:e:y 220
knots lAS.

l- 3

-Hl s~-nplify t. 000 fee~ a!.-o"ttle !aster than 1t can be replentshec :nanagement anc w~l.h::.•il'-" co~ch.y ce ." . o~ !!ameo.3. Changed 1 September 1 9o6 . anc :.!:o it :-equu·ecL may be due to the fact :. 000 ie~~ Olot ~"l o:-cie:. 000 iee:.. Xote :he :ota.h:.Ow altt:ude escape !aoya:-d .::ns.i tile fuel low leve: Hgh: co:nes on constant man.""ne be!!": .>tlo: add! .ECKE!>. NOTE A..I be ~...pt.e to an EG": oi more gallons have been aseC.f:e :.:><i::n-.ze tile ?Oss~biH:y o! a !!.. •_:-C':n :..! the .ght ins:ruments se~ S cct:on V fo:.. A..s:::c:-:o:x -~ (C)-1-J EXG:. on h.~ng. anc low altttude.b a::. the engme R-o:duc~ng the enpne po•. u is ac'-•tsab.:. :. 000 :o Z5.'71 EP..pane: for pro?e= ic:Ci- ca:ions .! be during or sho:-:ly a!te:.ct of the cli.~OTE.t..• . :'he EG7 wi:l :hen w...i:ude W::h maxinn:m the A :'C s~ocld be es. E ng!ne anC n:g!lt instrc. ~!a. sc ~.c :-easeri at oO.:nec '.ameout...h Section ill. :e"•e: Ugh: does no: go out a...can be .-r..:akeof.:. s.. When :lle OA :' is ext:-emely cold... wa:: lon:t! aJ: a:tituce of .s :.:? to .fue: low ·•:nee !>O"':e:..ile prope:.:.nt- · - m..":):CA':"ORS EG:. AT:':TUDE As soon after takeoff as !ligb: cor:di- :ions pe:-mi~ positive operatiOI! of ':"he aircrai: ch.::C. nolc e:ne:-gencv procecure 1n acco:Cance :. } a:1d annunciato:.20 s:. :.-n auo~·able eng:ne power of o30° c Z .mb speec . 000 :ee:.m. ba"'l~~n 0 . Cbec~ at! engine and !l. CP.:s . CAUTION 6 .ne o~~a •.-a::.R.-:lb speed grac~t.~ STOW a: 10.~s :r.ain EG':" a~d en.:.::-ec :o maun..o ·::nhtn p ::.a! ! ::-eedo~ fo:.e .: :..o. :. Above tills a:timde.- tior.ne cl:.. 000 and oO. D.::-!:-a.knots at 7-r.ne :-ough::l~ss.ne "':ing tanks .. :s. :.men:.-at!ve A:'C.~on :s :-equirec :0 no:c route will reqw~e an ope::.o.!e ""·:. 000 A:::: Tra!!ic Cont=ol fac:E~ li the !Egh: .lf!\nOOK c:eases to C)l . !rom t.CHECKED.:. c.)eio:-e advancing throc::e 8. i.o avo:c a.::-eading.~"il m.n:-o:t~~ ?OSttlOn.to avo. c:ose a::en. Landtng gea~ .-:1.•er to 5-1:0° C for can use !ue: out o! the Stun? ~ t. auon of the tnro:t.e :o 7 ..c:~b speec o! loO knots !rmn g:-om::c le.OUT. :'nro:tle adjusttner:~s .tne ?=-es. 0~...akeoff and int::al climb v. 000 feet is :-i::a. ltze:.:-c..! necessary t0 :-eciuce po ve:::. 000 !eet ~5:. . .it ma.a eng:..160 K.•·nb.50° C or co~der. 000 !ee.mos-."E OPERA -::0• • ! . -b- l.. Def:-oster .xecc:e :~00° C o:.:t between 3 . provarie the ..R a. B!eed valve lights .•e! to 50.:sec fo~ chmo if ries!~eri U? to CHECKED • . T~ NOTE o30°C EG:" is . 000 !ee: :t wi.Ow:: ad. e.. c • .:RC.s - req-.UP.to ~c5° C maximum EG':".ce :=e ::t=o:t.bed !. Cb.c power :s ""e:-y steep U? :o 20...OFF.~.z. sec. 5.ablisbed with a.!.mb anci .ne · -z·a-o ~ · se:ung.C al:it~Cc. Aileron whee! position . Landing lights .!ee:. . A 7C ." :-a :.-::.x!nn. throttle bac~ s~y m :he a:-ea o! the iie~C.!ur.-::une ll!' :::1 a S::O:-t time cue !O UlC :-ease 1. 9 .ba: at high power.. :s .

VE LiGHTS ::. 2.anya. 000 . "OR!.rd wit. P:-esst:nzauon .m.m.l. Y. 000 fee: exceo: lor the maxi - be obse::-ved !or near ceot:al position. ~C: parac!:ute ope::ri. :Ma:n pressure sv. !:-eqo. VA..) 2 .0.ty .n a~iUary :an.:.ne that the auto?ilOt: is engaged and connolhng prope::-ly. V Lght sv. ~.a:-: a:: an a:n n:de oi p!lo. ® o. • AS BRI. r::u:zn range miss:on luch s::ar:s a: 57. (If appLcaole .e antici?a:ed.FOO':" CHECK 3 . :! t=iln Ute z::1ajor portion o! the total flight :ime icdexes a:e no: nea::. Alt'. since eJec.000 ).ope:-auve ~ton a: high a~::iruce Wl:h :he !. .-i:.000 fee::.ec:o::. ami is flown m a ma!:Ule r to obtain rr.opi. l.iA. Oxygen s. Do 'lOt :-ely exclus ..<S). · n WARNING WARNING Subcomponent failures can occu::.F. NA. 7.U3 Prior :o engaging or disengaging au.{cabin..a:e~)· !0 .axL"Dw:n sien:s sho:.EFED. the AUTOPIL07 :>lSCO. Do not engage autopilot if !uel load . 000 and 45. 000 :o o9. 9..xunum range :-ec:i. Gt:s: control .ot trim and flight opera. P::-essc::z.l!t m excessive 1xght. :> - .CHECKED.mu.tced ?Owe:. 3 . the at::-p!a.cg shock acd prolonged wa=n.FOOT CHECK l. Slippe :.ne snould be t:~. Equ:?nle~: moce se.eci .or osci!lat:oas may be present but to 59.gh:. :he au:op~to: t::-im iru:exes should o 7.:. audio tone ln the heacset.ts !o:- b~eed va~.SE'!' A:" 29 . (Approx. 000 .m.0.lon::.. • as b::-ieied. ':"he cru:se c!unb comprises sCoc.CHECKE:> (Cabin a~:t~de approxirna:ely 20.d .rn. t. :ion. CRUISE CLI!-. .E:J..:U (C)-1-l sEc:-:o.~D.o.to engaging the auto?ilot.C~OSE WHEN BLEED !..::: mina! cl.:. (For ma.. 92 . Bleed \·a!ves .t!on .OFF • .-n EPR h.L (ii 5.:np until b.ds ofi.ed :lea: Do not o~ra:e sh?pe r pu. or the dua.CHECKED. ill'A 7E.·s~em. 000 .on du. Check au:.ttch . Spec1a! equioment .CF.:d ?::-ese::t! :::_o prob:em.o. 000 :feet.CHECKE.pump s•Ni:ch . tion) observe mini. PRESS ..ECKED. • as reqcired ..me:er ..0 . t=an.a.tng t.F A.:!d :. Pressurization .Li.osec:i.. or 300 gallons an U -2.neu::ral. one axis or all :h:ee axes :n.zr. engage autopilot . ~uant. 5.opera- 2..ON (a: cO. 18. pe rionnanc e..vely on these reciications to :o. :'1 U-!C ei~r :::m mdex shows fu:l cieflec .ach Ho. Au:o?ilot . Oxygec. S:'A~':>BY.~encv expose: e.b '-till s:.. WARNING WARNING ?::-:o::.to.s below 800 ga..p::nen: .ch . <ie~e=-m:.~n :he • rus check is oi uonost ilnpo::-tance au:o?ilot syste:n which can render any on h1gh altitude missions.u "'as mace •a GGS7.ring dunb between 40. ":he cruise c lur. Specia: eq.!>. ) At ?ilot s d:sc:-etion.000 !eet). ·- ) .ac.':"0-':"EST.... 3._·es c.ou: bene!i: of the ~L-\STER CAUTION con=ec~ed would ::-est.FOO':' CHECK 55. fue: -~ ca:-:... 000 feet).

! encountered a: speeds 5 to 8 knots the sttcit !o:-ces .nicu:g c. ve :-}' f r om. :yp:ca! • tach e!!ec:s of this check. a s:a!! a: a!:~:ude mav be io:-e. n:atn tile ? :-cpe:.a~n:a:cec . U :-:. requtnng a back :e:-ed.mb speed sched.es:ion :-ega:-c:ng tl1e accu - be!nt. red'l.bt!ffe: :s ~ch o :- :na.. kno:s below c!unb speed schec!c.:he .unit. ob:am a cnec~ on ±e a. tuck.!den ser. below :he standa:-d c!unb speed sched - ":"i::. and may :-esult in s!o'"·e:..d~ca:o :-.Hed .."aer.aln::cudes sa!e!y into buffe : 4 knots (as sho""-n on wi:e n : n a maxll:l~ ?Ower c :-u. See ::gu:-es o-Z.. X eve::.s good tn ~2ch bu!iet and ve:-)· poor :n :he F ~ gbt insu-umen:s.l'nber.he whether b~e:ing ts d.r. Sta!l bu!!e: or sta!.:..!t due to lack o! a1le r on a~:-:speed exac:.speed !n. maxi. if any o! these S')"lllptoms a :-e encoun. :. .:de c :-. because a sta ! can resu!~.I:Oencerl :. a lways :est by l!lc r e a s!ng a i :.e..u. c!hnb speec sd:edu. tendency may develop.S is oelow the standar d encoullte:-ed.n~e c~!.. and low speed s:all bu!!e~ . the speed ! :-om bualdmg up. r.--::: whee! as necessa:-y to abi!i:y to C. A lso.:te reco!T'.ay be de~ayec! . a :ucAing or ?itchdov.~ tty e!Iec:.:A.s v.ban 2.he:-e . res?onse when :he w1ng is s:a.:e to htgh or !ow speec. ce-s!rec ::.le .::-speerl schecule ule.. b.tsk stal!tng .:.e CeSt!'eC C:'"L-1Se c!unb a:. se c l u:nb tl1e !igu:-e o .m power. ght a:=!tucie and alrspeed is li the :-e is any qc."1g maxi.to estabHsn pos::.the l.:su:-e that :. the ac~optlo~ wnh mach hold !s Duri.a:-ci c~~ :node:-a:e o:.:Je • .:-c :ra!t above oO.:topHo~ ::-im inc:ces snould be i :-e - to::.:n.l be eococ:t:e:-ed and .! bc!.1se c~. !!y:r.ng a ~:-speed a nd I: 1S ''ery unpo:-:a.mc.y.:..tes: by r educ .:-s?eec. At h~ghe:.w:l! not coot=o! :he ext:re::1e:y dif!1cc. -:'he ai:-c r ait can he !:own c~:mb S?eec scneet..-i!. High speed Mach bcl!et and :ow speed stall WARNING bu!fe: feel simila :.tnte:-ed to ap1>r oach speeds o! 5 :itnots or more c:::ga~t-m~nt o! the ~~en hold IT'.! acb bulie: :-esion v.fe t mo!'e than the arnoun: sta:eC. and ii the :AS is a: o::. 000 n: ts danger ous to a ow the a: r c :-ait !~~:.n: :o fly :. Reco - i s :10t c. U::c :-ease ~:: b. used to control the ax. s:a!l bu!!e: .3) m o :-de::.isce :-c whethe :.lbtng..lac!: !)u!ie: !. o-3.na:1 :he s:anc.ti:ca:ec a.above the st:and.l tnto the !-.u~:e a cor.:e . u-im indicator. o:. wing ro!lo!!.fe:ing is seve :-e camp :.se :!le • !ac!: :=::.nds to p:evenl tered.. knots anC cont..\·e!y at:-c :-a:: must be !:ov.g :a a ::nax.esstb.:st be :-elied on ~o aui tn dete:-. A: S?eeCS Tne se\·e:-::y o! bc.e.!.:n..- speed.!!e : may inc r ease to ! :o 3 JC":Ots !as:e:.-i'!. :-acy o! the ai r speed !nc:cato:-. :-he at:-speec iruhca - a. a:-C speed scherlt.ce:. stick fo r ce of 10 w lO pot. :.::bule>:lt comhaons a:-e enco.-n Mach bt:!!e~ or nose n:. !.1 .:so:.!e !.-:t between very t:a:-:-ow :ha~ bc!!e: is high speed • ! a ch bclie: ace s?eed lL--::::ts jest un.:.l WARNING ~ormal ' y.uent!y sca:'lneC to ir.ncreastng the speed mo:-e than .. inc r ease the speed :o c:::nb speed schedu. Do ::lOt penet:-a:e the Mach \!le \l.: the s:anda:-d c.ck!os may be eocoun . a:lC o-4.:nar. 4~ (C .!. as =~ a~:!~. AHe:-on r esponse .:s:ant Maca nl..:.mb.lce speed no mo:-e :.mUJn power c r uise clU:nb..• beav·y bcl!e:11 when ~u:g speed scheccle.

g Z kno::s below schedu:e ai:-speed. but no: !or ex~ecded responding to small c :-u:se powe:. 1s to c limb. wit. coe£:icien! :ha: aifec:s the !lying charac-:.r ru.-een each adjust- ment to allow -:U'ne !or the EG:' ro :-espond an.ita- tions. 'Sith slipper ::anks it i s abso - H on acto pilot when making :he above lutely essential that the autopilot be ope rating checks.. hundred fee: wh:en povoer is reduced.adjust- pe::-:oes o! rime since i: ::-equires the pilot's me!ltS and engine R?~! may be more respon- .he expected pe rio::-ma.· be op~rated a:: maxi. ! iactori!y acco:mp!ish :he mission.al':imde where the ai:plane is easie r ::-e:ie!.:ot-.::be encountered a. :'his NOTE can be a ccompHshed by i~-::er.. An R.i!ed :or that altitude. ?aus:.ge of . In the e1.::~gine speed znay a!so be ased for c::-oss checkng . tile flown l knots belo""· s::a. l i the autopi o t does not of the ~!a.tan. accu=acy. ':'he primary ~nstrumen: used io::- 1Z0 •roug" m:-n it is important to maintain powe::. :! :.cb sensor or c .iznes.erl a: maxtmum a:!owab!e See Section V for engi:~e ope::-arion !im. conu:ol the a::speed with reasonah:e !ence showd cot be a cause for . gradually bleeding a!:-speed so as to pass through each altitude with ::he a i.?e::-a - ai:-speec3 and to. bac.own ""'ithou: ~ch to reduce powe :. .mum hu!:fe: -. parncula-::-ly at max~um power ane heavy weiglu.es in excess o! :be standa:-d clirn.-er tb:oughout tile c:-uise :u.anc continue cruising a: a bci.fe.a..re gage except as !imi::ed by maxuruun s:a~!~ng.!inor rando.he ai:s?eed/alti.le r:::ovemen:.he even~ of possible clutch slip- performance .. It At t.nce wi!l U::. l i this occu:s. . ecgine ?O-we=. increments.ate a 5° :SG7 change.~ 3et. Coder some cocdittons ":'he engtne rna.c!e incre:meocs oi lO either ttansie~t: auto?.C.P~i cb.:d be reswred as soon as the airct"a!: -:'he best c:-uise performance is obtained ca.m buffet distu:bances due SpE>~ schedule !or altiw.!).. :f the speed is too fast.. ?ia:hdown..: be continued without au:O?ilot.ile aircraf: cannot be as posslb!e.: ! . The::-efo:-e. ln a pe:--:nissible pov.ea: a..n. Power shoC. !1.he acto?ito-:: is disconnected. the a t rplane . This can inc rease fuel consu..ustec! tn small RP.rbu.~ (C)-1-l SEC7:0~ ll F uele<: sh?pe :.: 4~ can be used m ap?roxim. :.:nc ::ioning autopilo:: is necessary !0 sans . i: may become necessary !I the ai. not be ::-eaEzed..~ also nave an adve:-se WARNING e!fect" on the f! ight cha:acteds:ics curir. wneel at: ~ ef!iciency for satis!actoq• mission :.g cruise. Z.ruiard.-n a: ban:.d stabilize.:speed speC:. page. aUowahle engine ?ressu:e ratio. I! :.>Dlating the !. The optimw:n p:-ocedu-::-e a!:er the lligh:. stick forces must be :maintained to avoid :-api.:1 be {. t.mpt:ion and meter systems should be t:ho:-oughly checked decrease range.li . s?eed schedu:e airplane will no: climb a: dle prope-r rat..ng!.ds should be on :he..n :.e. the EG7 indication can be slow in can be flown n:anua!!y. by flying the speed schedule as ?recisely m. .: g. reducing po\ver s:igntly will provide lowe :.t!ID al:itude. the po"-er can be ac.reduc.fcl! a::":en:ioc.:c:-a£~ cannot be £!.ents . A• nigh a:titwie :he "g" capa:!::nbty is limited because ~e aircra!: is O?e:-ating at high 8 : coeffic..own wtthout bui!et ::0 obtain maxi . a ?rope:ly sive to the th.e::-istics .erate ~ch buffet to avoid w.U descend several to fly .settmg is the exhaust gas tenJ.. -:'his shoulo he re?Ortec:i !or co::-::-ecnve action.!ot operation 500 to 1000 fee::.. Whee o~ra-:.f!ies at a co:n- bica:ion of altitude and wing :ift.hout high speed buffet.. ':'he aircrait vr.•ent the fligb<: mus-.~ a.

101 39 ~ c.ancimg gea r.ec to speed the airplane is ap?::-oacbm. However.. Position err or has been ::aken i:lto a ccoan: u1 arriving at :be reco. Even:l!a!!y. .g a s1aUed :he po:n: v. be moved !orv. n:... (Cor::-ec!.ll 55 1~5 398 cease cescen: a:lC aga.i::g d::-ag d~vice wit: be used..s .::t begin a c:r-.~ the variable speee brakes or extenci:n..-:.ZF.y select:ed and tested as the best com- ":"he P.m.. will encounter W:.'""!1 ahttude is !untt.:.. :"he ini:::al d:-ag is Co::-::-ec:ed !o::..Only) Er:-or.he con - C.imam EG': ts reached coaciition.. ecgtne po'90er is increased :o n-.me:e::..K.~ 3 engine wiH no. The a i rspeed schedule IJlllS: be !oUowed when acce.·hHe main- I :a-:.::e a:rc ::-a!: speec ~ tccrease v.Knots :!:las tnc:eased :o :be ceeci e.-nb. A precise airspeed schedule is impo::-1an: on :he U . At this altitude the c!lDl. Ca:re!ul atteo:~on sbou.eci for :nst::-~ent Ins:.D.e as !oHows: ope ::-a:ion oi :he en&ine.m EPR.axun\..1.ise oO 130 .s b.~ots 7AS . Erro:.ZC and U .t a::irude.()3 cli.:: C.cee.'a.rnen :he speed PRESS. range and a lti - powers :he dse in e:::gme speee may not tude.--y the e:::g!ce ?Ower ~rO!D . c~.·here ma.ime to ca:ch up o:her.tt:de ~·here !cht RP••! :s enco:.mi::ing co!lctt:on the o4 !l8 . again reaches 62 12~ .b sched u!e the engine al!owed i.. is approxi ma::ely 1 knot lAS below the bullet w!se a !!ameo:. anrl a1ti.rrr. p::-oU'l?t actio.hro::le movemen:... :e~:eznec:...i:lon =av ·oe co:::-ec:ed merely by a! or.rO?pt::g be1ow .inst:rt:ment e::-::-o:-s.a2 ~e:r. One knot indicated ai:speed a t 70. ae::-0C.}" :ypes of missions :his wiH be requi::-ec. It has been care- fu!.ng bu!fe: .oweve::-.ng t..rwnent c r ea tee by u.m EPR EG":' up to maximum per- missible EPR EG7.s~ed :be a i ::-?la::te an alti.. . !::t:ial!y. 'W hen :his co!ldi:ion occurs. At a fas:e::.era::cg :he engtne !=on1 lowe ::. ... :_.! .. ~e .2.. 00 112 40! t.r. Whe:t :be a1rc:-a!:..:~ ::::la)" occ. :"hey a::.al!y neve r reach promise.a!n:a~n ent. nt: operation at m a ximw:::1 so 160 391 li::-::a ~oos.rui a ltitude con::rol.:.W3 :.ce o! !. As :he ai ::-.:RS?EED COX":'ROL the :nin::n.. close!')• to ob:ain malC.ced witi:tout given..U:g co'lstar. At a s!o~r ¥.n E very a~~em?t should be mace to !ollow the must be taken ~ ?=even~ ove::-temperaru:e clii::lb speecs.A.s 105 397 oCJ 103 3Q7 70 99 392 71 97 392 72 95 39~ 73 93 39-i 74 92 397 75 91 -%02 7o 89 -i02 l -lo C hangec! 6 :-\ovembe:.ld be anc power Can::tOt be !l!:-tller redu.-a r d very s~owl)· and speed.:::::u. C lose a::t.::1tererl. :... •.rnc...mendec ~schedule. bot:ndary o! the a t r c ra!t. ther efore.m._ i.he a!:i:.a!l:. 000 !ollow tile i.: r . !0 correction ior airs?eed C.19o7 . ':'he thronle fee t is equivalent to four knots trt:e air - shou!C..! . tile a :::-c:a!: W:.!B s?::::::::o S:"D DAY A•.On!v} Cr:'\ ·descends.y'll3. On Dl.1:!lic dra g shoulc be aC.er:~o:t must be give::1 to pitch a.: :s possible to .

! th~ autopaot kS o v er?Owereri by ma.!ach aun::.:-e o-1)...de wtU inc:-ease the 5& 148 boundary between climb schedu.ng G- fo:-ces a~:C. !.=:ed..ot _.tons 00 !1! shou1c! be mini:nized by ?!"O?e :r cw. made s!owly.. '!'here!ore.on w. the pt ot obta:.\!St oe dise'"lgagec.!ex:t n~e o u:.cally s !owly cie1:reas:ng ~ch wi:h ~e Mach !eeo tn elevator ta~.he o. bcf!et i s not so cri tical and airspeeci the auro:»i:o: Mach :=i.atn:atn :.nCuly a..!a.. .eciale is not a constant On missions where I:l. The a:rto trim i oCicator e:rors may ca~se encOUDter with disconnec:s i n case of a runaway ta.!9 .red wise the st. o98 ~. Ccax:gec o ~ove.y e::1te:.:tse climb.!e and ollifet.n\l. I.I:g :.n::l tile desired airspeed is m.hese c . 0 q8J a.m whee! u.!ach down {to conseq.o:s below MACH 0 .selr.n..n :he p itc n ax t s.nen reengaging Mac~ b~gn when li!e au:.tonal con.b.m quite o!:en. 1~.ce com?:-essor s:aH and o.:t: i n Mach b~e: a: o"".:c e soeed 2 !clots •n accordance 'tlh:h ~ns:rcc:i~ns ~er A.nc neg!ec~g ~o tri=:l ~.s ao:.be= ~ h is necessa.unb schedale.:o- o9 !08 ptlo~ adjustment il possi!>le. 5 lZS NOTE 125 Bu!!et :night occt.:le I :-:-i.ta::-•a~ons . need !or matn.c ·...cg pi:cn angle t:.::o::J: '!. :=est.de. parti. evec t."'id incre. for1:e .. anb p~:ch u~ feature whi ch etimin.ne . a sligb: AL'!'iTi.tu. other- s l owly . .lldary.ced os 119 llb when pcl!..::ng hW!et should not occcr a! :.orrat.:.!ach huiie: :-egion hy engagtng we!gh: has been reduced. 12 MA.1 force..::ed by cLsez:.!ach which vnl'!. :.s:eady one-G conci: nons. -:'ne eng. subsequent:. tile autopilot wtU m.A.RCR. :'be au:ooi!ot :ccorpora:es an a-:omat.od-.til des.es the speecs .opilo: i s eventually co!d. to a .gagtng Mach hol d and pttcb longer than is n~cessa:-y .r: e.m h.ons such as are ?::-odc.F7 CO. the 'i'his a i rs?eed reducuon sh~lc! be made by a. rease a !ew knots ca:-e !s no: ~en. 70 105 -:'!:e airs~eC.A:'GE CRlJISE stantiard c!. and in s:eady L~ one -G fiigh.nes and/or at:speea when using d:e auto pilot. correc:ions lll.oder s ligh~ G-ac- o4 !ZZ ce:era:!. sch.ncreas. AF (C)-1-l SEC-:':O:S il I! after red. 'Th:s reduccon may also be should not override tne ac. ::.. :n this event. t.al ?~tch t:Jn co:rect. the bciiet bo\.s_ga~erl.a }.de .-y :.y tru::-easi.:=. soeed.i. 7he speed cular!.:. '7ROL NOTE and concicue :.he nose \!? ~ hold 00 o7 113 .!)E :-eduction in power and subsequent descent 55 152 below optimum altio::.:. it i s ?()SSible to m.o =ese: used. 000 fee: (~ch speed may ..ther case.scicg a i rspeed Z kn.O:am power :s not _. :-ed-..:speec :s se:.moer !9o7 Z.cb i:totd on speec sched. 000 !eet (see !igu. s. Low a!ti~de for exan:t?le oo..ot tn ob:a.a.:opt .ons ~rm.Xl~!UM R. l i :his happens.a..tnee:..:e cL..:lg bl!i!et.f can be allowed ~ : nf.acve:-.ght when the tent'!. soeed should no: be :-ed~ed bu: the correc:.ll a~:. oppostn.as. buffet : s sti!l present..ck force may be t.tto t:im funct.5 "!'he recovery to lanrltng base should be ~8 Hl made at maxunum-range c:-u.e a: one sensitive to a : :-speed a: btgo ah.a.ons .:.at.se altt:urle and 59 138 atrspeed if opera:.:-:e enci o f tile ~.X.. need co: be !:letd so prec. stay on speec scheccle) as alt!n.ltough 0:1 63 c:imb scl:eeu~e .C. du:•ng t!:e early cn..c a~ ::-?la. :owa:cs t.c.it..nu3. oO 135 61 oz 13!. I! bW!et i s encountered.

e leec:!mg conei::.cb.e :: ts ?:-o:.:n !at:e:-a! y..on rega!"d- :nay !as: ma:::r nD.. !:-on: :he wmng tan~s.Ilnlng chcc~ o~ :.1 .:ne•:en fue"! feeciing wi:hot:.ss.o:::g m.in a !:-os:ing. air!low tnrocgh :.gec l September 19o8 ..a.:e:. Piloc conlfo:-t can be subs::aor. .ro Section VI for infor:ma:ton regard- -:u::le.::-~:::g :he ::n:ss . tile p•lots cisc:-etion..t i:::duc~ !ogging.condi:ioniag system is less. a wing heary As a::: aic to ?ilot co:n!o:-.07 CO~!FOR":' :r~~::g tne ~ong c ::-t: ~se c .bio:nna::.ance. ~·'htcn Re!e:.c co: be csec :o com~:::.7 es: bu.:sclose excess:ve co:lls~p::on as ea:!y as poss:bte F. Keep cabin t. pe:-ioeica~.to . it is ad~>-lsab e :o keet:~ ing sys:e:ns ope:-a:ions.he condi tio:1 :s co:-::-ec:ed by '-Se o! :he !<Je! !:"a.empera- ru.!::p!es a:-e shown it: i'igo. a :-\:.z:g p:-ocedcres: 2-ZO C bac. ing !light cha:-acter istics.sys:em. consistent wi:. Du:-!:1g :be course oi .~e seat ~ck 'W!ll be noted by :.::e and !acep~ece beat.c :-eased i! a p:oper "Oa:ance :s achieved between cabin t. At high a:tirude..y :-eac! an.fue:..:ch comfo:-:..d to pE>:-s~s • the actopi!o:: c!c..m :nrlica:.U:ed 10 main!:.ti!iz:z:g :he fotlow".::-a pos::. open.:ioc .1. :1ec. NOTE 3.opi!o: engage-C. :'!:us situa~:on sh~d a::. wings .h pilot al!o"" .a! :::-o::a:ion of :!le ~·hee: i:oxr.ably caa.lten.on.. 11:0 aio 10 keeping !ee: warm wi:: e\•entua ly sEp anc manual ass:s.2.empe:-a:u=e cont:-ol at: :I a.d plot :he oxygec p:-essu:-e and fc..n uneven !t:.e:e:-=ntne when enough NOT£ !ue bas oee:::. -:"he ai!e:-on tri.::tie ut:U! :.cc:ion o! Refe:. SEC":'!O:· AF (C) . ?::. cross 2.. and eliz:llnating wimishie!d and canopy ance v :!! be =eq.!.sed by ~.sat.ne t:lctca:io:J o! :i:e P:-ess .: resu!:s a:-e ob:a:.u: wh!ch shows tile an:ic:pa:eC.ons. ·o!""!":la!:)·. oiih tile au:.ned t:..=?les: :::::1e:horl !S by use oi a g:-a. 1 :rans!e::.!le aurop!lo't engagec check O:ll ::he oxygen syste:n..:::l tao sho-.or ::nay be obse:-verl to C. a!=.to 5_<>ction \~ fo:. and oxygen const:mp - ::o:::. :r. whee! j)OSi:ton or :he :-o:l ::r:. 7be dei'roste:. Exa. :'hls is necessa.e! to!a!ize :- :-eacing.a::y ir.:. ao:: g:-ad.~-ays be co:-:-ec~erl by use o! the .~ton ma1· he acn:at:eC. anc also as a I co:::.Ci ~on "'"iili :. Use :he defroster far~ as requi:-ec.unb po:-:-ton oi a n. 3e. ":'he s:. ~s(e:-:-ed.:lS- !e= sw!t. \::sage as a !u.e for un.On is 'W'an:nes: seuing.control should be !ui!.GH':" C3ARAC ~ERIS 7:CS so tba: co:-:-ec:!~e acuon :::nay be ta.1 :I :he at:-c:-ai: becOllles out of tt:.re 2 . t.!e\·e! a <::t~.o==a! :n1sston pilo: com!o:::-1 assu:nes cons:cerabte impor .l.he even wicg ::ack !ue= feed:ng.-y in o :-der to C.::-s. L K eep iacepiece heat as low as possili!.

.::::: ~~<o I .I.. --~IIl ~·Y-=-=OD=E::L::U:..l < ~~~ ._.ZFj 14()0 ~ I I I :1) z \ I I I I I 0 ' "J ~ lZOO I l ~ < ~ i I 0 ! I 1000 . A:F(C)...... I I I I zoo ~ "'-.. ~ I I I f"'.. \..._ 11 I I :J ~ ! ZOO t ......+~ 1 -· ~ 1 ...-1 . ' ""i'-..---+---+---f ~ ~ ~cb • ~ I ~~~:-~---.. .Zl .-==C=}'=-~-=--=-"J!III===~IIt==Jt===:l i 1600 \ J I .....t . ~ ~L-..--~l~~~~~ X 0 I ' il ~ I ~0 ~-+--+--~ I 1 ~~ -~-~-~r-~~~~-~~ Z00 ~-~--1 --T- 1 1 _+1--+----+-~---+1-~il~~ I I I I 1i I ._....____________ 0 0 8 !0 !600 ...I i I I 0 ~--------------------------.: l'Jl":-Cil) ..-.~.--i"oc----+---'----+!l_--+---..1 -1 JYP I CAL CRUISE CHARTS 2000 I I I 2 I I 1800 L-~----~ \ I...WO t---'-.t... 800 . ..: v~ I I :-. I I 1 ' MODEl....1-~~---i~__. 400 i "'-. 0 I i'. ~~ I J E-t 0 600 -. 0 6 8 10 TildE AFTER TAKEOFF . 1 l 1 ~ 1000 ..~~~~~ ~ 800 _ .... I : l."''D U ..S U-2C A.-..~~ .t1. ~ I I ~ ~ 600 ~-r--+--+--+--~-~-.._.. ~ L "-c~< I I .+. "-'< - ~ ~ :::.HOURS :Figu:-e Z-1 Z-..

zo.Eventually. DESC~~ A: :he htgher indicated ai=speeds.!nda:-y.pproxi. A:loW"".21 ane !as:..ut~cal !Diles unrler zero '-ind concbtions. The t:ime reqcired a p:-e.rboje:.rnay :-each :he engine mi.g.e schedule ai:-speed shocld be main.-OWER position but use sparingl)·. se:tic...:.er than the sta.rspeec to in. the airspeed ca:t be inc:-eased clc. Part '"". is a.t e::co':lnte :-!::g the 'bt:!!et bcr.r.:e~ coasw:nption is ':'he !ol!owing ?=ocedure is recommeaded excessive at !ow alurude. RPM o:.t::o::a!...l:itude and cause eng:. !:ast.er miles All descents on :he stanCa rd speed schedule pe:. 000 fee: ra.::tge. !.x:num EPR na:n.made on the a p:-ese:ected a :ia::de. 2 .I:ge. :Dis b to pre - plane is ::.c:. even at idle RP~ !o:=. W"nec.t:n EPR wil be encounte:-ee the ::ninimum engme pressure ratto values :owa..k ut tc.0 the GUS':' position.o:: than c!i"Tbtng on mjn.a non:l.eout.22 Changed 6..a~ely 100 na. figu. !o:. be he!d co::stant and :he ai:-speec I allowed :o i::c:-ease as !c. tile zero . use :he HTR- aval!ab!e. :he hshec at .s.mb :-eaches :.da:-d schedule anC.ne speed up to 60tfe taUled.!S co:l- wee.ned by power red~ctioa • .a:ure desce:t: W:. Since ru.e Mach aw:nbe: e!fects..~ range i s still apprec~!e i! p:-o:>er powe:-s a!ld Fo:..SEc:-:ox n AF (C)-1-1 !.n. 000 feet keep eng.ni.g :he a.::nended nor- .ranoo.ne at high a. !! a~essa!"")·.be GUS~ posi- seve:a: advantages: no p:-esst::e suit or tion~ nuni:niz. ':'i::te :econ::.rouDl EPR should be :::::ade with the g"CS: conn-ol in the a: the s:acdard speed schedU:e.g!:tt. preb:eatiung req-:1!rec.!er:y fl.e! :s consw:neL ':'he th::orue should not be :-etarded hetow Since :niniau. it is ea. OFF NOTE The c!ssioa :nay be p2D. :ange by using co:-:ect descent p:=-ocedu:e.nce is ap?roxim.f desi:eC..ise c!i.:.b:e tail winds are descect. Dee to :he c::-c.tri:n :ab cautiously due to its fast ra:e o! o~ ra tio::z.c :-ease at co:lS::ant al:iruee will provide somewhat be:.de any possibility o! !la::neout on descent.he ces~~ed al-d. ti:.o stall the ai=- ta.de!::-os·.. c:-cise can be acco:np.l! :-es'-1!: in a loss in !or this desce:tt !ror:1 75. • "OR.:-d the e::u! o! the !hgb: wh~n the air.EVE:. wi:!:o-. the pla. Below ~peed as on a :egula= cliln!l can be mam.. co!lt:rol 1.. tile hlghe: ang:e of acac.::o add.mo:e if :equired to help with de - frosting.ne powe :. 000 !ee: i. -g.sie: :.:1 =-a. •ovember 19o'"" . When uris occurs.e to follow : s :o avo1d early descent.a! cescent. tabolated in Sec :ion V. the a!ti:ude shoc!C. 000 to zo.Inately 15 J:linu:es and the dis- t:a. See Appendix :.duriug speeds a::-e '-sed· poss.MAL DESCENT The general ru. Tne high c:-c:smg a::!:ude near the e::C of a m!ss!on can be converted :. approxi:na:elr the same true B:.ga!-!.Ded :o level o!! at Descents should not be .::::u>:re exac: informa:io::.. F AIRED position. use elevato::. cesce:tts are made at speeds Fo:. '!hls g1ves gust control should be in :. This will ordinarily s!aada::d speed schedule with :he gust be do::e to gain an ~ :-ease !.. =-un auxiEa:=-y blowe:=..gh:s.

Defroster . dt=..l approximately 75 throttle !or descent. ":'n. inc:-ease m range :s realized.ut:ed.q·gen . Cc.0. 'DED .r-e sa!e a r- c:aft o~rattoo a.on !or descent if auxili ary tanks conta. E.LABIU 7Y 8.·ing procedures :o eosc.psnent: l.:1 be cor.~~K AlR S"'.PRESS .Jec: .· speed ior start o! bu!fet.0:-\.:::-e cescent may cause a loss tn range 3 .5 Re!er :o Sec:Jon :r: !or in. I 7..::>ESCE:-t7 CHECK below the warn1ng needle.xirnum range. remain of PRESS-70.EXDED.nc to preclude damage :o s~cia.70. com. . contnue ciescent at this speed Accomphsh descent 10 accordance .he ::. 1 September 19o8 l-Z3 . • !or.e no:ec a..::. Then s::ar: a ~scent for a st:aight-Ul approach.Uet- •-g ana :..PRESS get above :he ~!ach warnic. varying wtth weigh: anc altitude.cce dangerous p1:chlng :no~en: ef!ec ::s are pr~t!Ced. i! the speed is a llowed to 9 .ned fae at ::a.ng cescent.:1gle o! barut. ""'• Heater-b!ower cefroste:::: .ME:tGE~CY FAS":' DESCE~":' o. When ZOO knots lAS is reached.c.>ie:e!y). CAUTION j)C)Stt.l equ.. ~eve::- extecc tile wtng !!aps above ~.. :'his w ill oring you ~ pattern altitude at the Z.g ::teeele.TES":' before re"carding a: c::-utse a:ti:ude unt. only a small Bleed valve l.EX-:"E.ru! ca. 000 !ee: s. Sh?per pu.cs.i :Ch.. © :-ec:ec !o:::: by slo ~og eo"WC.oo on NOTE !!igh: c!:a:acter!St. decrease a.OX. Du. foUov. AC gene:ator powe:- 15 rec.t.· to s:rt? tanks ScD. bu. :a ~Lsmg this proce¢Uo:e.e 10 c:ncountermg headwinds.mp s. pre - rnzn:. AF (C)-1-1 SEC':':O~ I! ~~e d-escent :ust be:ov.ck wiU :. OFF.OPE~.:o obtain rna.nutes ti necessa:--.eorr. !ie!c. Bleed ""alves . CO!\":' RO:.0:-\. Check oxygen and press.a::geC. nau::cat m les from the lancing base.:re suit by use In ore~:.a:ion on tni s :n.·ith :he un:ess ru::-bulence ts present. :!.s :s approxunate!y 10 to 15 knots ...tch . however. Q.EX7. For ~•!ode i U-ZF the AUX 7ANK AIR swt:ch mus: remam in the PRESS 0.:'ES:'.me. Speed braJtes . in a turo a: :.fo=-=:~. See Sec:!oo V! for comp!e:e ~ruon:nat:. AUX T. Lancing gear .g1:~ .

~~ cab1n p:-~:... Z-2. E .. .. ooc r~et. (:! :::o: C:ot:e p :.ateral trim . 18 .a: equ. (. ) C o ::::-ec: !o:= any wing beavmess b)· :ra c.. FAIR.or ween sm!t:ng !ro:n GUS7 :o 1 L A.A-:.rspeec sched~. ) the i : eez. . GUS-:'.:::tent :node selector .: co:':'les o-: o:.g!:l.:.the ~icg !lap pos~t. Z-L .:-e. posi - tion .:.t:::!! :.·. 15..ES £ 7 70 S:'ATJO_ • A.~he:1 :::o:. OOG feet) .may oe neces- sa:y ..ke oil t :-i.. .£EE7 .O'olo ~y :.£5::::7 he:l !.::-ol.og be!o:-e :anding.-:1e sta •• st:-1p H<X>KED • v.on indica:.s: cor..han<i:c: :o prec .Reta :-c ~o min~mum..e:ls.!::g leveL !! !Ce . W~!h tAro:tle at o:. Spec :.mbtent pr~s:.as oeec :::: :tea" • rno:sn.~.•• j ! :i . . :::eecec). !I :ne !Taps do no~ stop at ~!a~n:.!JRE:> (at ZO.GGS:. & R a.DOO ! ee:). !2.000 .. Gast CO:lttol ..o a.'l:l anc !ockt:C..-.:: cceck.!. OX(a: 55.amp.nya:-d - •ce may !:a\i•e :o:-mec :n :. Re::::tove 3~d stov.ED..on meccan. A1.CHECKEi:>.. cesce~s below appltcaole ..'::e staL s::-:? cxte::s.. :ue! !:-0:::1 :he neavy .F. cceck :ne la~e::-a! ! 3 . ! C:.5.EPR.c . Altuneter ...al eq~pmen: chec~:st :..:TAl. retu r n switch to !o:.E:'ER S. a!: ituce esca?f: ia. A 7C .s! e r:-icg ~. :i th!s OCC'u:-s.:RE:> posaion ..!::nts 0~7 ("lrit:t ta_-c:.nea :.t:a.v.· ~n bag belov.OFF .i::ee. 000 !ee:.E7TI1"G A 7 18.cg :.e: P:-o!ong~ CAUTION bolchng a! 20.. Slip?f: r pump sv.sc remay s.!le co:l:::o! w.R.-ays monno:.. 2Z .u a!r· :s tu:-bulect anc WARNING plac e the gast c ontrol in the F A.he a!:e:.: . E qci?.. 000 CAUTION :i a::-c~: i:. !. spec~.sm.o:.Shoulc be :he same a s !C was on specJ.. AC ge:::e:-a:o:. G .cg gea:.·i:ch . S:a:! s:: ips ..CO"i!.EX ':"£~-:> - !.ncaca:ec by :. Thro: ::e .:.s s .~c... iteecce S?f:ed to app:oximate!y 150 knots or slowe:. As speec :s rec~cec.M. Z3 .0-.the type of descent oemg made. .:i s::-~ps .a1c app:-op:-iate sp~ed schedule the fat : ed position.he ~i:-c:-a. ::. caoao !o.. s::-:p T .OFF.as .5 £ 7 Set as b =!efec o:..:::.:. NAV ::gn: S\11o~tch .p::nen: .se :.o cela}• cxtcnSlOC of tne Stall Z5 . a!:::ude o! 10.CHECK£:>..O FF 3.rim b}· not:..ce da-onage ~o t. co :::o: exe:-: ab:::o!"':':'la! pt:l: !o:-ce o:: tile sta1...u:e .I:'lbe:. s::::c:-:o~ A:F (C -1-1 10.

!gh .ucb as SSI:': eeg.o:-e co::t'lo·entlon..In !!oa: ~sta..ne RP~.>a::e:-:! d.ned f:-o::::1 Par:: 8 of :he Appendix constdered obJeCttonable. :s s:town :n i . Upon reducing power :o id!e.:: regard :c.ROACH Whh wi.ha: d.s app:icab!e o::tly :o the !:. !: does ba\. Check the Iue! :-err.owever.:de wi:h engine speed Make int:. bui!e-:.:-esholc speee for !acdicg app:-oach.ston a. necessitating a flat approach.E"D -:'here !s 1:'.. A..:..!lg !1aps up.here: is shgh:!y more tne :n.. tile glice-a. as a !~c::on o! !cet :-e. r: tude of ! • 500 feet.G) NOTE 1. ic.lot w::.:mt-s and shgh: direction- 7he cor:-ec:: threshold speed c an be at hunting in rougn air.::tce when using tee p:-oper :.ner . AF (C -l-1 SEC7IO.ne ill :::la!ntain level !!igh: a: ?4!tte:o a!:. o:.nta. 7he g~: co:-:-ec:-on !ac:or shor:er :!oa: Ols::ance and a s!lor:er ground .s a:so k::ow!ecge of :. ?.::nain..-ith ~and ing gear and pa:-nal wing fl~ps extended.int- mt:.. =:.nf!ing may be ct-ter- ·.ngle is sh.CHECKED.. 'With lu:ots.ncreased.ern.gure l-Z.hresholc speed. the :oral drag is so low :ba: :he ai:-pla..!e:y under a!! !"t!!lwa)· ~c wea:ber cor:C:oo::tS. app:oach ro!L ai:-speed. A :ypica! land:n. 1'b. e!iecc.na.re a tho:-OI.a!tow.no:s at an a.ng me 3&0° CAUTION overhead approach.OSED. abo~o·e te::-ain.ts ts not oo!a.l ma:-g. o:-de:. n!gn degree o! prec... touchdown wt!l occur with a m.nC sa.Cl:-Uton add one ha..iiciea: engi:le R?~ to nu..--e certaic cha:-ac:e:!stics pa:-: o! tne :=a!!ic .!.:e to the :. pat:.n. WARNING A!:!:ough :ite airp:ane is co~ dd!tc\tl: :o l>o cot exceed 30° o: bank curi:1g any lacd. excess oi !tve La a m. us.n:e:J gcs::') ·r. Fla? posttioa for la. :t is decreasec sta.??.n as bank : s esse:1tia:: :ha: ti::te pt!o: ha·.a! approach ~-ith su.!!er !:-on:.a:teron CO~!PU?ED.. Atrc:a. F ue coun:e-:.h: <!shold speed pa . I ~.DL.:..hese cna:-ac:er.0 loss of raccer o:. e!l '\11.nc conditions exis~ mmec by the p.approach can be made with as m.vez:ess cit:e to ustng fut: flaps.. wttn full flaps a powe:.ng. Z-Z5 . ciiificul: uncer condinon:i of moderate :o be able to acco:np!:sh lancicgs with a tu:butecc~.in i.s 30 on!)• a !ew percent aoove idle.. 000 -FOO-:' CliSCK D£SCE).ainicg and cete:-rni:le Ho. :.. UsEng iuH !laps wiU :-esu:: W!th repo:-ted gus:s :c.! o! the wutd gust !ac:or re~uiremec:ts.al approaC'h.ng at .:: cont:-o: .' G 5.c. SPF. IX::-:_-\.Th:onle gate .stics ill.e: at:-c:-a!t.·ever..

.." OF A7 -..r.311 .::a SPE:E!) FOil FtTE.?S AS A.a F"r ABO\"!: 7~ 7l-:a. A.£SMO:....::> S?· · ! ) ~KN07S SEFOJU: ~"m~ CHECK .!.£0U1Jl.c ilO~ ~'":'0 A 7 lOOG F7 ABO\':: ~ RO!...-~ ~0!.:.....:l PaO?.:.:::S :ROW il~ A Y ! S~ F':" A30YE -.. !50 F7 A.oo F"":.SEC-::':0•• ll AF (C)-1-! l W::....A..--.BO'oE ~ 7Kil!:SKO:.to:O':'S ... Ot..!.::> s?:-:::> ~K.BOVZ: 7£il1lAL"' F !..s.:)()~~ .O':'S 71UtE:SHOL.:> - SP!:£:!>.£!) Figure Z-2 2-26 .-11::.L:ST ---.

Reeked~ !al!di~ gea r down and . Speed b=akes .·.unsafe wa=n- ing light.anc:!...r:i al CAUTION w-:.n as tion at too hlgn a speed t::".Cn:=:CKE::l DOW:X A.. 1000 fee: above :erra!n w!th enou<>h oower ~ :o .SE7.OPE.-EG Rol out on downwind leg ap?roxirc. A? (C)-1-1 SEC-:"!0• . 1. •oE!> . ~.ay result ·in possible afte r tu=cing on downwind leg.ECK. 9 . m .RE. and !anding gea:. Wing flaps .. A~ a point nea: the end of :he "!"UUway.::>. 10 . Press b:ake ~dal to check systezn p:essu:e. 2.ne the fuel load is evecly balanced by checking the conttol whee! pos!:ion.C speeds m a s!. Cont:-o! whee: ..RECH.ng gear position indi - cators.CEECKE:l.EX-:E. 7hresbold speed . st=uctu. by tra!Ec density and headwind condi:ions..x:enc u·ing .ow descecrling :u. S1igbt:y redcce engine RP~! or extend oa.....ECK . !! 5.The ~e!ore Landing mus: be carefully obse :. !>0\'r.::>.a? switch does not :-etu:n to l!? position wben r-eleased.. Lancing ligh:s .E.RECEECK. puted tn:-es!lolci speee. 6 .•es .\'"WI. 1. begin a s.m- LOCXED.-u of ap?roxi- rnately 30° bank to en:er the downwind leg.landing .ocked ~sing :he !.au1t:ain :h:eshold speed plus 20 knots The '\lo""icg !lap extensmn ?laca.ved since ooera- checklist sha:l be COID?leted as scx.AS REQUIRED.nsaie warning horu. !-27 ."\.flaps to desired pos ition fo :.ll ~::te determine<! e. 3 . · Assl!:e :hat !I. Bleec va:.re o f :he horizontal sta- bilizer.<t co.ng !laps... Landing gea= . ~ O?pos ite approach-end of =unway exac: ~oc:ation o! which v•i.RECP.! !at!c. :anding gear u.ight cescent. :>erenci.-a. Gl!St CO:li'::'Ol .rn."D Check !uet quanti ty and :ecnec. Braxes .F A:.are ly WARNING .

z:e sc::!es O::lto :he grot:nci :I :he ::na:.: w!L come down ur:~ :. W'heo can cause airc ::-a!t st:~.::. order :.h.al.! cat.at ::he ene o: tiu.o ma..h...o a ne:gb: o! o::e !oo: above t~:e :::-w::way. le towares the ru::tway again.oo .fied.x~ :.:ld :.-:!: reacn the c!ra? and the aL?lane will yaw.cbdown ~onal control problems on :. g:ve a sLgt:: forv.ana u:uua.:d oe off long enocgh.C should be airp:. off'-' so as to a7.ate con- tac: ts made Wl:h tile grouru! t-"te cor- :-ec:lon must be :-emoved .he cen- te:.nri. condit::o:1.u normall. closer to :he ::-u.:!.r:.. !! impos - a gooo landing.. comp!e:ed a: app::-oxi. If inuned.o~!o~: o:::.resho!ci speed plus 10 ..h..tctu:-at da.se.ft JUSt dec:-eas~ speed to thresho:e speed p!us !0 prior to :.h :.e.:h :he dtr ec- power :requ:::-ed :.--."':'lattl•."l- teru:g a stal.ir:g !t easier to judge :he to .:nediate!y !ol.:nv.ee:-tng co::-ect-on :n :.ngs) usuallr is the r esult of allo'linng tne ai::.speeci and al::nude to ecsc::-e .eme care must be usee to cor- approxunah !y -so !eet above terrain and :-ect for the least bit of dr.·ery qcickl)·· Eo:citng a s:. aile:oo a::ui :-udcer. ":he mo:-e ..o co this.ci ~e I:lade O::l tlle mai:: a. .· occc:.-ay and :.o !i. anc the a::p~. secood con:ac: with :he ::-unway rr.io to ser-.. :nos: o! :he excess speed !! the fla=eout is made . ':'ne altimde way are simpL.nv.oucbdown.- where :ne tb:o::.he !. :.ain gea: is wen forward of t.be run- poic: when pow..ne ::.ce tilreshotd act:on :s to !..S..rt. tio::~ of landing at :.ave :. rr.ne mor e tail gea:..o.. a !(.a.maic a!ri:~ce. a skip .::n..2.:xe porpo...: gear toge:.ng.~is turn sno .e CAUTION a i rplane ~us: be !!o'il:n down :..00 mt:cb speed ami not nolciing :he ai:-c:-a!t .a~n gea::- !i~st.?PROACF..-n speec.ong eno-.roagh: :o t...! !0 feet o! tile ru.h the eleva:or con:rol to retu:-n :. !: i~ .o avoic enco.nd.mci loop. p.o! gravi~ posinon acd u allowec to :tiNA_ A."ard pop wt:. :'his 6 rcr.. us::::~ ft.. Th1s usua!ly ts a resul: o! :. :.n i::Ut:ated L"nmediate:y since a . A bou::~ce can result m a exceed !0 fee:..-e::.l'DecHa:e: · s:ar: applr-ng ::h :he pro. i: po::-t!or: o! the n..tgr. ':'o~c~ow:l sho:. '.wr?Oise gear c. ciirec - ma.:::.Se a gro.ne a:::-p!ane be .:o= W::.>e::.: knots a!)()ve the r equires an UDD'lediate correc.: !laps.a. : ouch down fixs:. ':he Il"'.!ntail: proper speed.'v.. To co:-:ec~ !ro:n a s~ .as oeen he!c o!! . The craft to abruptly contact tile runway . :."lal approach at E.J~n=: :!" dd'iced ~s :he oeg:-ning o! :nat 'orcen a bo~e occurs on la.'ent a TOUC:OO'· .a.er. .ve :.i:l::-esholc ?Otct (:his the app!icat1on oi ::~o::-ma! bac.1 WARNING Ro!: :n:o :he 180°-m:n :.").L..ov.-0 ~ lo:::g wi!..·m: m..Jctto.:e a go-aro...a r e aligneci vr. :resun1e ti::t::-esho!ci speed at :.ane .Ir.aro\!J:.he a~:-c:-a!. I! the main a::d k:lo:s.":his speed a!:eady applied and when the a!rcra!t begins w:H be g::-ad-::.:laps used.ld r:o:.e !S p!aceci m tdle. a . .ula1..!!:c :eve~ j~s:.owec by a contmna:ion of a la:nCicg !la::-eout so as to pre'. stble. -~ (C)-1 ..a)· ciescen:.:o !!l:ai app::-oac~ sbDc.~ runv. gea: firs:.-ay sho.iciway around ::.o•-a)· o: 1:1 gus:y a!::-. :"his action shou!d be i.is reduced.e!evator control you !:..•e ry un?Ortant tha: dangerous situation and the best co:-::-ecti.-ay cseab~e for :and:.! :be ~:.o<nO:.y ~ro!eC..ouchciow::.ld be approxi- :nate!y 500 !ee: above t£e te::-:ain.. a go..oo high above can be b!ec o!i d~r!ng :. As the speed !f a bour:ce should degene:-ate icto a b:eecis o:. l5C !ee: and a t ho!c wha:eve :.K p:-esscre.

.ed to landing if more :.:omoone'lt of l5 NOTE :U.:ouc..ots or less. of the n..y 50 kno:s."tlo ':. Uruier ~is co::uiition.a blowoll.f: bacK ic:o :he ai: in a r.h.... :"Ius requi~es '!.n. ts in a runway c::-ossv.ngs a:e 1eve .te!.ap.-oid extending flaps A ssure that the wing ::ips are c!ear immediately a-cter :oudl!Cown :o preclude of obstructions before the s~ud con- the possibility o! becom.e:: touchrlown.!ter touching down. l-29 .:-oxi::na. ful'!. a ~. anc l!gh::~y E one wing is on the ground. however. By ::t:::l.ows ciowu.. the while on :he high speed portion oi :.1 Ailerons should be used :o ho~d !. aircraf<: can still be tu:ned lD either direc - Ther e :s danger of over stee r ing and causing tion.t~ol is .h- a!t ::1ovemects o! the control colu:m. Do no attempt a norma! c ro:. a\. :esc . with v.s :o ±e ::-e ar.. cor..eJ:ntnr.eron may be ~equired.he wings leve! as locg as possible.:ddc: :.round . a. the landing roll can be reduced by lea.re on ti:e higb wing side is lightly !oac!eC."<ly when conc:ol :m. dowz:.'!. exerc~se caution in improved if naps a:t ret::acted aite:.ght fuel loads .ding has been Ina.. and directional One wing will drop :o the runv..ose CAUTION b1~h a:·.ng tip dragging on a a ground loop..)~ hard !! W"..·w ine! C.hls whee! is easily stdcdee..a~ approxi .iag ai::borne again. a:.relocity and direc:ioa t. causing a f!a: spot o ::..cbdown.age.. Care =nus: be exe : cised in applying tl:e b r akes wheo one wing is l ow. :.intained with :he rudder .hat: full :!'. :>o no:.a.:.ft A.moc!e:ately cor r ect !o:. ::. D i :cctiona . NOTE :nate!y 30 k:::.Directional a i rcraft at •i.ot:s. ':"he i:npor tao: fac tor is :o hard surface wi.!l not be harmful to the kee? the air?lane going straight.a:.swind Heavy b::a. :hen when ~: !s cecicea :0 s:op.-ind .he ta!! whee! in !I:-m contact ~ri:h :.l . Do not speee di.-\ir:. land using crab techniques .he runway ior op.ra•.minishes and Ute aircraft should a~einpt to r aise a wing by steer ing into i t be stopped soon :hereafter. !le!d ! evel with aileron only.e.a1ting fas: or a b rupt mo.-ol A c r osswtcd lanCing can.nrl helc in order to kee? :. the matn gea: t.ight force but quick a cuon. ~ey are a?plied morlerare.c. itOuchdown.:ting should be avoiC.>P ted :o O::dLnarily the b::akes are . be accomplished during the landing ::o~!. •-\iter :onchdov. As a~::c::-a.he ::oll.nan tnn·c qua:-tt::-s preven: :lre and braa da::n.he wing flaps CAUTION full down. ':he wings shocld be s'!. X o::-maHy.•ing :. tacts the g . cootrol is improved if flaps are retracted aliter tot:. SEC:'lO~ ll AF (C) .1ruee.rift J~t prior to applied when ~e au-plane nas decele. ::-ate1i :o a?P..ess :. I! la..~ Cirec:iona: con"t.!. however. at:d as brake pressure is ap- plieC.:nd ...be control column should be brough: back smoothly a..de with . i: is ?QSSihle to ?Ull the a1:c:-a.

for w.. wetgbt..e. ""-:th cross~nnd components !n ~ce::.ancii:t.-lnc component ~ :ZO . h.k angle :-equired is sEgbt !or 3 . Howe!ve:-.m:::12 W: :..-n m.he !ollow'-ng technique :.e: the:.=age :o :he ianc:ng gea~. -:-he a.:-unwa s and/or steepe:..: t : w!H rr.no:s :.:JC..d be o .a..s:nee .~ings 7h..n~ on the groune. u::...! .s: be :::-eC..s::r:oo:h a ~and!ng as possible. Once the a i :::-c:aft has :oucno::d CO'A'U. th rt:n~-a cross-.·ier Tee bar..Ae as .anding approacn should be planned the less :Aa: 550 gaHons of !~e!.heigh"! o~ me SA!? Successful !anc1~s -.!S~ be made to ::n.a no .mmec:!iatc:ly iJCt tne L.·itit !ull rcrl.lanchng rolL The use of the drag chute is not necessary for a norn"al landing..e sextant knob sh o~..ll NOTE he!~ wnen o~ :he .a!! am :-ncicier a:1ci enot:ch ba!U:..:l cia.IUlO:S becat:se ta:.nce anc landing rol. rudder co::t:::-ol onl)· should be suific .n C:ossv.. :a. can be accom- ~:..:ne.~ •:>t.·er..:::1 in o~der to avo..a:e:rially ::-crluce !loa: dtsta. eve:-y eEo:::-~ :n:.ng """". _.ld be maintained by Be c_.!: d:::-i!t.al I crag o! tile COI._::e:::.mp excess for some reason the chute doesn : de?!O)".chute !and~ng so that i! i: ~s :o: ?Oss:ble !o b\!~n ou: or cc. tile a irplane.m.ud co~plec! _witb a\·ai.. -:'his . :n~ ptlot's eyes.noulc be used. ca:-on :o co:-rect fo: cri!:.:.LOcd :o a :n:....yligzn :.app~oaches as the 2Ctical Reaso::oable car~ in lancin~ wH! co: ~esel: in or eme:-gency sima:ion IT'.u pe :-ma the u.~en: ai:cra.! c:!!icult)• is encountered."H DRAG CHU7E DEPLOY- co--"'•inci .> to 15 Knots CAUTION Runway a!ign:r.30 Changed !5 October 1~ &8 ..·ing sJ.a.amtain beading and p:~ . F_owe.icatioc.-i:C then a • a.!ab!e :udder. The technique for accomplishing n:ght land- ings is essentially the same as for da.c s::-ccru:a.. if same as !o:.ho:llc only ~ con- nigh: lanc!m::s. into the wine :o m.c:nt sno.Vtlwind v.s o! :5 .. :. The staB warning bcl!e: vnl! :-udder app. d~ t..n.. whee~ stec::!.con:rol and s:c:enng w'..::::.:nwa)' :nore near!y a_igm..~c:t::-a! cii!!ku1:y when la::dtng w!:. ice! ace a lancing ~s necessary a: a heavier toe landing can he cornplet. bu. Witi: CroSSWlod Component U.-ind ComponenlS in landings. :..he necessary correcttoa. S£C7:0_.he . -:'!l.t•? or bounce lar.J.cier appli- and tile extent o! :.Hzing a combi:ta:ion downv. :.-y s:. drop ic Sta. be less noticeable....ce:::-ee ~n act\!:l.l! perm!:.. r: AF C)-1-1 !. 2 ..~ ~h:-ot:gh th~ d~u:s!gh: head and m:o :~ w~-d :s avai.t:.:-or. ~·e:gl::.e conei::ons :. to st.ling speed will be: cor - respond ngly htglM:r cue to the hea.G WI". a saic: a!te:::.ay c :c:a:..-d W:t. :'he acc!tio!l.se o! sho:-h::."!and .ea.cur.e ra:e ai s!nk a: :o.h .""~...."le ?OSsi- s.coco\!o. A S.aole. aHgnment W!th the :-un'W'Cly. -:{ul col to cause a bounce and s!i??ing.g can ~cess o! ! 5 K:lo:s cause more di!I!culty at ntght beca~sc: it is ha~der to ascertain :.ent :o main- ~'lGHT LANDIXG tam ch:::-ec::ona. eme r-gencies wnen no bihty of the landtng ••g"tts shlning s-:taoie n. :o pre..

y :c::.end fuU wing flaps 0:1 approach a. :'he chl::e mas: be :.-ag ch:u.: _ .d.od.: greater :. i: will be d•mct:.. wai: unril !he a. 5. wil! be ample ~e to :'-are. :'he d. If a. jettison the tL.de dvwn :::o~.ine power is not a..-ag ch<ne m. Use !:>:-akes earlier and ha. it a ia:ge factor in lecg:h oi float dis - can be jec:isoned a: approxi. Eagme tdle thrust is before taxiing.:1 high tn CO:.-ly l!ght we!ghts...en:a. cross-wi.e on a heavie:= poinc.ay be Lmpossible to coa~aer if deployed with engine fla:re.esireci.e chu:e this procedure.1 ..a:e because touchdown wi!l occu:r .moderate gross we:ghts.e is cep!oyed at sllghtly high speed.:-der ti:a. go-a. whea.:i:y i.ad :00 s!.d of ::unway.:mg ::h.mcch threshold speeds a.te is deployed a: stigh!.made to shu't down CAUTION the engu.cd pa:rticu!....nrl alti:l!... ::h.oetweeo 2 and 5 feet aDove the ap - proach end o! the ::unwa}· at ::he thresl:old speed for a.. will :-eq-.. If the d.Lt.h:e !or go-arou.o: come out o! the f:om which!.e .a.: starts.nd coofigurario:1 -:'he minimum run la.. may be shu: down a: :.lable runway should cii.o a compoue:o. .L-plane is on cll. 1.l::atel)• ZO ~ots ta:lce and ground roll.d the drag chute wUl !ee!.oppi:lg b•r mo::c. it is very easy :o balloon too 4.l1 cause excess1ve ~t.!e.-recting for drag Cue to Chute. Es:ablisb p r oper il.ce.l la:1d•ng.es o! sink drag '-.a:.:l it::unedia:e :o ea. g!-veo.1i=e a.0t chuee d.nd by proper use o! the following procedu:es: is necessa. ex. the d--ag chute ava1.e chute will s:op ai:er :oucbdowo. However.nc wi:..n n. Ute wi.C. weight a.a:'!.ly slow speed a.de at this sooner. the <L-ag is very Z.ow a speed.te :t is not necessary to jer:-ison th. SEC:'IO~ II AF (C) . : tn..e g=ou:IC be!ore ceploy=l.nan ! 0 k::lD :s.e toucb- When deployed at too high ac a!:ia.:.me c .losso:::ed :o je:tison prope:ly.-ag chute over end o! run-way and leave on w::il stopped. ~en using the cb:lt.. ~ :rc. Deploy d.ry.ay not co:me out o! the container when deployed with the engine shnt of! or a!ter touchdown due to insr:•ficient pi1. Er.c:a.... ligl::: anrl there lea-ve down..o:-ma. no :-mal... however.:ly as possible.. t...n.C. Consider th:esho!ci to oe 500 fee: ?rior noticeable a.ean u:ru:nedl.. When deployed at . :he ellgin. or a!:er st.However.nd:.l: to keep !:rom hltit:g ~in :'his witt oo:-m.q. Z-31 . I! the d--ag chu. Shut o" engme as ea.: m.ng ts accomplished as showu in the Appendix.c.:ou...ccreasing th:ro~.ca. Do not deploy the drae c!:u:e U1 .he :hreseotd i! lack o! ava!..l Desued procedu:re is :o deplov the cL-ag ~hute &.. ana.te may c.Ured cu..:'esaotd.atety wheel !irst.. shut orr. 3 .ea. When deployed at :igbt gross we~ghts.-ag. CAUTION :I ue deciston is ..-ag chute.e any porpoise tha.

s no: necessary 4.:ne ::-eql!ir ed !or the r~ps to re:r-act~ l . D-.L7lane .'"2.p r essure should be A!ter 7ouchdown applied gently to :he control co wnn :. powe:. RPM eranng acd altin:cie loss due :o !lap and :. pat!ern. sUlce :..sa:ed for by ap . :he nec:t:::a! position to :-aise the tail ap?roxi - m a tely 1 foot above the ru:nway.e:-ate aose '-P ::-u:n :X. S:ar: application of nose coWl: trim. speed with !laps eJCT.occh . app::-oxi - ma:e:y 8 to 13 seconds will be required ~o Apply power as rapidly as dest red.n:nway !ength :.AROUND 4. 3.aps shoc.he ::ru= change.. con - !! tile touchda.h !uel loads o! flaps a:So ca.he a i rplane will be accel..e upon b::-ealong g ::-oand.m. :. ':'he appticauon of power causes a :x:noc.ge usee: in position o! :. 7her e is a common :endency to gain excess altitude in the closed traffic ! .ow. ext.!: speed inc r eases and eleva - to:= becomes effective.o CJ~'fe RP~i slop should be observed except CAUTION Ul case o! d i :::e necess ::y.-d change.. 5.nding check a!te ::..cation of nose COw:l :r:..:.lc be aeded s!ow!y anc only as m. ft}cu!ty.::-d the s:i!! i:: !Ugh:. Do no: allow :.r::g ? :-ocedu:-es a::e ne:u:.ld be retracted '!.o decelerate to 50 kno:s. use :he ..not exceed :he wtng ilap placa.-a. obtain neutral :rim position .e coc:ro: push !o:-ces. ':be 93CO':t :.hey a:-e ~sc.'lC wh.shou.0r :riJ:n rese: :o=a.. t:se :.1 GO.!!!icieot to apply :wse down trim d:urmg the ti.:ricg :. ':'rus :nus: be com~a. ::>-.o.~ caution mus~ be exercised :.o main.:ld .0 ay the atrcra!t !rom t.0 :::c:r::-ac: the aircrait and can be rout:inel). p!.may be :-e::racted unmedi.nci rnoee:-at. liscally it lS Resis: :..gilile. Be!ore Touchdown A!ter ::o:::mal toUchdown. a: whicn tix:ne :be !".ace. should be advanced to at least ss.and. ":"".he runway..he control colt:mn placed forwa_-d of r e:rac:ioc will be ::eg~.uch power as is :-equi rcd.ses a :igh~ nose up :rim 400 ga!lons o :: less a ::-e a:u±o::!zed m t. :m: :. Ad..to::..ne siderable a : tention is re~~=ed :o prevent !ollowu:g p::-oceca::es: excess speed.a.er :o eLm:oa:e •l-e need :. : : !. When zna. 'When tile takeoi! !s mitiated.S not a critica l fac:o:: ci:..e :o cite :a:-ge an::.he !ol. Until ex?erience is gained in the a ucra!t.1e to the :-ate o! c!lan.nce power rapicly to 85~ RPM. As :akeoff speed ts reached. sl. is not oecessa:y :. l-3Z .!y re:racted in o:-C.'"2.ount o! excess tll:!:'usr. downwind . without d .. !! : U:ne per:nits. back.accomp!tshed lat:d:~ gear or speed brakes .n:rn!ng l.endec.! :oe ceC:sion is made :.ap p:aca:c speed.Before !.go operations.ab.king a closed pattern.o re::ac:.he nose to r tse abruptly ta::l co:n?~ete conttol o! :he a. a. engtne power ately.:::al pos~tion. AF (C)-1 ..o observe ue :'. W'i:1g flaps .ttg ':'ouch.!e ane :JJe e!e'I.:r-inl :.:.go :aneings wi:... Re:. the au·c ra!t should be allowed t.a. ':'a~eof! accel era:ion 1s ::-apirl at:e! .he e!e'l.a.:-n has been !':".o go arou. sta:-t wing flaps up.h~s change.. 1:. :he w:cg !laps to ::eccce a i rp~e drag.rac::o:: o! ::!le w'. As aircra. inc::-ease ?OWer as desi::-ec.

2 .oun:: of power to maintain speed.n.10.od dUiia.. 1.U :hrow ate oa::s::ce wi:g covo-n and increase the m=n radius.7'ettison d:-ag chu:e. approxi::nately 150 !ee:.l: advantage of inte:sectio::1s by get- ':U:g to opposite edges a.:led. E jection seat i n i tiator saie:y pin - borne and !'!ying back onto the r~n­ way be:!o:e stt5ciea:: elevator ba.andicg.rborne . :! this is not done.tch.'"•es .-ing. ~ i~ is cesired to OFF .33 .ck- ~s :-A:-:_c:n.thout ?Qgos !ns::a. the at:-pla:le o!:! t!le active :-u.uci!. . :'ake !'u. A.OFF {i! apphcable) .OFF.rn the atrcraf:: anC. IZ . 6 .x:. 9 . :1:!e !o lowing procedUie can be 8.1 ?ogos a!:e~ lancing.g. Do not ta.d ::axi lights with tile v. Z. A'. Seal va:ves . ~sed. P i tot hea:er .esi ree !Urn for at :ease 1000 .anding ~gb:s .. even with a crosswing com.nd cutticg inside corner of i::cersection.:'ake car e not to h!: runway an.rning...-er cefroste: sv. StaL st=: ps.g :he tu. The airc:-a!t can be easily taxied W:. 3.:. .OFF.rning 90 degrees with mini::nttr.a~on o! excessive powe: as possible airer the !amhng !s comp!. -:'AXI:XG W:':'HOUT POGOS A. co:me to a st:op downwtmi 7 .OFF . ':'his keeps the desired wing tip oo :! it is desired to taxi the alrcraft v.tcde r :h. ':'o a id in :u. .OFF..feet prior to tc.F-:'ER ~. centrt!uga~ force in the turn wi.:. ::is possible 10 tu.OFF.xt wi::h canO?Y open.:C . A:£ (C)-1-! SEC':'IOX !I CAUTION -:'his checkl:st shoult! be completed as soon A co..-ith :he grou. !.rning radius is CAUTION. 3.m.L Hea:e-:--blov.1 radius.e !uel wi. hold :Ae ·wiog low on the s!c!e o! the C.iaq· :Soos: ' Continuous ignition - l. l .icatioo and ase o! !ull iorwa=d and :he a:::=-c::ai: brought to a stop: cocr:o: colc:mn z:novemeo-:: will : e- sclt in the ai:c:ai-:: beco:ming air- 1 . pressu:e can be obtained 10 keep tile ai:-c:a!t: a:. :'he m i ni:num :r.e:ed app:. ::a.OFF. 10 .rn since tlt. Adc! sl!gn: a.ow ai:c:a!t :o 30 to 40 kno~s.~'--IJL"G 5..CLOSE.OFF. ". cedu:es as outlin ed on page 2 . Equipment master s"" itcb .ese conditions. S!.::nb:. !oUow tile same p:-o- i:ave run to the :ow wm.RE:7RAC7.n:way af~e:­ l. pooent of ZO kcots. 3leed va!. HF :rac!i o . Ha:ch hea:ers .

L AUX O?BN and RAUX OPE~ lights should . CAUTION o.:c oe co=np:etec as soon as !! it is c.. '·'hc:n :.0 :... Check ior d.O?F. iilw:ni.:ne on.!.ed: landing.CO~!.Make .:pal: c.rans!e:. Snt:: down :he non. 15.:.n.o ge: CAUTION ou: o! tile cockp.ec ar.E7ED...Jru.to a::en::p:i::.-embe:.nve:-•e::. Z.eel re::u:aing to the o:-tgina! ?OSi- ~ioc.i~e dt!D'lping.o:. dw:npi. abl? wh.m:ping sbo. . Car:opy ceiros:e: .. 3. ! l. l-3-i Cr.g :.h.n. MAIN OPE. ?e:-sor:a! eq !p:nen:.d fee~ ba'lanced witn :h... Lev~l !ligh:. ope::-a:e a: 7~ wheel ren::aing !. • AV :.:.S :'..ion eqc!p.- :).UXHOOKE:>.Ge"le:-a.arK.e:-so:12. 8. a!! . :! wheel remains m d.a! f:-0:::1 c:-ew ch!ef o r position. :f :he wheel position IDoves appreci - l3.:s: p::-!or to she: cown ::he engine has light wing should be closed..:J whee!.? a~ R CO•..::. ! 1 .OFF.J.·e :.ocKS:> A. 3a::e::-y . AUX TAXK AlR swnch ..n displaced posi!ion..0 :o 180 knots.OFF.a.t wi:1g shocld be closed.MPDlG © 7h!s chec:t s::o .sc:epaocies .l ec.l9o7 .. flaps !aired. ?osttion bo:h :.OFF. :.OFF. Ca::o?Y .ment .b. and R -·!A:N OPEX lights shocld H'!. . AOX 'i'AF"'L< AiR swi:ch . dw:np swi:ches :o :>U .:-c:-a.ransie: switch.'C) OPEN.LOs t.al posi- !o: at !eas: 30 secones.sp'!.:. DU.Land R awcHt. !.d be dis- wnen cesi:ed b)' p~lot.:..ne cpooo: s:gr.ecessary to du:np !.OFF.:. .:l 70~ RP.C. co. u.:e::. CO-!.cg should be dis- coati.nd :-adios . b. Fo~ -a! . !! ti:e wheel positio::l moves apprecl- i.Jre :1-.. :. •o.. :...he or:g.. Posi:.c - reinate.! FUE!.~e co.P1. ..anged o . c!ose :-especttve dump "-a!ve. :. accomplish the !ollo~"lng p:-ocedu:e: 1.e valve in the :I .ma.he valve in the W:-:te .a:e. Check been ope::-a:ec fo: mo:-e !han Z minutes !or C\!Inp ~. re.:el prior :o ?OSSl::>!e ai:er a. t..t:ip:ner:: !s =coo:ted pr1o :.PRESS OX.I!D!p:ng !rom heavv wing by wh. Canopy .e :.. and R ma!n tank dump switches :o DUMP.OFF. --~e visual check. con:..-isual check.-\. du.son nar.:. iO.. Co:nma. X.• IT A:£ (C -. :'h:-o:::e .n ce:ai!.g f::-o=n heavy wing by a: ~ess t.PRESS OFF.riga:. ~?• .aced e"lg.ued acd fue! balanced W::h the t. • ·ote wheel pos:uon.. :ns.ion bou . ably while dw:nping.swi:...gnts .~:>.ary tank 3.a. .·.ch..!: ts .SEC'::O.c. l:go.!P hg~:s 9..

.y be opened simultaneously but w!:ten the CO~!P Eghts i:lurn ina:e.F • Use above procech:. Pages Z.k. i: is ?OS- stble :o dUJ:I:? 3e:ow ±e !30 gallon !eve: ~ :he ::nai::.ple":ion o! 5na1 :a.ai.me is essen:ia!.37 :. Upon com.. pcl! !uel quantity circuit breaker.re excep: C:i. :hey must be closed select"!ve!y to ensure that both main and amcilia-y ta. AF (C)-1-1 SEC710N !1 7 ."A. COM? and a.2.. !! rni.Jnum dump n. 8. :a::ks ( <u:. or if the vah·es are !e!t open a!te-:.nks are completed.xf! •a ry ::ank.hro~:gn Z.e::: than level !Hgh: at:imde..s on t:i.!I::p ~nain tanks firs~ acd :eave At:iX :. all dUJDp switches m.a..n.35 :Z-3o ."'\K A:a sw!~~ ON. se: cou:nter to 300 and reset circui: breaker.:he col:l - p!e:ion Egh:s iCcr:t•nate. CAUTION !! dumpi:lg is accomplished in o:!::. COM? lig!:::s come on. ·v-cen :. c!ose res~c:ive dum_p valve.65 Dele:ec Z.

3 -1 0 E. • .• . E E E E . • .ES 3 ....ec::o::t Sea: ..• .•.•••. .••. . .. . .. • ... .. .10 E. . .• 3-...•.. ... • .'... .••...A:'ELY A.!L"\"D:. . ..... 3-lll m.."-'G GEAR Co.•.. . .. ... .. .... . . . • .•. .. •. . ... ..· . ..1CJoS 3-1 ..." . . .Zl COCKP!7 ... ..•.• • .• .. 3 .F7ER.. 3 -l- h!!lRAC. •s:ox . 3-. • .• •••....--\L.. ..-'.....FCX:: OR S ••10KE E L:..ll GROU~ F!RE .E:"RAC7E:> PA 7':"Eit:. .. .. . .. -1 LA3DL'\. ....!.. .. . . •.••... . . .•• 3-4 CO~iP!. . . "G E~t. .. . !ERGE.•. .••. F'i. ..•...... . •. . . . .. . ..XG~ OVERSPEE!:> A-:' H:GH AL T!Tt:::>E . .CU:. .• • ..Fv~C7:0XS .E ...oss AF7E.. .. . ... ......•.). . • ... ..••... . . . . .... . .. . •... 3 -ll EMERGEXCY CASOPY RE~fOVA !. .. .. .••.EC7:0... ..F .Zl • ri:~ A..• .)lE OVERSPE£:> A 7 !.•. ••. SYS-:'EM • • •. . .••.. • ..•••.... ..... ..••.. ... 3 -2~ 3A!!.J E).Ec:-:ox .. . ..••.•..•..• . .•.•. ..• ... . ......•..•.. .• AF (C -1-1 EMERGENCY PROCEDURES ~~C~I~N 3 AB".'I.• . 3-3 I A30R7 BEFORE :.•...•. .. ... o .•.-r>E::> ?A77ER. 3 -. • ••. ..... . ·~:~ EJeC~.•. . .••••....... .... .... .. •. •. .. • •.A.•.. .•. . • . 3 . .. .! 3 PRIOR :'0 E.•.•••••••••. . ..• .••... .•. • .. ••. .D:..!l FlR.••."\l>.. . .•.. ..• ..•. •.. :....••.. 3-ZCJ Changed 1 Septemoe:.... f . ..•.. .KEOFF ROL.....I:\v -: A. .!.:GH': :>UR. 3-8 E~!ERGEXCY Fu"'E!. • . 3-. .. .. . .. ..E:AV~G GROt.G PROCE:>t:RE •••. .•.....• .. •.• . • •...Fat \:-:-e) .. • • .....:. •.. .•... . •.R :.••.. .~PS :R.•. 3-l! 3 -~3 F -~ EX7E:-. ..l.. • 3. ..••. .. . 3 -.. . ...• ... ... 3 . . .. . .'AKEOFF •••••••••••••••.•.••.•.XCY OP.. . 3-l' AF7ER E. • •. . .... . .<1.. . . 3 . .::x:-E.G O:S UXPREPA:U:D SURFACE .... ..••.... 3-!. .. .... 3-24 E:EC7:0X ?ROCE:lURES ... .!o OXYGEX D!FF... .. ..• . • .•. • . .. .. . .•••. 3 -2~ OXYGEX SYS7E. 'G:. . .E7E POY. .on Seat) . .•.••. . .•."::7t. •. .. .:.RS7Aa7 ··-· ···· ·· ···· ·· · · ·· · · · · · · · · · · · ····· · · · · · ···· · ·· ~ORJ tA!.!RSOR.. . .. . . ._ "G FLAPS OF :ZSS TH-o\S !5° •.•..EVER !-A TCH MALF\JNCTio.-\R E~iERGE. ••. .O~ . ••... u:RE ABO\''E 45 000 FEE 7 ••... ..•. . • .. .. -:y . . .X::> 3-4 GROU~D EGRESS ... .. .•. •..KEOFF) 3 ...... •• . . . •. • · 3-3 .A. . .••... . ."\'1:: .u\ PAR ::A!. ... ... .. . . .. .. .:).. . . .· s PAGE i~'!RODt:C7:0X •• . -:'A. ••.• 3-~ E:\"G:. .••••••••. . .iERGEXCY DESCEX7 .ERAT... .... ..R...•........:!.• 3-.• . •.0 E~GL'\"E Fu"'EL SYS7E~! ~!.•.•. ...•.. .. 3-ll COCKP!:' S~!OKE • . •. .. .. .. .••.OW -~ TI:'liDE . . .. ... 3-28 LAXDL"G GE. . .. . ••. .••.•.... . .. .••. •.. .. . - !.7 !. • ••.•........ 3-13 F:. . 3-8 :.."\"E V::S:RA7:0~ . ..••. . . .OW A. .. .. .. • .•• ...• • · · • • · · · 3-7 3-- A:.. . ... .. . ...!!:XA7!0..E RGE:\"C::ES .•• 3 -~•~ E~G:O"\"E FA. .."E:R FAILURE (l).•.•.. .-cHU•G PROCEDt... •.. . . .. . 3-Z! FIRE OR 0\'ElU-::EX: :. . 3-lO i-t:G!i MACH RECOVERY .•••••• ••••• . ...•.. .JEL SYS7E~ • ......l>C"G W:7H "A. .•• 3-29 L-\ ...•••.. .... •. .••••• •• ••.•..ll E:EC:"lOX ••. .OU7 PROCEDURES E ..•••. ... •• . ... ... . ....•.:C SYS7E~! E... . .. . • •• ....l>E A!.•.. .. . ....••.. OF co.~iED:... ... ...AM::::Ot.. • ..•.•••••..•••.. . ... .•... ••.••.•.. •. .•. ..... .••. •.. .•• . .......ttS:"ART ..•. . .••. .... POWER :. •.... . ..!. ... .... . .. •... . . ... .. . • ..:-ao:. . .FUXC:":OX . •. .. 3 -15 !.. . . . .·cy ... .. . ..

L:S':" (:>e le~ecl lssced te C <t:-c Form Only 3.!!'. . •.• 3-r CAB:..•..••..... • • • • • • .• • •..••. ... • • • • • • • • .. •• 3-38 ?RESSUR:ZA :-:0 • • SYS':"E ••! E~G.••.•.. • 3 -3...\! :'AB ~LFL-xc-::O:X 3-35 R::NA WAY 7R:}."'I..c:: •. •• • •• •• •..GE7 • ..:!........\'E FA.!. .. • •••.-xc-:~OX ••.SECTIO~ !!I A...i ON M. •• ..S~":" • • • • • • . FA!:.!-OW LEVEL ~:>:CA-:10~ DG ~G C '".. . ••••. .!.L+\.:..• 3 . ..R..:.:R BY?.._~?5 ~~ :.Ft:....OP 7A.ER FA:.~ VA:...•.• ....07 •••• . ..?CXC :-:ox ......• . • •...:-:OX •••• • •. "KfS DO~S XO-:' RELE:..••• • •••• • • 3-3! :>ROP :'AXK SYS:-E.. .3. . 3-33 XO. ·c-:-:ox ....RE 3-32 C OY.•.:. • • • • • • • ••. ":'RO:. ..• .. 3-31 :>RO? TA.. • • ..:....:R CO. SYS7EM !\!ALFG::'I!C7:0X .•.•• 3-35 R"-i:'\AWAY :'R!. 2 :. •.•........XVERTER.. ...•••••••.F (C) .RAC:-AB:_.•.... • COO. ~1:\:.).! • "0. •• • ••. "C ':'lOX •.. . •• . ... l A~':> OR XO.EC7RICA.RGEXCY O?ER... • •... . •• . . Z AX:> EMERGEXCY ::. ..... SYS:'E~! !'.:\'D:':"10X!XG ~!A.•.• ••• • ••.•. •• •.•• .• .•. ••••• •• .. :>t. .••• . R::: • • • • ......EASE FAlLUa.:..• .:.•••.•• ..• • .. .. 3-34 EXG~'"E 0:::.:.35 :'R:.~t. 3-31 :>R....•.....FUXC :'!OX •...•• ..FEED •••• •• .•.. . • . . .:. . ... . .• .E :-:E E !.FUXC-:':OX . •• ..••.?:..•••.711-iB • • • • • • • .. . • • • • • • • • •• • • ••••••••••• 3-30 ~ :.. . ••.• .l-1 PAGE 3-29 FlXL . ..Z Cilaogec 1 Se?tember 19o6 .. •...~!.. -:'OR F.•• .-\.. ....• .••.£ C :' R!CAL FA:. .••..•.•.•• .!E'::'C::R READ~G 3-32 DC GE~"'ER..t. ..•. •.•. ...'\"YE:t:LR FA:LGRE (!\!am :Over~e:-) .> I Gi1S7 CO.. .: S-:'A:.. .. .. • • 3-r FUE.URE .M OX AC:'OP:!. NO. .•. 3-32 .. ••..•. S:'Rl? -~~LFUNC7:0.W CO~EXSED CHECK. •• • ..::!... .~ SYS:'E~! ~-!.....•. •• . .. • . DOES • "0:' . • • •• •••.... • • •• • . •• 3-3b Wl_'OG F ... I RE7.•. 3-3. • .XK Fu"E:.• .•.•• ..•... • .•• ••• • 3-38 3-3Q 3 -39 ?OGO .. •.• ..•.•• • •.. 3-.H:GH A!'... 3 ......••.E\SL FL:GH:' A':' AL TI:'UDE • .• . 3-32 .! ~!A!-:G .. • • • • . •. F !."'-SE •• • . ••.• 3-37 •.•.••.. ..JRE 3 -38 COOL.. . ••••.• • ... .!..••..•..E.. ..~:\""'CA!.•••.• .•.G :>ESC...Fu"NC7:0XS .':JRE . •• . 3-39 EPR SYS7EM ~!AL.Ft.•• 3-30 :>UR!.. • .• .. •.

lte a:rspeed ~ dro? J~ge:nent.! !o:. !! a !".meo-=:: i:1 tn:s a ! : imde :egion • • s accor:":p::shec.::.ng ?l"OCe<hl=es. and fl.. ~ ..gb: contu::.~T itODUC 710~ :'ins secrion inc~udes proceeures :o :>e :'ce majority o! eag.:-}·:r..ma:e.n-a..s reacnc=c. de?-en. ':.~a:ve .ge.ec..nrm. :'bese c:ritica! s:e?s s:tocld !le co:n:ni:r:ec Va. airplane are !lameo.des.res and a. =e :o obse=ve E?R !:.::-<. ill -• :. -:o assist the ?::ot wne:l au emergency occ. 000 to bO.d- nonc:tuca'!.s are no: necessary .t :s due : o :he above cond:-:.a.resu:t o! low com- pressor stall ts Wt!hoc: warn~ng a:-1d 1. .Uts~s.e for bleec 1. a :-es:an may :>e ?Ossible.·alves c!osec snov.. ~o:-n1a. a..sed by engtne com- adverse weath.insta to memory. 7he ::---..ngs CR::':CA!. c h.ed at .: a check!ist before aner.:. 3-3 . ::-estar: can be accom?:.n. S follow: F lame ou'= as a .:!•. ..ons a :-es ta=: cac usu.sed oy le!'ters a:re cons:cered c:!-: Ical.y a loud "':Jang-ba. ~:ntain a1=c:-ai: con~oL :oo surlden to ~e avotded oy cc.e:.nate wne'"l ti:te m.b!:sb.a.Oo !ow !ai . 7hey shoulc be =~e:::lbe:-ed .J..!c:- ~ng ac:ton !:-om tne ptlot. ~iu!tiple emergencies. bas:..l...-i:h a dead engme a:::e :10:-:nal.ov.e= ?eCuliar con. Procedu=es c:ecnanzcal o=ma:e:-.y CAUTION the ?t.s:e?s o! ?=-o - cedu:-es where.:.::-s. 7es-:s safety o! toe p1lo: and a:r?la:::e uon! a sa!e show :.·s: t:tg on tne senol!Sntss of the !a.o1se.a~ fai:ure wi:hin :he appeartng in smat: :eners al"e considered engtne. 7h. a::ow::.ciescen-: ana a"•ctci na..rne::-ger.ec whicn a??:r :o most er::e:ge::cies occ\!.-ah·es sno~. 7 h:s oa.r:1eou1 is cac..glne.lCed power w.iuon.c ::-.un EPR for o:eeci . 'le rr.o':.a::.·h~:e a ! rbo::--ne.ts a: alttru. com~resso:.ta oe a:leviate an e. Eac h ts deftnec as !ol:ov.ne min.'la: does not harm the ~r... O:he::.:l?ti:tg :..o o~=a::o-..Sua!:y acco::l~ec :tons may requ1re :nochfica!:ons o! these .a:iOJ:tcnons !n :h!s follo":ec :o cor:-ect an en:e:-gency conC.L:es a::-e es::a. rnanuall).neouc. :o t!h.opened :o per:rn: r~:-tner ~h:-or:!e :-eeact:on io:.: at en.ha:.. pressor sta!. 7here!o:re. and oth.o wr:-:te:::. 000 :ee:.a:!y be Procedu.l lancim.sen..!"i:::g -. re.shec elite: a 3.ses.·er puwe:..~ameou:s an: ca~o.m~ E?R versus a lnwcie scheau. Ta.ces o: -:l:e procedures."T:e"lt."l&:.-alves c!osec consu.ng in bo!d !ace capi:a! aCCO:::l?:isned..owed.~g ::..y iO.=.:e :-a:~os oe!ow :.g :s :nade or other a?p:-op=2:e ac:to:l prevent ~a..res a?pean..cy condf:-:ioo."'tleo. tt ts essential t. :larneou~ c ue to :nese condattons..:r-"':lon sense and sound rna12.!l :im.:.':.c!im:. voiU ensu::-e a??rox!. E E E E AF (C)-!-1 SEC 710-... in!~!)· or ~eo-:s may occu. I! the o:eed )\Q~CR:T:CA~ Al: o:ne:.'"lg" :::.g ceg:-ees o: lov.e !hgb: cha::-acterisocs v.: 7'nose s:e?s o: ?"ocec~.n on !igu:e 5-.e may :.:s aru! o~er c au. :gnts fa .seci by irc?=o~.... !! !la..g1ne p:-esst.e availa'i>!e :o . ":he glide :a:io !s a?proxima:ety ZO to ! .c! . wmch must be ?erio:-:nee irnJneciao::ely "'!thou~ reference :.:hro::!e acdon by use oi co.ot~ ?roper ac:ioo.ing a• :-eC. Compressor ·t he pilot dete::::line tile co:r:ec: course o! sta:l ma\· :>e cac. and ar--e <..d :::a?td ::-un :evi- sion.:!t.

~s: he utiliz.. APP!. E xtend c!:a6 ciev. Seat bel: anc snoulde:. 1.f.E.. Ex. dtsco::~nect. 5.oii.open o:. Capstan hose .. Z.disconnect.\~:XG GROl.ug as possible: 8. Cockpi t seal pressure . B:-ea:b.l leads ..:o. brakes). W::ho. Cockpit seal presst:::e . 4. 3. an abort must be :nar>..•t ::~b pa:-achute c!.t!ch as poss ible w i th- o •.et::soc ..ated ? r o:np:!y.ha!"ness - d. Z. side.sconcec:.. d. qutc~test ana sa!es: e"-acuauo:: of tile a i r- era!: . Electt ica.. THR07!"!.nect. Exn at:::-cra!t ! ::om safes:. P:-essu:-e St!lt ! .Y SR..o!i.Ca!"Dess - -s.. SECT!OX II! AF (C) .dtsconnect: . l.uLn& tile :i:-es. GROUXD EGRESS 4.sconnec :. Sea: pack qcick chscocnec: - 5.o!. Chest bladde:::....:t Pa:tia! P:::-essure St:lt Use b:-akes as :r.m o:::-essure reccce:-.ece n-ose . c!u:-ing the :akeoff ground :-o!l.ec dt!e to :he pa:-achute c !ip ::eta~ce:-s. Z.u<:ES. 3.d i sconnect..:lde:. Sea: bel: and sho-..ners.. 3... Evacuate airc::-a!:. 6. t at:-c:-ait from safest s ide .E -OFF . Ba: lr Gee sw::ch .sconnec~. Facep.. Changed 1 September 1968 . 10.tp reta. Canopy . ' .ease bo:h seat pack clips !:-o1n c!:-ag aev:ces :r. ln the event o! a complete power failure 6. !o drag o! :ne aL-c::-a.ces (!laps and s~ed dtscoc. AH availab!e 1.hose .ng hose . Accom?Hsh as rnacb o! the !o!.-:n ensu:-e :be fo!lov.n s!. DEP~OY DRAG CHUTE (tf snstalled) . Seat pack qwck c : sconnec: - c!.1-1 ABORT BEFORE :. Re .h sea: pack chps !::-om The ?rocec!c:-e .-. Re:ease Oo::.. 9.ctsconnect f:::-o.ft.~"D 5.

:> F UE:.>ass .Ft=L. altirude . 2.c.. AF (C) . F h gh: c a n be (10 imots above S!:a!!) a:e recom.. }. -:'be engtne ..ue o r s~igh:!.MED-~T. LA. !fa power . Yoc may not be able :o 1320 :oo regatn :. cpon the position of :he a i :cra. after eaving tile g:-ol.Je::! son a.:.3 .UR.DU'MP. 695 97 4. to :he runway..te.-L~ 3 --i. en·oceec as desc:-ibed ground in a !evel an::ttde . SYS:.ot shou!.ex:enCeC.'te ?re~ous :e"•et of powe=. !rom ~e ow :tey tJOUl...hat the airc:-a!: contac~ the the takeoff :-o~l.f!ecnng a safe lancicg win rle?ecd o.te ~lote decis. a.:"E:M.dtng gear whee the ~~c~. 2. and leagth of rema. s:::a:.e way '!'he ? i!....: !ie d. Fll'EL :>GM? SWI7C!-::ES .ioulg l"Utlway will di:ec:!y 7.1 . so :. land stratght a nea d li pos - s~ble.OSS AF":'E R ":'AKEOFF possible to land the ail"c r a!: on anotl:. :! ? Owe !" los s occur s dt-r• :> !a.t::"o:. Cano?Y open o :.citng. ?.un safe s.extended. lDSIU'e that :he a trc :-a!t touches a: a he mus:. Should engine failure occu: whee the a t :-craft ~s seve:-al 8.:.:r.:>0\\"X. comple~e ?Ower !a:!u=e should occu: 5.S) (Keots ::_~ ) NOTE 1520 109 Do not: redcce power un:.!:t rela:ive (Be:o::-e tnak!l!g con:ac: wt:h the g::-ow:.S I"Un'll>ay i s assu::-ed.:m.- wa. tile ?rocecu. feet in the a ir.. O?EX.l E E E E SEC7:0~ ~ -.ro::!.A.end . S~eC b=al<es .rune :o maintai. ) 3 .d.::er s:.he d:.t SAF.:.iL!c...loss as much of :he following as . coc.!!ec: :he ?ilo t's dec~s ions.s:ained W:th eng~ne speec as :ow as -ol\ mended !or :he acca m?anyi cg tal<eoi!' RP~i.dt cg without powe-::.n direc~o!la!.a:::c~g.YIXG SPEE. -:'he airspeed. :i the powe:.i:lg the G:our... • CO~fPLE7E PO"\\~R . BA:" & GE~ S\\o-:-:-CH -OFF.ent a :. 5.! power os:s :s stil: e>nde:::t~ ing. Wing !:aps .!u:e Befo:-e occurs af:er ! ea.as :-equ1red.. LOA:>S (GA:.nrler Com?le:e Power Fai..-ing :. D::-ag chu':e .d check ':hat the t. ~ ~d !and as soon as ?OSsible.y higher speed than for a nt>~ a. ma..o??!og.he g:ound.'te dec:s!on is to concn~e flighz.o\.as requEree.i: absoh:. ?OWER :.Dor: takeoff. su. (I! -::izne and conditions pe:-rni~.e i s as a norma ~.llld.~ .: strips . ( !! 'l:::S:::a:led.!ai!ure u.ECT EME RGE~CY F U. :. Stall strips .g gea::. A wheels dow::t ac. !'et:-act the lacctn. Lower the l ar.ble: occu:s af:e:.:ue conc:o: should oe ~cched to eme rgenc y since ~s The !oUowtng ::n:nu:n:.er rur. IM.-y. Land as soon as p::-ac:icab!e. 895 100 3. n.»eecs :r.ay correct :. :"HROTTLE -OFF. F or a wkee!s up ~ ­ ~:.h..-:axeoU ane :."\'D::::-iG GEA. :: may be PA. If a.. If :he:e ~s su.i(e a fl ameout pa~ero fuel loads.y o r in au a..y necessa.':'L. accom?lisn Lea.fficu:-:y.: O?ec.E 3. SE :..:!.E!.E!.Y AFTER TAKEOFF 4. :"HRO~LE .on to contir. 1020 102 1..res !or e.i s oade -:he sa...as NOTE soon as ?Ossib e.F.d . A ::empt :o ::na.dj acec.

lol..n eje1:tion:: a.:te at::-speec !in:tta:::. A sa. .meout landing. A flameout landii:g ?3-~..sab e to '-'-gbten :he he!Ine: hlgn .J. ca:e mu_st aln:ude. the ra:e failure has been corrected and the of descent can be inc reased by ext. engine g~. be exe:cised :.maCe as ~escr .the speed e.r ?=essu:e suit in descent and may becmne qui:e seve:-e wi!~ be necessa_..a: ba..i!'-1:. The speed wa--nicg S)"S!. 3-5 . 1! e~ine RPM has been a llowed :0 d:-op und.e:n normally wa::-n:..id!:y.ac e y ou= h.t! ded.- constde:-ed in decicin. o= lowe: (cue to !ow ai:-s?eec).:LURE ABOVE 4-5.oe:-gency OX}'gen sap?lY l g:een a?.:»::ox!:::la~tel y ZZO kno:.:~ay be se1. ?ress tee bt:::ton blowe:: po:-:!on Wtl! ope:-ate ace has a 5- unti! ~nna:iO!l :s ob:ained..!:. gl. :::1us: oe ac:ua:ed ~ GCS-:' at 4. a f ast descent can be .:>escent. . Refe::.ce Lshed pro~ridizg ti::e cause fo::. 000 !ee:. .:»le. a-c a~:start attemp:. :'he shou~d be made above 5000 feet. P'!. 000 . -::.bed b. AF (C) .anon.cd i! YO'~ DC gene:-a:o= stay·s on.!-. 7!le w:.te a: a cabin DC generato: CO?S oi! :he line.sc descent.engine s!ru:down be- actio:::t.:he chs:ance and speed. wi!l shou:ci not: be a:::emprerl below 1000 sound ±e ho:-a as :ae speed bai!ds feet.m w-Lll be .-y.. When :.1e::a! a:titw. :f.hat :.e r:::ay re s •. only :.er.. Ii :here .he p:ressure suit does no: Ulfla.cy . o :- a.!t is alllomat:. See E : ection.c.should. WARNING c .rui oa the blowc:.!"}·.s st~U cu:n.abl e to dete:mu:te a cou:se oi :ni.g~~re 3-Z !or dead.ie avai!.o:-I::. the gea-:.g whether to make a ca:lj· acrua:ed. up l.-a!..e !ai:are du:ing !Eght va::y depe~i cg on the e:!ectivecess the:e may be on~y a m inunu:n of tune and of cabic sea:. :cing will occl. An airsta:-: can be readi!y accmn? .s :AS. !'a.on a.FEE-:' swuch is o~.ld be !o::e :he p::-essu::e st:. be ope:-atec as long as tJte sea: ?ack P:-ess -to.. 7he fo:lowi::g !acoo:-s shot.a~:y s::-uc :1..ons o! cotd o:e~pera :u::-e arui in.:. at l eas: 3000 :!'ee: o! a1d:ude w:l! be con- sumed in i::lc :-easir:g the engine S?eed to 10~ to 1 Z! !o:.!::- fe-et :he protection of you. l i the engine !ai:ure occurred above 45.:.Ce= co::d!::.!GH': NOTE -:'he cabin pressu:e decay :-a:e wU: b case.aam.and speed h:rakes. 000 Cano?ylwir.! necessa.O ap.e pressure o! 4:Z.P..pe::e cu:rent d.5.cg sys:ezn.nope:-ative ~ u:e ~:te:-y ge:::tera:o:- EXGDG F A..-aw.!St con~o!. !la.ston :-.: ~s adv-.a.d ~ng engine RPM is at leas: 10~ to lZS..dsluelrl fog and.! tnsta:led. pu 1 tbe e.X II: D~G EXG::xE FAILCRE F.:. A manu.ous a:e not exceeoed o: <i.:t r.e: Emerger.e. 000 !ee! o:.l -! SEC T:O.i::g. cestrec.fe ejection is coub:fu: a: very low ~i:lg a ia. :he ! t ee.._est bur-.of an e!lg.!o !:. .a:: airsta:-:. m an:!ci?acion of sui: cn. ao action..ndshle~d aea~e= tiedown cables.Ju:ees a!:e:.

the I! the engine R. co. ~. REGU. 5 arnpe:::es. .ero since ::he a.ttpi: 5... ?ito:. 2 amperes. r eC. 7. 6.nn~s reve=se cu:rec: to ttlp the gene:-ator. be made . ?f!:-es.should be Jer-soned as a l as: ::: eso:-"t 35c.tched to 3A": -EMERG pos1non wite:t a .ery is a 35-aJnpere. :! a high a ltitude flam. trr-::!" racio O::l ..fai. b.uced power. '!'BRO':TLE -OFF . p=obably occur. 0 amperes.l .0 a::npe:-es. !FF . .. if requi:ed.ro.. Windshlelc blowe:. AF (C) . :"u:c &: Sup Iruitcato:.a: t:eD'ls bet:lg ca:.ish g~de airspeee for maxilntun ra:tge. A no'!'D3.. operatec.~pe:-es. if the ":.reful.""la:e a: 42. PRLSS-:'0-':EST OXYGE~. Wing !:a.!0. or use fast descent procedure :Uterp. be manitored ca. 3..20. stay on :he lute. UHF radio c:-a!lSz:::. CocKp:: fan .haus: gas rernperamre should j. g. 0 amperes.y mode rate eng ine :roughness.he a--une:er reads z.13.s ing ! 15 K fo-:.. 0 ampe:::e.ir~ng .may max1mu:m g!1de dis~tance "9i~:l o! course give .mes O::l the gene :-aw:. . such as: ":he bac:ery-ger:erator switch shoald oe sw.e the ai:.l}· be caused by . i.r ent can o::uy come !:r:o1:n the ba~ry. and m fact may be drawing powe:. E xtend s:.al =escart car.me:e= indicates only generator sca..!y and flight ccmtinued a. may O?e ra:e a: :-educed power for n:any hours Ul aa emergency situation. m aximum a ltimde and power will be limited. Ugh~ - 1. flameout will 1. TURB!$ B UCKET FAILURE Z. i 5.anding has :o :.at:te:=y :ng the :une i.boee (requir ed ior :-acio) .. 0 a..a-:e !. A:nncollision 7.e made. a secot:d..P).m a l:itude :<. Face heat .ure o! a ru:bine bucKet.ru!ing should be :made as soo:1 as . Unnecessary etectnca equ. :! maximu. h. Ex. E ngine s~ta. a!thocgb the ecgine tr. 7 amperes.:. 60 amperes.eo:n is acco1npa:lled :.uacncable.0 am~ res.:n.. l.all s~ips before l anding.. Es::ab:. l. c. (28 tO canO?}. Dump fuel as necessary befo re land:ng. ADF VOR neecle. Coc. c:uise is resumed. 3-6 .aot be co:tt::::ibc:ting any power a> the bus mo:-e time for lhe windsiueld to clear. A !a. 5. "'i:'be bar. e. Ar:imde tndica tor.:i sui~ does co: tm. E xtend . t: t:1ay 3.. 0 a.1. 0 ampe:-es.2.lpmen: - 3.5.. poss!:.hour bacery l: requires approx.in the !onn of :::eve=se current !roiD the ba:tery.r:.) afte::: :!lameou~ the DC g e ue:=ator tnay when :here is no fo-:-wa:d visiliiaty. 0 a .rnpere . :"his c:iependn1g on :he esseu~:.A:'OR .by u.! is high er:ough. oil. beat .:us.ma"tel)· 20 cunperes of but ~n last an est::Jnated 20 to 30 mi. However.000 fee: cabm . l. However. ~ding 18.1 1: an u:nme6.0 <U:n?e:=es.p con:. discharge !igh:.

meou: due to ot.b!e.cd to :ower a.:-va. Severe eng1ne viliratton u sual!y ~<iicates internai eng ine fai!u re and con:inaed hlgh power operation may resu!: in coxnp.!Sted e::gi:ce s~e~ may :::.. .are vibradon hut wH~ redttce t:S (o:he: !han ti:. and the !!~gi::. ::£ tem - perature ~s stil! too high.me acd V!BRATIOX..r s:ar t.a.o:-. !ndtca::tag I:lechan.a. ADIUS':' RPM F OR MIXU!U~ Befo re a.ry pw:~:p.::_o .. ..':Jed a: a!l} at_- system.Y !oriil 3. This i s no: present.n ai :. E E E E : AF (C) .: :hen con· • c. :'his va?Or can be ~.e. -:: ed\!ce ?OWe -:: mac! e.. 1).. ic<hc at:illg faili!.!d:e srno~e ente::-i~ a ::-esta.l:l:ered.se re s:ar :~ng diificu!~ies.ng a boost pump faHu:re. vapor I:la.A!:e..Hgn- n:en!" a. MO~TOR EG:' .""n.. flarneoat followt. sb!lt of! e::tgine.e fuel co:tt:rol and cau.ed by ground adjus'::men=.fl.:r: should sti:t he successiul t::e cocicp:. s:a.ne fue~ !ow l eve! :ight t s 0'0.e p::ovtdic. !ai!nre.:-e oi bo:h :he hyd::-auhca . acd e!ec:::-~ca!!y-dnvec amul. wb. :! :.D::es enc oc.000 feet or lower .ne roaghness. '7. z e .:n a !. in d:.g fue: has had one hou :: non. I .ete Airsca..mg the :h:::or-:!e !u.n::eou: was p~obably due to fuel mre r. to wea:he r.::::: a. Laud as s oon as pracnca.depressur:.:. caused by eogine :ai:p!pe m !sa. o ~ i 1. I! :e::npe:a.:1_e a dj'!.1 sEc::ox :I! .=ec !o:.b:e :nf!tght :ezn~ra.· wa!Ch EG':' gage.•en !ue! ooos : ?WilP I! a fi-::e is sus~c :~d.za.ses.r?!a. :£ :he fue: ?ressu::e has ci:O??ed :o Cceck !or presence o! fi re L"l aft sec:io1:1.ru:tot be a... md.:2-. a :::-oub!e chec:tc scou!C. Several aceJ:npt:s may he r e quired for a successful s:a.he Ra.eu ecgue :ough:ness is soiilec.i.ses above :he maximum allow.a-: caused by engine Vlbra:ion !s cau.Uy-d: i'.::td : s easily co:-r ec:.. an atrs:art s:l:Lou!d not be a:'!.lle. and desce.c-:empting a.nte::ed. be made to dete::-::::1ine :he cause o! the NOTE . switch 0 .ccampanied by an e:JC? os~oo eEnun.. c.Be p repa.::!:ude !or airstar:s i s encol.In?:ed.h eagine ::a.r:..Cer ro . 3-- .. 3.: con:i:l~ec s:a. failure ~ :he engl. proceed as fol!ows: 35. ~:.e bang -ba::1g o! coo?:::ess" r seve::ity and :nay pe'::I:l!.!!y fo r tee star~. :he C!ose!:s.. su:::ll!a: wit.riou. :ta.: :n--ot-~:: me !)!""eSS:J:: · ~a.ot a . severe Vlbra. se o! the e::tgine un:!! a la:lciil::g cax: in :he coc~to. a!~!Ude pert:litting.1 .1e vapor .tce. When severe ec.:cal be made.ai:: e OUJt.• NOTE NOTE Do no: confuse this t)7e o! fai!u=e A form of ai. ve=:· success=a! .1sherl out ":>y ope n. :urn :. :! t :: was a.S 7~e preierree a.c--empt:S have beet~.gine vib=ation !. Z.. • to Drec~<.ru:e.:ion a d a res:ar"t ca.

!te:r a iew secooes.: . 3. or ~re.ne no:-mal starting ?roceeu:es :'he fo!low.L FGEL SYS:'EM l...ng during .Emerg.I:l engtne wiU accele:-ate a. • U s:.:t.gg ~ng..~1 and flight D"'.Ba:-~merg.. Compass switch . 000 !eet or.staH tS the ap~ren: ~ccompl.erec .u:nb back to rugb a htt-de Ina}" be made !i ?hJsiolo- g ica . A:rs?eec a?ld r?:n . :I comp::-esso:. l...below.le .Enlerg. S.Comp (i! required).. 4.E 0 .. of . P : ace tne switch 1n Bat b.F (C)-1 . using the :nverter which re~ui:::-es the leas:.·:tcn .~ s!acto=y Avoid -::he conc~!lons ~":de:. lcver:er swttcn ..hole ! oO -! 80 knots and 15~ rp:r.~1 rec).e o!i !or 30 seconds acd c. :Sat & Gen swttch . 3-8 Changed 6 No\•ember 1967 .rsta:-t. Bat & Gen sV... a::rsta:-:.Co:nl:) (u rec. F uel System.tgb: on. !or cause o! the !la. ignlt~on .! acU):-S are sa:.ay be con.er s.S Oll tile 110::-I:la!.l 8.. igcit:on . knots ana 1 5~ rp:n or more.:st throttle as necessarv !or adeq:::ate acce . L A i rspeed at::C :-:m~ .• EMERGE..ng p::-oced. :'he wnet:: a... :ch . 9 !! star: coes not occur alter 30 seco::lds When star:ing wttn :h:ott!e !l!!l)· O?ec. unued as des!red. !! start ar.Start and hold.eout. C heck fo r amber F uel S ys Emerg :'h!s ?:::-ovides EG7 read.Bat-Emerg. Inverter s.lrs generator -bat~ry ~.emp: : s stil.W!:UC!l tile ~eou~ A:R S7AR ::' PROCE:::>CR...:::h ..a:-t occ:.. !:ce ~ 5y5te.. 4 .sh proced . ~:1successful ­ olace :nro.!dle..ner y power (see !igt:re 3 . 5 .Lt!1ned. c ht.nolc !~0-180 3. a resta:-1 sbou:d A~rs:ar-: Procedures on E::1ergency be success! -..?!ace tilrot". ·cy was encouo:.rr. s:a::. i. If s::art: occurs . res Oo. Gen ?OSi - uon ana check genera~or outpc:. nave bee:: cnsuccess!l!'!.. exceeding EG7 and RPM Hm.e:..::s .s can be made using :. Se!ec: eme::-gency fuel syst:etn. 7hro:!le . bat". :'he c. I l. FGE:..lJ.n:cn:: o. l .S::art and ho!d..-\.d for 30 aecoads :0 purge fu. A. . S7AR:' PROCEDURE 0~ ~ORM. ace the thro:t!e must be re:arcieci to avotd re?ea: 1 -o above. Compass sw1:ch . 1 or No.nver.3a: & Gen. 10.1 r4 to lJ 3 opec. oenu1c :he RPM ~n resta:::-ti::g a co!c engme. Arl.. SYS7E~! A: 35.ure scould be csee ao:C Oa..:e off.e rattot: aoe m ir-. wan :he eng1ne wHl accelerate :-a?id!y a:J.: E:xaaus: gas temperatt:re !ags s:ight. A3.. 8.ery ":)()we:- 6..gn~:ion . .£!Ch - CAUTION • ·o.. T hro::.

1 ..1 SECTIO.· m FLIGHT RELIGHT CHART (-4 30 :..: ~ ~ 0 0 0 25 ~ Q ~ -..0 .... 10 F igure 3. AF (C).1 }... < 20 Cal . f-4 :.- a: :::> fl) co w ::: :::.. ..

s o! pa:-a:nou.RSPEED AT LOW AL'!"''::"UDE If there is tnscl!icieot a. e:.tab!e landtDg field. "G::X:: 0\~..al a i :-start.EC7 E~-!ERGE~CY FCE~ SYS-:'EM.em_.ate a: 4Z..inverter S"tritch - ~o.S:'AR':" A.I::tecn:.'"e!lt PERSIS':"S..cly o:.)ted.·-y .. I or. o .IG1\"l~i0210 .. wne::-e a q !ck a i ::::s:a:-t . :"HRO::':":.to:. 3.. E~G~ FUE:..:c th:-o:+.E:> Shut eng. PRESS. comple:e faH-=e ..:ed - ~e used. ~~e :::o=-m..re: Z... Complete :..tude to shut the e::gine oi! and a:tempt a restar:.le in idle.oW"". SYS7EM MALFUNC-:'!01\"'S E .:mp fuel as necessary be!ore landing. 8.:=s . and attempt a trsta::-: ou ezne:-geccy fue! systell"!.ow-. 3.. WARNING 5. :.ide may be extended O)' starring a.0P?•t:.tf scit does co:: tnfl.:e! conco: regclatio:1 with thro~. :"OR .ttb to emergenc~~ !ue l system.. : he fol!owtng p:ocedu::::e should 9.E OFF IF 0\""ERSPE.n resu!t.atcn .gi::e !lameou: occ .l:::.!. :o 1/3 OPE••• JO.. wi:h s~rt may resu-lt.SEC710~ !!! AF (C)-1-1 9. rs a: !ow al!! :I!Ce betwee:: idle and off. 10. I! overspeed cannot he con::":"o!. 4. ~O~TLE ."\~ HOLD. l i overspeed still ex~sts .U: .. A: lo... :f sta:-t occurs .ce oE i:mmedia:e!y to p:-e'l.-ECT E~RGE~CY FVE~ SYS':'EM.If.. Z. 1.: o. Z. e:-s~ed coruhtion s::i!l persisu - throttle o!i.. ~o.. necessa.::g proced .hro:-tle off and g~tde :or fia.=.:..nt .OFF. I! o .ve actio::: mast be ta1teu qcic... ove:speedillg- 3-10 .TES':' OXYGE~ REGULA- Check generator output.~. ! ..h-speeds ~g::!t!ot: \rl!! occc. T:iROT:'.: lanc:kng.he fol. 000 feet cabin.le l! er.6 engtne as ~. SE!.. ::'be airspeed shtr.a.Genera.ne !o!.Bat & Gen. SE!.nc:reased &efore the start is a.. G !.nC S:. .ng procedure should !:>e used: 7M most se:-ious :ype o! malfunction m :he !uel control 1s rc:naway engice ove:rspeedlng. 7. Ii stan occ:. oe :..-Ba. 3. Co::-rec:.. Head !or nea:est sc. :: o'·erspeed condi:io:1 pe:-s~s:s - ·!:>-ot accele~a:ioc :s s !ow anc a no: sw.:'0. D-. RE:'ARD THROT:'LE.m:>o:taM:e..ne :·y s.atten::p:: !t..

E E E E
.

AF fC) - 1-! SEC -::ox I!!

E~!ERGE.:.CY F U.E:. C0~--:'3.0:.

:'ne e:ne~ie~c}· !l.!e con:ro~ l:.as bee:: useo
up ~ -z. 000 feet. AH !:hro:-..le move--en:s
must be made slow.y anc ca:=e!cl!y when
operanng on this sys:en::. ?Cl!"ticu!ady at
high a!tin:de.
U::tder zero wicc cocc:.t~ocs ±e a":?l cu:e
C:..LV~
wi:l g:.de ahoc: 34 aa\!::cal m:.l es pe:-
10. 000 feet o! a !::n:;de ::~ :he c !ea::t co:liigu -
D:..1nng climb. the :h..-o~:!e c:ust be g:adi.l.&Uy rat.O"!l wun :.he engi.:::.e i co?eranve winc-
r-etardec above oO.OOO fee: :o keep :he EG:' m ilttng or frozen) . Opd.::lu.::n g ~i de cistance
and EPR within lirni:s. i s o:u.a ined ::»)" oescendmg a:. speees which
pro,·ide the maxim~ :1..!:-to-drag :-atto.
DESC~T The speed !or r:-~t!ID .ii!-to-d:=ag :-ado
( acd :.here!o:-e op~ ...... ta::l g.!C.e S?eed .s a
Du~.ng descent. the !.!lrOt+..!e may be ac.,us~ed !unction of g:oss weig!::. :''?:e g:..ce a.s-
to gtve app::-ox~:e ly :he sa.r!:le R?~ as
tane:es shown in !~g<~re 3-Z a:-e va! ~d !o:-
wbe:~ opera~ng on :he -::a~! sys:e=.
any g:-oss weight:.:: :he p::-ope:- g l!C.e speeds
pe::- ~otes 1 am: l a:e usee. :'!:te g::.ce
:'he m!ni.mUDl EPR ~ !.::1:s ?~esc:-:bed ::~ speed ca:1 be va.:-! ed ? !:as c:ic~s :; .c1o:s
Sec: ~ooV sh~!d be obse ~ vee. !ro:n op~:.=~ wi:!lo.:.: s igc..!ica:tt:y a..Uec l n~
g l .ce C~S:a.I:Ce. A &:ice from -o. ooo_!ee:
:o sea l eve: w.!l ::a.ke a:,O':l: 13 :r.i::utes a :ld
:~om 35. 000 fee: :o sea !eve! Wl!l ta.Jte
:'he chaogeove::- !:-om nor=.a! to ez=e~ge:cy
abo>!: ;a :::.i ::tu~es . G:ice d:s:a:1ces sno~
systems is eas t.y zr.acie. :'he :h:-o~!e pos:-
.n !.gu.:-e 3 -Z are cec:-eased ....: orag i:em ~
tioo !o~ a g1veo RP:!\! 1s cot :he sa..... e o c :he
are usee. Red..!ce :he g!uie d tsta:::.c:es .,y
emergency sys:em as on :ne :~or:na~ system.
:he !ol!owir.g per-cer.::ages fo ~ o:ne :- :ilan
:'he:-efo:-e. the R.P!.! '"!:l c"' a~ge v.:he:1 t..:le
c!ean cooi!gu ~a~ons:
cna~geove::- ,s n"'.ace. Cp :o ao a!:.:..!ce of
-o:; 000 c~et :he cha... oeove:= s~o-..a o e :"""<Cl ..
Gear cown -
a. aoo · t ":::t11: R.?'"· Aoove -t-:::t. 000 teet Ute
changeover oecornes ma:-gina: and !larr.eou:
SpeeC. orakes o..:t - 3911':
rra:y res·.: t. Once a. t...'""acs!er :o tile emer--
gency fuel system has been maee. ~e f.Je.
con::o. sel ec :o:- sho~tc no: be :- etllrned :o ......
~c:

the XORMO\.L ?Osi : ion \.l..nless :he :.h:o::!e
Gcs: ?OStt:on
has been p laced :n tl:e c uta!:! ?OS!t:Oc.

S t: ppe:- tacks -
CO~!PR.ESSOR B:.ZE:> VA:.. VE
.MA.:..FUXC- -OX Drag itet:lS shou!ci co: be usee tu:::!
:::ecessa::-y if max.n:.u:n g::ce c~s:aru:e .s
U :.:xe bleed valves !a.: -'! :be closec tJOSinoo, impo:-ta.J:t.
the e::tg:ce EPR should be ::natnta:~ec .n
accor-Ca.:::.ce W'l:ll values !:s:eC i.n ~gu:-e 5-l
!or bleed va!ves c'!.osec. :I t.Ce bleed valves
fa :; to close wce::t oa.no.:.a.: 0!" a.c~ swacc
:><>Si::ioo i s selec~d, ~oe bleed a 1:= c i :-cut:
breaker oo the COCJt?.t ct:-cu.: b::-eaxe: ?&ne!
may be pulled .

Cnang eci o • 'ovember 1967 3-!J

- 'f E E' E
."E • l AF (C -1-!
E
E
DEAD E.\Gr E GLIDE DISTA CE

t~u

;...
... ~v

-
0
0
oO
..:.

-
..... 50
~

~
.
- ...o
<
......
::::
< 30
......
z
<
=- !0
u:

!0

s . .:..
0 50 :oo • 50 zoo 250
XAU:'ICA!. .M!:...=:S (. ·o \\Th'"D)

NOTE
!. '.."'!:-H :..ESS :":£.-:._; ol?~ GA.:..:.0:-\5 ..!..~~7~ S7AXDAR:>
SPEE!l SC:iEOC.: .Z L:\ 7:!.. REAC~G :15 1e •o:-s T.HE~
COX:"~ UE DESC.E.'\7 A 7 ! 15 K.~O:"'S.

Z. \.'::-H ".!!>~ E 7:£;;-...: oOO GA.L.:.0:-\5 MA::NTA!..~ S:'A.~-:>A.RD
S?EE:> SC~:>::.:.E: .... . -:-:.:... REACr~G 130 IC •o:-s, 7:-IE.-
CO);:-:x-vE :>ESCE. '":- A 7 ! 30 K"O:"S.

3-lZ

E E E E
AF (C) - 1 - 1 SE C:':ON ill

P!an :o a::-r~ve a: :J:e high ke~· ?O:c: with
:.he landing gea: ex-cenried. s?eed :»:ues
::-e:rac:ed, sta~! s:::- .ps exte::ded. a.nd Z5°
Fla.meou: :andings shott!c be ...-:.ade ~th :la?s !:ap ex:ens ton if ~a?s a:e ava:!a:»!e. _: :s
extended. ! ...a.cdi:tgs -.rith :la?s re::-acted ..mpo::-:ant to estabhsh the high and low
wtl! be avo:ded i! possib!e. Iitey po.nts as out1~ned below so :h.a: prope::-
threshold speed and a.ttt'.u!e .s :-eached.
Alter a P.a.::neout no: associated wtth electric
o r hydraulic failure or eogtne se.~~..re. :he
eog:ce-d::-tven hyci:aa:tc p=:np W'll! !~rn..sb F.:.APS E X:-E:\"DED PA7~~·
su.fiideat hyt!::-ao.1!.c ? r essure :o actt:.ate ~e (See ::gc::-e 3-3.
w!ng Haps. A: e-tgbe wi::C.--:'1i!~ soef'cs as
to·.a.• as 7 ... RP ••t anu wt:n an !AS of llU mots .
the flaps can be l ov;e:-ed :o l5 cieJtrees in ffiGH KEY PQI1 •7:
approxt.mate!y 30 seconcs. A: ntgner a ! r -
speeds not acco:cpantea by u:creased winc -
m:Hing RP~!. the !laps may lower at a ! . Altitude - 3000 .fee: aoove tile te r::-asn .
s lowe r rate due t o inc reasec a i r loads.
M o re :ha:: Z5 degrees of n ap can oe ob:ai::eti 2. A:rs?eed - 100 .c::ots. Add Z ~:s/
bu: :::e =-a:e o! ex:ertstoo wil! be ':)roeresS lii{~Jy 100 ga.lons.
s owr r. F ~aps may oe re:::racted as req::t red
to extend d:.e g u de. Ho.,.,-eve r . care mas: oe 3. !..a:::Cing gea::- - extenciec..
exercssed :o avo.c. ove :- shootiag :ne runway.

i! 6 Hde cii s:acce .s cot a .!ac:o:-, :.he !a.-td~
coa!:g1:raUon sncn: c oe es:ab!:sned a: ac
a!:;tude aoo,·e :.-:e lugh :key potct. \\~en con-
ditions per:n.t, :his a!ntude should be high o. Cock.pi: c anopy sea. ·.ralve - OFF.
eno1:gb to make a serie s of onen:at!on ru:ns
~=tor :o eotertng t.:le .:ugh key point as ce::.ned ~ Stal! s:rtps - ex.e:u:iec.
l!l !:gures 3 - 3 and 3-4. E aco descendicg 3o0°
:--.srn should be flown :o lose ac. tcc rement
of a lu~de ~l :o tile a :ti:wie of the htgh LOW KEY POIXT:
key po :nt fo r the con.!:gura~oc .nvolved and
to ente:- the high Iitev pomt: at :he prescr~!>ed
pos:t:on. 1. A !:itt:cie - 1500 feet above the :e::-::-ai:1.

W'"ne'"\ l!.ll3~·~ t? s ~? ;"t :~e ;:_a::~:-n a: then:~~ Z. Ai::-s?eeci - !00 :k.ao::s. Adci Z ~:s

key poUlt or a..:lOVe. ~: : s !eas:bte :o ente:- 100 ga!loos.
:ne na::ern a: one of :he !ower !itey poin:s.
3. !...a.aC:iCi gear- - exte::.cec.
-he reco1n:neoded :ral!ic ':)3rte~ n fo::- a
flameout land~-.g ~s :he 360° ove::-~ead a5
Shown ~n fig1.:::-es 3 - 3 ace 3 -~ . ':'he point
5. Speed bra.~Les - ret:ac:ec.
ove:- :.he touch.c!own eo.d of ue ruoway ts
defioed as t:he high if.ey ?Otnt. :'he down-
wind ,oint op:posi~ the e:ld o! the runway 6. Stall st=ips - ex:e::aed .
i s the low ~e''l pomt and tee base ~eg is the
270° point.

3-13

SEC710S ID AFC-1 - 1

G PATTERN - FLAPS EXTENDED
fi'\ E:.Ca K£T ~--
\V )..'"'CO TT ~vt: ~
T!..A?S i!S~
:-&-'C>:NG GLAA - !IUWN
SP.:..!.:> 8ii.A.JC!:.S a.E~
188 KS<r.S - ADD 2 KSO':'S !~ GAL

r-'\ _J:JIIo K£T ~-=
~ 's.ce r-: A.SOV:: ~t&A!.."
YJSG F:....APS - zs-
SP!:.!:D 8tA.KE.S JU:"'JV.C-::1:!) -
% z
K.-.cr.s - A!)!) l!t.~<r.'S 11:'0 GA!..
s-..AL!. S":"il!PS 00"7

~ nNA.!. APPS.OACH
\::.) F':' ABOVE: n:~
~ F!.APS !.So
SP'I:I:!> 8BAIQ:S ~l:!) lt"P.Z!'
!..A-~ :s
ASSl:3ED
•= r.-o-:s- A:>:> : JC«r.S .oe CA!.
s".c..:. s:A!PS oo.

~~-«:!'!.::>
~ .0 F"' ASO'L ~
,ee KSo:'S -ADD Z ~ !:.ACH -·-
GA!.. Ovt:Jl • 001 CA!.
~ Tl..APS - !~ 0 tWAT !l!: a.E"'&Acr.E::>
AS ~ZI.al::> i'O I:lr.~ C LOX}
STAL.!. S7!UPS 00":"

A:k~ .... OT~~ AT

A -- ~5 JC>;O':s ~~. T"..JJ'S !S
0

I A80"Vl: Z5 KS<r.S WDO. T!.APS !S
0

3-14

E E E E

M' (C) - 1 -1 SECTIO!Il m

TURN 'I'O Z70° P ODrT: SDiULATED FLAPS EX':'E~"DED
FLAMEOUT LANDING

1 . Altitude - 800 feet above :he te:-:-ai.n.
':'o simulate a ila.meou~ ta.r.dioJ pa~..ern.
z. Airspeed - 100 knots . Add z mots/ proceed a.a !olio..,..:
100 gallotU.
l. Arrive a t high key point at 100 knots
3. Landi.ng gear - exteaded. (add 2 k:loc;s 100 gallous) with land.:.ng
gear do~ apeec b:-a.&es ex-.ecded.
4. Win6 flaps - 25°. 35° wing !laps. s:al! s::=ipa extec.ded
and with 67'- engine RPM. M.a.intam
5. Speed brakes - retracted. this c o nfiguration and speed :o !inal
approach.
6. Sta!l stri ps - extended.
Z. On !~.n.a: a p?:-oach. red..tce a.i:speed
to 100 knots. Add Z knots 100 gallons
F INAL APPROACH: for fuel above 1000 gallons .

3. !f lacdi ~g f:oDl !his !JCL~rn. reduce
1. Airspeed - Reduce :o a:-::- ive a: :!l:es - thro~..!e :o idle. Q-.he:-wise. !loat dis -
hotd at 100 knots. Add Z. knots 100 :ance i s exaggerated.
gallons of fuel.

Z. Wing !laps - Z5° (::nay be n::.~~ec ~? to FLAPS RE':'RAC::'ED PA77ER.."'i
er.end glide i! ::-equ~red) . ~See !igu.re 3-4.)

3. Speed brakes - extended wnen !a.r!chng
is assured. HIGH KEY PO!!IIT:

4. StaU strips - extecC.ed. 1. A ltttude - 1500 fee: above :.he :errai::t.

Z. Auspeed - 100 knots . Add 2 mot.s/
THIU:SROLD: 100 gal!ons.

3. Landing gea: - extended.
1 . Ai:speed - 100 knots. (Add Z la::.ots !or
each 100 gal!ons ove::- 1000 gal!ons.) 4. S:al! stttps - extecdee.
F!.are for ~o:'I:l.a: landing.

Z. Drag chnce - deployeo (if ins :a!led).
6. Cockpit ca:1opy seal valve - OFF.
3. Sta.tl strips - exceeded.

3-15-

SECTIO.• ill AF (C -1-l

l'i'\ H:GR Ja:T PO::N"'r
\!.1 l ~ r= ASOTl: 't'E.AJlAlN
!.A..~ GEAJt - DOWN
SPZ:I::) !lli.AKES !i.E~~
.C':! ~-A:)l) l JC>"'!'S .co GA.!.
S7AL.:.. STalPS OC7

~reo~
\::V 4~ F~ ASO'FE 7EJII.ltA.!!~
SPEJ:D a&AJtES &.1:-:'li..AC~
':'P.Jl£SHO!.:) SPl:X.:) • ~ c ~
S~Al.:.. Srai.PS OC'':

17\ ~ APPllt:».CH
~ UO ~ABOVE -::I:JU.A!S
':'H1ESKO!.:> SPE:J:!) • s ~-cr.'S
S~Al.!.. nlt!PS at::" -

® TMUSHO!.:l
10 F'T ABOVE T.E:1aA.tS
THa.I:SHIO~ SPttJ)
STAl.l.. S':'lUPS OCl T

F igure 3 -.Z

3-to

~h any a. I 5 . gallons.s tow and ~ Do no: exceed thresho!.~:­ a i =?lane wi!l float fa ::-tne =.d speeC.:speec :o :.:._~'-:>IXG WI7n W::XG FL~ OF :. WARNING 2.P:-ior to ~ndi.a.anrl..d!e. -t.nc: a: 100 .bno ::-D'lal co:rl. I! t. o7.. E E E E .) 3.th l. !:oa: dis- tance ..mo..1-l s:c:c:-:o. :ne proper wise :he n~t d!sta!lCe Y.ce :o :hreshold plus I 5 mots.: a: c.y reduce a. Drag caute .oo penn: a=.gu. A~d 2 kno:s/100 gear down.ex:.. 3etwee::t z . lS 0 f'..::tude . 3.ecC..H.:.. Wt:h tess t!:ai: 15° oi !laps :.'ftresho:d speed.he arag .e=wtse.250 fee: a'bove :he terrain.s: be observed.sfacto:-y :anciiog ca::t oe CAUTION made . On !i::.f'GLA :'ED FL~ R.ex:e~ed.::nore.:speed .OW KEY POINT: S:..ps.'..d s:a.. Airspeed . APPRO.:s 0 I mo~.~l st=.a! ap?:-oac~..'l :-educe a~s:»eec :o threshold o!cs 5 !c:o:s. 2..c !. S:al! s:-:l?S . !! the wing !1a?s ca:mot be ex:eaded ! 5° o :.s::c. Altitude . Eneo. (See i:gure AB-2 . 3et"Ween !ow key pot~: and 270° po. !5° wmg flap. 2.:-ed.ca! app:-oac. the a t rc :-a!t.cg 2. (See !..aps.r:tding gea:. a1rspeed to t!t:-esho!d ?lus 10 :icnots.de mu. ove: come this cha:-ac:en.t.100 xnots. eng. ) . Landing gear . :!.o I !~:::erl ic iigureA~-Zfor ze:-o fla?s othe:-.AC7ED F .:!n. a sa:. S:a!! strips .. StaH s::-ips . :h~o::. s:al!.ESS I figure AS . A.:tero reduce . • !. F!. TOR.ETR. Airspeed ..ed at a sa!e al:. (See !igu:-e AS-2.s exaggerated. speed b:akes ex:e::ded.s (acid 2 knots r100 ga!lons) w..H he excess:ve.ou. as oo.C..!. Otr. th:esnold speec and a.=esho e s~ed pl.:.=ation or exte:na."lg .800 to 900 fee: above the :er=aic.ed.exte:::ded.:ude t! concit- cions pe:-mit.l damage to 3.ex:e:::dec .~00!' L~'-:>DOG 1.. AirS-:leed . 1.~resho!ci speed.. g=ad~:a.) :'HA. speed so.. !a:u:Lng !:om :.:.s ?G.~ 70 21'0° PODiT: 3."'-CH: l. A. 1. ?QWe.deployed (i! !UStal:ed).. • AF (C) .extended.ng fiaps 15° and Wtth 07 • engine RPM.~. Arrive a: high key poi..ce RPM acci scan sr::ps oct.:.. w:.t.XA!.2.e :o .lci be checS<.n: 4. RPM. l.! caucon is exercisec.ne approaco ts too :ugn or 3-17 ."' 15° z. In o :-de:.

! the gears Make a ::~o=mal .tte a no:-ma.. . Use mul:..ou_ battery-generato::- .th.Jte p:-o~:.a::-faces differ co1:stderab~y and emergency condition.he drag chute . ~e ::nau:1.n.:ol. make a norn:a! 1.n :.ng gea:. -::'h rou!e off if ::ecessa!")' a!te: t anding :s as~ed.nC: and ma. Anotbe: a:c! w sho:-ten :.he float anc ground roll is to shut off the e:1gu1e at :.caa.e::. nowever.::n:!. the down position. '&heneve::.l f"::st anc cacse cons:der~le .iz::ain hydraulic pressu:e un:H ground safe:y pins are ins:alled by :he mam:ena:tce c ::-ew.e:.! a'--a. gear tcdica:es an ~safe coruh:io-:: whe::1 ex:. n Gear Only F <J.. Speec b:akes ex:e::u:!ec . :'hts speed wil! sti...::: o :-de:: to n:. This wot:ld probably resul~ tn hi~ng the I -hese i:: sttcc~ons app~y ooly to !a:::c!ing oo :a. 7breshold whenever the main gear can be ex::endec speed t S S knotS highe :.kes anrl the des:rerl amount oi !Iaps if noru:al NOTE byd::-au!ic p:-essu::-e is available . th:s sec:i on.. Re!er tO fig.he th:eshold.tand ing damage -orhe::..doW::l :..asec man a:-:emp: :o !ower Ute OFF.anded..l. and use the b raJtes as much as pos- :-ema1n. :. :'he :ecruuques !or mau: extended tanding. -::'hresholci s~ed proper. go aro. gea:.. DOWN.landings and a wheels up !and~ng oc aceq~te marg~n O'---er dle s:a~~ !o:. bu: an t!r!Sa!e condi:ion is indica <red on one or both.than for a naps :o an)· deg:-ee. shut :he ecg:.n.!.:his ty~ o! :and.S how U:lsa!e p:-ope:rly con:.repared card surfaces .Aft.:..h main and ou~ gear appear to be u: cedures shoulC: !>e used.y con~o:ted. :'he following ~=o­ :! bot.s o! g:ea: advar. ... :he emergenc.'te gea:. • !a.e~the::.he norma! OFF.-ays . Ma . :'he e:::gine ::nust be l eft ru. SEC:-!0. !! e1:he:.ft.lre AS-4.bi:s. it ts ::~ot necessa~· i! other ..cor .:ly Extended . flaps FU:.':.s p:-eparee s. are dtscusseci separately in the fo!lowmg ?3-ragraphs. Deploy drag cin!:e..nding should be accompl~sned recttons on the uex! app:-oacn . WARNING Do n ot full stall the aacra..) A 3-!8 Changed 1 Sep:ember 1968 .o! .n.ed. ~e a low pass by :ile con::-ol towei!" and ascertain :. r--:r JIS" (C) -1-1 too fast. appear to be exte:uied..tage !o:.::g gear su:e w!:hou: slid~ng the ti:es.-ar:.ing :.lanc. (Refer :o ~nd:.Ceci for landing.ng. sys~em of! to ~ OFF pos..ng.l patter::1 usutg speed b::a. en~ergency ex"tension.m r l!n 2:::dtng p : ocedu:es i! lanchng on shor: r U!lv..a.ne t.:~ give gea:. gea::. On short :u::t'Wa)'S. t! be . using drag chu:e. 3.a.. main fue! shut- oyd:-aulic sys:ern.ables a re Bo:h Gears Dow:1 .~b:e • !andiog.o: be exteneee wt-. ai:-c::-ait has !..

shut eng::::e o!f. c~eated by the hung pogo . !ue: oa!. safe ta.nec:to::ts - bat:ery-generator OFF. S?eea. As S?eed dec:eases the ! 5..rel at:nude.: i: 1s ces.son canopy ai:er a!rc::-a!t con!roltabiHty.!!":1 bo!h va!·.oscc.::'!.locAec . ud!tze feB !l. Fly atrc~ait on:o graullrl a! silgh:ly bighe~ S?eeci :. prio: :o tand. 7he best ba:ance for lam!m.:::: !0.!:~s.c!osea.s.g..::de: or.. \U:!as:en .on..nee wnen the fue! : s es'. <>?en o r Je t-:. S:al! sc=~ps .he~e ­ fo~e use extra caa:~o::: in es:ah~:.g t:. the ai:cra.S ?~Oper!y ba. ~p sW::ches .: when ~~ng is assc:ed..n Wlth many obs :ac.a!ly p~e ­ ferab!e For a:: e~erge::cy landing o::. because o! sL...es o!: A!::er a i~crai: has la.::a:io::.ng . 4. ma:n fuel shutoff to the OFF ?OS:c.::e ~d s~: co:::.1et sh\!:o!f sw~tch . !8 .rac. Seat belt .-a! :i.?.O•• ill Z. OF. E E E E AF(C)-l-1 SEC:-I. condhtons v. :n :he e\•ent t..o!i . o. csaally :esult b a neavy wing de•relo~nn.:e::::.-:1! oe at:a.on of a s:ight!y ?:Leavy wing eve::t ween tile f~el .and::cng on ex:::ezne!y rcn:gh :errai:l or on :e:~ a.f:.ancU:g speeds of the u-Z. s oned jus: prior to :0\!chdown.a. E·.-uc::c. !'he fX)go drag w:'!.in.L.ngs level a~t\!de lo.. and :o e..unated to be e\·enly baianced and a s Hght l -4.ect :s norrn. i: shoulci oe 1e::i - Ho ever.aintam a "'.. 5 .de.ha: ef!orts :o release a h::ng 8.ciec .! a!so c~ea:e an .O stowec. . Ma. EJec:ton saie=>· ?Ul . :. a :::o:-mat :ane:ng ca1: be accom?Hshed w:~o\!t difficcl'=J . pogo have !ali.:lCed... 7 . u~h!eaed.::.: :-eci.e:~se no:ma! ! 3. an unp repa~ed su::-!ace the fo!:owing p roce- dures w i!l be used: 3-19 .ovec a::. :'~e d~ag 9 .::-ec to jet~ sor: ±e ca!"!O?Y :easo:1ao:y smoo:.c.cec.-pR£PAR.?s dt:.s~it:6 desi:ed ! Z. . Oxygen ..d~g Cal: be ~ce on any :.es ."llt gradually d i sstpate. s conside ~ed hazardous.laceed.ha:ness .r~ a?p~oach to !acding.E.~ce. Battery swi~ch. crag wt!! also dec:ease and :he yo~e force requi:ed to m.h c:::?::-e?Cl-=eci so.exte::. A s:igbt:y heavy down'oloi nd Wlng will glVe tile ?:!o:: addec ! 7.Pa::-ach. comes :o a stop. :'h:ot:le o:. Hung Pogo Landicg 7 .as :e~ t:.ex:er.han for no:-n::.A. o:-akes . yoke ?:essu:e :.s :equ~:ed to overcome ±e crag of the pogo.:::> SURFACE NOTE Because of :!le :ow !.ft contae~s :he g r oune m a :e·.n.''D!XG 0 •• ffi1. Shoulce:..ate a!::c::a. 7o he!? a::ain leve! a::!tc.ee.! ns:a!!ec. 'lll.. I !. !. Face?iece ..a"lce ?~~or :o ~C. : 1. tile pogo.J:::..down so that 3. a .aru:iit:g gea~ .g on the s!de .:~e a :::o:-:na: a':>?:-oac!l.a: roud:!.

.. 3.Cown..at:~! o:- an aU:..GAGE AU70P:L07.:t!l"lg :he eo. o! beavy :ugh speec b. .:.. Rao&O ca:t .C.... I .e will -:-each a i rs?eed allo'\a. it i s ven tnc:-ease tr.th ci :d·ung. auto?ilo: a:ld ~ch sensor are al:ea.-n o:: :he CO'«''U s : ae of a W'a'-'e .ES.!o:.ncreas1ng ~e S?eec to maximum ":ce a i rpla.L GREE X A.c!oseci. :-'!le fo:J. crest.xis:s. ?a:-a. hOwever. !ose conscioc. PC. RETARD 7'.c~t fo:-ces shou.. (If there .t:i re action by tlle ?:lot ac1o·an:.re<..:ch margin !or recovery :-escue :s mo:-e ?::-obable . Ge:ar. E_"'. some way it "'ftrold be ad0.:topHot ami ~cb sensor to control retractec. s•ble.: AS lu:n!ts..07":!.ES WARNING' :n general.:. a U ?os - 4 Sta:! SH"tpS .eave n:n.mec.. Sea~ ~C:t <i-:C~ c. 0...::es shoald c!.E. -hl .3R. P!.le! :o :he crest pat:e:-n.GAGE ~~CH HOLD.. E).61ne co n .s an tnc rease :n general when the speed "Uo'arning system is rougnness. S .u1:mcm EPR.a:-gin exists !or tius con!igc.. I! los~ng couscioascess - 7.ior :o tot:ch. 12.. o. loc~te c. EX:'~-:D SPEE:> .. :.ny re:rr"a. Sao.. 9..both a :::::.ce more s:. Z.•s ' I n· n.sable to . speed bra.-t~g ?roceci.. eJec::or.t_ti:ize l.cia. BLE~ VALVE S~7CH .C.:-c:-a!: ::sas cou:e to a coJnp!e~e sto?..ate . Wait c. SUp?ly.Mayoay . Plan :Ot:C neo.:n? sw-i:ches .ne f:om an ove-:-speec conc!: ion. !he airc:-a!t .:.OPEX . Tne oaM angle ane placa::-d limitations as ~ t descends. Al! a. 7o. :-hereiore.. ne !o!!owe.d be varlec as necessa:y the gus: cot1trol is F AIRED.:. 8.sconnec:..s any quesuoc a! OX)•gen .:re ..sness or be inc apac ~ta~ed ic l..c.•e as soon as ?OSS!ble.off..a e . ta!l tn.·ung :n a ::tan.Cy 7..-~c'tll--a' m. Je::. Re~ove !aceptece.:ndc anci ca:10r f:os:mg.) 1!. :b.. 3-ZO Chacgec l Se?tembe: l C3o8 .u<.o!i. :! i : becomes necessary :o reach lowe: ai~:~:1ces :n t:::oe r:l~i:nt:.-::1 descend S.ntain m.IJLJlg that the o. #ft> wn s l:gbt!)· faste:.en 1ea.fE -E E E :_1: A:£ (C)-1-l :'E • u 'it: :>17CH:.E.. tlle a.lifet.Code -..ri3.d~ gear :s extendec! and the ? ower leve: is :e:a:-ded assa...~ ame.. GUS':' ?Osition before ciescen: s:.. :'he only c:s. :Sa: It Gen swiXd .PP:.lov.":>ING GEAR.o-r-ng procee..e . :.sconnec: engagee.do no: ~~.:han no:-ma~ .e -:-a:e o! ciescent b~..m?· i! only the !ac.l. 'G ?ROCE:>UR. extended.ACE GCS7 COX:'RO. EX": E~":> L:.ay -:-es-:: ~po::-tant to get the g st con:rot in :n "~Alnc!s.cn S.-btch should be com?leted i! a:..: be csec: 1! at acy time tlle n!lot shedd feet he might I • A :'C . I! s:. Th~s maneuver wit: :-equire a con- ing i! :he choice e. fo.. 1s p::-e!erable :o di1:Cn. :'hro::.ce desce::at.ranon."Itches .Kes ami i!aps .~ec spt:-al ana.. tee Emi - to avoid exceecmg G hmt:s anci to s:ay o\!t ta:lon will be reached !a::-ly early.: ac:uated.son canO?r :us: ?::. IN GUS":. u::: o::-cer . :! actual concEuons stant accele:-a:ion and does no: ?rec!t:de a saie ejec:ion or an un..· abte .ot rro. ":he-:-e a:-e severa! actio::as v.cier t:a:-::ess .O?~!o: co::t:=-olled descen:: S. t. A ~l ciwnp s.nt:! a:."le cescent WARNING can oe mac:ie fas:e:.

.~O'I"':' .'le a!t sec:!on).REDUCE (a?ply ?OS~ •• ve back In tile even: o f "':slb!e o: ir. ii the ~iach a cce .ng.-a:-ni::g !ign-: recovery. E E E E A. force. A !eaky :ai ? ipe.f: vn. ~t n:ay be neces - sary tO shift :o G ust inunediatel)· in o r de::.Z::X7£.ill 7he auto?ilot descen: can also be used wi:. wing :ol!o.ED BR.g U?OU :he ~cn. E vacuate a!. tan~eo off !. HIGH ~-\.de!ec::...erl). acc ele :a:ioa :-are a nd the deg :-ee o:f ?e:te=::-a:ion in:o ~!acb c.he !o!:owing: co-editions de?enci:g on :he deg::-ee o! ?ene- t=at!on: wit:g hoi. po:-?Oise may occll: . the a trc ra. aileron b uzz. ::J..A.0 i. beco!":ling e.::. o.:st contro! .RETA-':ill.. :nsta:led in the a~c=a.E . SP..e::-y.. I Cbacgec 1 Se?tembe:. I! :he ~net:ra!ioc !s onl)· :node:a:e u: =nay be unnecessary :o shi!: in:o Gust :0 e~ect : :Iw::unarion oi de ::-ec F :R. to relieve :he rucktng o:. nose :uc£.!e.OFF . 5.'":\"ECT {hands on wheel).. 8 Maca). o ::. ·n (concollable l.eperuiin. F t :-e (in t.rc:ait.F (C)-1 .f ?Ossible. b .xo"e!Jle:y high. ':'his will :-equi::-e heavy usage o! :he ba:-..X SW::"CH. THRO:':"!.zad.1. lAS .lcider buzz..c'k £orce 3.ne .O:" . I 5.n- c:ease beyond nonca! a !lo111able U:n!~ into U1e Mad: bu!iet : egion...•e=:endy a!!owec 1:.'"DICA :"IOX U the s?eed is s.1 SEC:"IO.. ! .I S?eed is at o::- near . :a:l cone o::- c onnec _o::ts .E. F !. and al: nonessential e!ectt!cal !oads s~ould be :Cere !s no f!re ex:tingc~sn:ng sys:exr.E.z. wa:-mng light ci:-c.I'XEC:" SEA"? ?ACK Ou~CK co.1968 3 .l!a::oc of..fatt:erl (when recove:::y 4.KLS .E . is genera ly caused oy: tion rate ts ::a?idly tru:-:eastcg arui i! tile nose tuck cou.C:ca:ee !ire on s~:clic p-:essu:e sntoot!:!y). b.oo) . SAT & GE.l. A 0 70PI:. tile g r ound: 4.nte:acncg s:. nigh st1c~ a .h a deaci engine if absolute•)' necessary.DISCO'!I. 2..S::on cha. ::toweve::-.e :::-a. GROt:X:> FIRE 3. excessive). GUS':" COX1"ROL -GUS': {i! st:.ck !orces a::-e a.:t.mo::-e o! d:e !oHowing :!gil: i s gene:-a:!y caused by :. DlSCO.:.c:l:3e ::.E v..pitcbdown !:orces and :o effect :-ecove::-y.21 . :NEC':. :>~O. Fl:EL SHUTOFF VAL\. Un?rO?e : :ns!a.et.:o: ware engine sec:!. Hot S?O~ :c the comot. a=d ::-!..L be I!:u:nm. TH.OFF.a:ion o! the ::-ed 0' :-!EA': wa:cing subjec:ed to one o::.:-e {tc :.•e bu!!e: the !ollowu::g a ction shOU:ci be take::1. G .m?!.OFF.CH RECOVERY PROBABLE CAGSES OF FIRE OR OVERHEA":' :. .

Ae s-:-.a.E.'\"E oelow . ':'h:ott!e .:. 7ur:t the gene:-ator-bacery sw!Ico to the OFF pos.!{:!.!rtng ta. noa.•s: l.E OFF IF F:.E OR OVER- MEA:' :.oe:.=e control .:ce tl:e q.-!GHT DUR!XG o.oke. 5.KEOFF ROL~ !ire..eacis:ic..s :.ba::.OFF.re at !ugn a~utucie.coo~e=..E OR OVERHEA':' '!. :hls sect.'H!L.el co::r. F luc1ua:ing !ue! pressu~e a nd RPM..:-ed-ce power a:::t! ::r.:-e v.:GH:' \I. Under cer:am aonos?ner1c condi:ioz:..ash ?Ot. If wa:cing light ts only 1nd. :i e::. 3.-a:-n~g !.:g:t !l. cannot b .BOR:' 3 .lca:•on o! 7 .:.eway :e!: to at>o~: tile :akeo!f.E D)* moving :he cabin t..'\"E to a warmer a i r pos~~on.O":"!l.:_c:s.u:ci.ce o~ra:.er: swuci: . continue a:: reduced ?Ower and land as soon as practicable.owe'lre:-.E AIRBOR. CHECK FOR F!. de see ct.off.:n. !! smoAe occt:. MAUte a ciec:ston to ejec: or exect:te emergency C.. if smoke per-s1sts.Jteo!! ro!!.on.RE lS Be p:-epa:ed for cockplt de?:-essc.oi!.oo late to a:K>rt :.. :C :be COCKPI':' FOG v.ates d. ~e CO:ltinueci: c. 1.a:.ent ::-t:.t :h:ough ?":es. FUEL S~v':'OFF VAL\"E . cockpi:: J :.!~ ­ rnlnates when a::-bo:ne or too late to abo:: ! .. l-22 . De!roste : . 5.::: of the {t...ight Hlurn&r.:n1ier A.anti:y of smoke.SEC:'IO:o-.ne ove:-bea: o:.Loss o! eng1ne RPM.. Ram aiz .c. :'ne ~oke c:av clear up at !ower a!::t- ci. n:ces arui lower ecgice power. :'ne h.'!:>in a t :. 2. THR.a:e~.on..rs iz:.riza - EVIDEl\'"7.num ?!"aC:Oca! ?o..::g alti - ruces o! til:s a:~c:a!t g~ea:!y reduce :.ng. a. m AF (C)-1-! F!R.""!cience o!: :ha: the s:no~e is not caused b)· an elect:-ica.ne ::<4'<eo!!.fi~e warning Ugh: H.the o~·e~::eat or i. Gene-:-a:or . 4.O use !ack oi oxygen a: :.cotd..~ :'HRO:':':. !)roceed as outlined cnder F:R. use mma.EFORE LEA V:.:n::ec COCKP::' SMOKE i:.XG GROUX!l.z. :'his can oe elinunated FIRE OR OVERHEA:' !. RE:'A.A. 4...w::: create a vapor wbici: resembles sn::.. . If smoite lS so b ad that tne m:ss10z:.he ca. Srno~te ente:-ing cock?.o::. :'ius w1!: :-ed.em?erature rheosr:a~ AlRBOR.-a. l!'!e :a~teo!!. !. F.. nroceeci as fo!lo.he pro~ab:!1ty o! !. ?roceec as ou~!ined .!GH:' V. Smoke :rail oeh~:trl aircrai:. c:!. 3..fftc ...ng occ~rs :. and :here : s su.E.R. 7em?e:am.:Ion unu! tt is oete:-mined Check for e\.: snort.

nd 2tcb ts s:owed on :he :.! ye!tow c. 3oe.alt!:ude. left sil: Wlth h.ins haz. an emergency canopy release hand~e !or the 1ef:-ha.g buttol'l a: :he base oi t."OPY OPE ~"l. 3 . Wi~!l aerodynam!c WARNING o :.!oaded :-etaio!::. l ana a yellow ezne:rgency canop~ .i: is jettisoned.and :E.Int:::aneous!y.ring ieve : W1.he r eceptac!e . Any nrne smo. be prepa: ec :o leave :.Ung !eve:.1sn !e!: a::.ett:ison har. jemso:1 :be canopy l. -:'hrott!e . cocJitptt :.~. P.Cl!ve off.:y .d :-: gh: ca~opy release ba:tdl es !orwarc S!. se an !Ill. E E E E AF (C) .ai:d g::ip below :..ha: wou!d ca. D ep:-ess the spr!ng .he canop)· !oc.::td ~s :oo bad Re:a.eave lacepiece on u Z::X 7ER. B e p:-epa:-ed !or any necessary action due to air-craft l. Rota:e 7here . :he pi.. Lii: Ca:tO?)" ! :-om :a. airc r aft itnmediatety as the canopy may sttae the cai! su:faces aite:.s conteinpla:ed to protect aga:nst air btas: .aac:e in :receptac! e on damage if the cano?Y is je!!lsoned.::con:roHa!)!e Press hanc. I. A very high a'!n-:cde e. Canopy . to obcain vistbtli:y.. i! s:no~~:e condition :rema.a:::euvers wh~cb coa!C. :n adch :~on.ne t:tg a lowe:. CAUTION 3 .ot may be ao!e to :em...on. insure that !acepiece is worn and oxygen lS 0::1.ed:ate eJec- ::io:t a: h:gh a!:.ight-1-. p!ace Ule :h.. 7he canopy !oc..air:: fue l shutoi! to off..a:dous.dle open toward le!: s:ee oi ax: c rai:.o..: e o: c.ser: stowed r.nJu:ry a:-e p:-o~!y :he on!y sL:!a - tions t. =a:_.oc the r1gh: sice o! a::-c::a!: :>e:ow :he ca:::on. 7c::-n canopy seal -.:.-:16 !ree !rolll :ts flush moun:ed pos.e .:.!. A bac.!e :-el ease b"."'G canopy Jet::son .:rude.JECT:O• • console.'\A~ CA. A s a !ast :esort.ab i:::. 7.23 .o!f.. :.Jte :s p r esent io COCApi:.!son if cecessary . s• han<i!e !oca~ed on t11e :right cockpi t s ~!! and canopy :ocl<.l=too aod p.n:i! reacn- IT in !Eght.ec::ion shouici lbe aorotc~a exreo: . :!:e cock?i: c. Je~ :.:: a::t ex:::rem~ c:nerge::cy."ltc!l m.!! sp:-..o !a cepiece !o: wind p:o:ecuon :o coo:int:e ~e descent and lancLng a!~= canopy remova!.rr.sc-ucrura l ::-oub~e.rott e oii a nd S. cause se:!ous :'-handle on left s :U . oo :he 1e!t coc£?h si.1-1 o. NOTE If dle coodi :ion ?e:rsis ts a.s a no:-mal canopr :ock a:ld re!ease d:e lever io a c!oc~se cH:ect:on :o ::-e..

heac bac~ ace bands eJectio::.s .ng: separa. m.s ope:-ati.:XG.cn . NOTE AF":'ER E.ne:::e- !ore.:o rna:ata:n B ira'll.U ~:-een ap?l e.y.poss ible to bea:.m - E JEC ~-·!o:· ?. 000 !eet. _.0CEDC3-=-._ Helmet tiedown .a-=ica ly.3.he bel: fails to O?en au.:s. a 4.low a_::i:ude fee~ :n st.·sten: .ove 14. or :..ng ~tem s should NOTE be acCOr.s~m O?e:-a:ton t. 1.._n E J e1:tlor.hke ancf headset _iack . eJect.: the seat 'be 1 is opened on D..he swt:ch m.. How.n !ull pa:-2-cht:U rleplo. ~he :l.."!:ch must be in e.!!toJD. 3 . . Ba: & Ge a swu. Rai se hands. EEEE -E S:EC:':ON AF (C ) . ) to maDual!y open tile sea' be::.. P i!o"::S are wa:::-ned no: to ..erator"-ba::!e:.. "?<aSS core ~s tn use . "!'hls is s:::-tctly a ?recautionary m.must be made to !o:. (:! :--adio:.? be!ore pulh ng :.he pa:--ach't!~e D-ring must be pu:led if below 14.>:--eie~:--e-d me:hoC .he t!. co~ple~e ilie ap? !~c ab:e Prior ~o As soon a s the be!: r eleases.me:y impor!ant fo:. between :he til:ne ~e canO?Y is jeL- nsO!:led and :.on ?CJStnoa . the automatic fe ature o! the parachute is eli:minat.fo:-t .citsconceco:.. sea:. WARNING (:'h~s s.i:o-lc be ±e as: s:e..::-o. :i time per:n::s.~ function .Dg (W.EC-::IOX Gtr.Qg should be kept.l-1 E ~E PaJOR "!'0 E. i : will be im.OFF ?CJSi- uon :o o~:::a~e des true: systex::.ken W:u: ext:e. Release ejection D-ring.easa:::e in c ase :..cg a c tion. I! :he belt :. a E jection lten':S oe!o:-e p:-oceec•ng with ~e determined ef.. unde:. e~·e:-• •n o :-de:.ll.l?l:sneo ?.:s: be ? aced it: Ule BA '::' E~!ERG ?CJS!:!ou. the parachute arming ~anyard mus:.xi- !.cs ta. strf!-cient ::une bas elapsed !or :he de:ay initiate :::.:. :m=tediate:y a!ter eJection.ri.a::-:n a:td ac:ua:e. mum ter rain clea:-aru:e . :he !oUow". ASSv~ ?ROPE R 30:1Y ?OS::-!0~... be pulled if a::.dwu~b onlv otu~ secc-na.) eJecuo:t to :-esr:ra1n the . A :-c .:rmg 1 Des::-t:c: s.Ine wnec the seat 5 .these circu:Jnstanees.tightened. ) mav seem un:ea. -Ollg. in hands ! . .ps. ?c.ecL :"'.ower head until o..2.sonao . :'"his is ~he . The de!ay which 1s ex:perienc-eci ..ERGo:.ther ~e SA':' E.JEC':"!OX Z.:e from the seat to o'!>ta'!..-n:ns.-rnen.. e1ec~.cnees .nor tO ejecnon: ::'he D ..Bat emerg.· sv.ow:. n::a. Seat) no:::zr.·een .S m.a. Code during ejectioa to resuain a rms ..:atic ope!:U. sl:ould be kept in the banes dc:1n' (!I such action is :-e~ui:-ec. :i :1---:1e ?e:--m.anually. the a. 000 !ee~. _ar=emp~ o!ane ~-itilout ustng an eJecttor.this _s ~o:-T:ta . PULL SEAT EJECTIOX D-R.atche:- s. leaving elbows in tap. WARNING 3.ne D-=-~ng or :eav-:!l-g :ne ai:.:ng bent.: a:.

1 SECTION ill z. S'l. 000 !eet ana ejec:ion oectec! ci:ec:1y :o me ~:achut:e D-ring.._. only.e~t cu:cd :he low altitude escape ranya:-o ::na..:.o cEse::gage :.e deployn'len: a: o r be.ua:de .e o:- WARNING ait.rous a: hlgh chute armiag laayard beiore ba..t:.e a:. 7his c:onnec-~oo Ul!nator r.ius lanyard !s pwled oy the sepa ration of tile pilot !rom :he sea:.he pa--a.ltn OR R:?CORD HA.l pa::-achute deployment at or below Du::::g an}· low a:titude ejectioo.>a=achu~e D-rtl'lg b. ::iu!s pro- Z. PULL GREE!Il APPLE .?ULL.- 4.• oi the ejection seat sys:em and 1S ope::a:ed 3e prepared !:0 :eave -.ectory for :be seat and c r ew me:nber.• A:F (C)-l . B~ OUT .. :-he a atom.e aneroid whlc!:l will open the parachute a: a p:-eset alti:UC.nero!d coo:ro!led pa::achute has a !anyard which :s a:tached :o :-'le sea: belt. chances !or successful eJectlon can be inc reased by zoontiug the airc:-ait (ii air- speed pe!"''D.med!ate!y as :be cano?Y may s::=-il<e one-second de!ay. sepa:ratioo fo:-. pa:achut.-. :he 14.. :'his actuates the pa--achut. This 14. 3-ZS . E E E E : .tudes ~oose) k order :."\D ejectio~ :..s st= ~cdy a p:--ecautiona. i. a!ti::ude.000 fee:.H ~ m a ?Osinve cliJ:rob . :h..remo~o•e AF7£R r.its) to excl-.de escape lanya rd ~s con- pulled be!ow !4.. Facep!ece .ry measure since :he ~=-achute should deploy a w. E ecuon should be accomolished while the aL--cra.000 fee:. 7. o. separa:ton !rom ti:e seat wi!... A!:e. The use oi the au:ot:"".! uoiast:ened oanually (even though :be poll the parachute D-ring..-n the sea: be . o~t over :he stde... ~fanua:!y pul: . result tn a more nearl y ve:tical ::-a. 5.ot occ~. :'"nis will 1.sea: DISCONXEC7. :>ISCO~~Ce:' SEA": BE:.m.a:. II tile eJection sea: 0-r ~g bas been ':he low a::iru..ow aU ejection$ 3elow 14. E:EC'::OX A T':':7UDE 3. PARACh"'C7E ~G L~:Y-o\.t:o.IAS .000 !ee:.Uing a titudes .-achu:e io. sepa-.>\.:ne .e !.!~ by gas tt=-essu=e !rom all ini::ia-:o: a!:er a :.~epossible successful ejec:ions a: very low a ::i:ude WARNING :O.a:ic or ~ :ai~ surfaces. and a!:soeed ~s above 1 Zu l§.ay have !:»lov.he a ! ::-c:-a.O?Y."''DLE .nc...ange atrspeed for 3AILOU7 ?ROCEDURES (EJec:uon Seat Fa:!ure) .A. D:SCO'-~C":' SE. Facepiece . the cockpi t wheo the pilot staru:ls u p.rna~c sea: be!: !s an ~oteg ra! .:e it would be C:isas-.remove aite: co:-ma. 3.-a:ion aod parachute deployn:eo:. does o.":' PACK QUICK viding more altitude and tiJ:ne fo:.acya:--c will deploy t-he pa.t mu$: be :nade O}' :he p ilot: at low a!:!. ~e sea: be~: mcs: be :'he:--efore. I! this is -co: done. a.arn--a: c!La:ety !ol!owing seat.o - :naticaUy.et" one second if be~ow the p•ese: a. ::E7':':SOX CA-.a:ic seat :.

C:>. 7 hts s ys .• .m desi=ed con- sc. ar. beco-mes tess 1rnpor::ar..LEAS':" 2. :o ensc:-e COD'l? !e:e j)C!!"a.ESS!\S OXYGEX CO!I.!..-n-:.de .de ::he :>ossthHi:y o! :-unn.rer 3 -2o . first.ignt at K!AS. l: is ver y II th~ aircraf: ~ s not controUab!e..o:. ejection da. :h~ :-a.'"S t:.. Z. e h mina·: es speed down to 120 K:AS ?rior to e j ecrion ':.:..I poss.MP:-:o~ 7E R. s~nce a!:-c:-a!t io::-wa.-o ai :-spe~d at ! east 500 ps~ rem.. 7ne E.oy ':"HE :"ERR... c:-"C.\"HE . a::-flow !s no: sci!:c:en: to ::h~ p::-essu:e wil1 d:op about 500 :o 000 psi assu:e :-a?:rl ?a:acrn:te c~p.: Ct::.n_.ed.d shoulc b~gin :o !all of! a: a reduced fore.~ A 7 :. speea is a!so a !ac:o:.:. cbt. F:.ll~ O"l~ ..· in ~~ h:-st hour of f'_.seconrl ane:oid tim~:. a!tnuae. 000 FEE7 A30YE EXC... pressure c :-o? will be !air:y =apid at MED'"U~~ A!-7:-:'UDES ..a:e oa:achu. be :M)Ssiole a 6uccess!ul bailo.OWES':' PlL~C:'!CA.mg at desnaat.o p:ec~"C.! :ule bai:o~: alt::urles snoulc b~ as fol .'/ . .EAS7 !0~ 000 Fl:£7 ABOVE :he oxyge::..: sicce 1! this ts imposstble :h~ m.l!.ximu.fu! tha• a ba!lo..:EC7:0X SPEED ox.!.t.on.e altitude :! a . the ma.a:es h!gb speed p:-ooteJ:Os .y.es in ?Si hr a=e .t a: "~=T low :~d..?ilr3.speed be successfu~ .ed on the oxygen consam?rior..ur- . :-:te:e .. S ince the U-ZF has a !.gh~ B e1ow 1 ZO 1CA5.OW-~ '"'":J ger. :ing :n~d it!TD a!. chute o :.:~ Wr!EXE:\'=..:e .\":lE R :_E\"E.EC7 . :>-. :o t. H o ve :-.Ls:ed.!t ..:-e.al:....:.. A :"Unning d:::edt sho~:.ng out o! oxygen above a sa.rd whtcb e l im..'DE R SP:). 'W'cr.. a t rspeed v. T be n~ed to be a t the lowes: ?OSsible .lb:. syst~:n p:-essa-re during a..:s~ of :n:s :ow alt.aLD.. no de!~n:te min1m1•m e.. .d ?!o:-.:.ea. ~ :he a::-- :m~d:.:nption :-a..:e de?!opnen: Wl:: ~e c rai: :s con::ro::a. cha:-t eve :-y 30 minc-:.ng :-ate a!ter ::hls. 000 feet -:.oacb pu:!s :he D-:-mg rl.:Ce ejec:.seat structura l iatlc.te rle?loy:nen: a: til~ 5:-ea:~s: heigh~ below pro_:ec: ~e oxygea ? o:s to rle :e:-- a ~v~ tne te r :-a:n. acd pro- tem o! one secane seat oel: O?eni:g ~ "·iding adec. OR DIVE COX:>:":"IOXS.es.bateve:.:z::Ce mine ii :ne ~:ussioa can b~ cmnptetee wuh ejec::on obse :-v:ng :h:s rn..~ove 500 !ee~ the cr.:.iss~on shal: be tn~:-e tS ao~q1.o -:::en:.ow al:i:-.yard.- 0 -ZC r.:.!s~ a!:ic::. nity !or su:vi'--al· As a genera.£ E E E E E SECTlO~ !!! AF (C)-1-1 E E • n~ .ne coohng of the oxygen sc?p!. (! 20 K!AS.ld be rnain:amed of E.n Secnoc !V..:t below 500 !ee-.~:.ls a.. discoo-:inu..en p r ~ssu:-e should be chec:t.r~ctly.RA.mpro\•~ rap1d!y..ows: lr.Ce exceeds the va!ues !.k sbou:d occu:.... E JEC7 A:.'!!2te tail clearance...:n?O:'~!l.ed at fre - quent ~nterva.~ct10n a larude can be gEv~n... ::ntsstoo abo\·e lO.2:e r!. T his : s explai ned io detail :.n. 5 of U.tcec to as nea: 120 K:AS as p:ac:ica !.x:. Due ~J'EC:' AT 7HE :.POSS:31.~d~ escape !.bie.E.i..:GH7 CO:x:::>:-::OXS.\!N '.•~.ble.a:-ge::- chut~ d~ployrnec:. the oxy- AlRSPEED ~30\S !ZO K:.lc must :>e accomp:ish~d a: .a y and is ? r edicated on maD)' f a ctors s uch as ensy:es ? : Om?t release of !he j)C!rachn~ a voiding bodily inJury. Ge nera!l.on to ob:a!n a: :east !ZO o! consum?tion a!ter :wo hours o! !'.. :! on the U -2C. !t beco:nes ext:eme!y . :-v~!B~. precluding pa=a- '?On se-oa:-at::on !:-o:n the sea:.Ole ( a! t itud~ f.ances exists s :nce eJeCtion offers the ouly opportu- t.-:.n.. oxygen supply.

Ax:> F.:....s- ano :-ell'lo\·e facepiece.?:e v..ission be chec.. c. befo::-e coc:!nuing a JD.ahle faceptece.fee: p:!.ACEP.!! descecd to !0 000 feet cabm a!titt. NOTE :!. :be :f the pilot SUS?eC:S OX'_ ge::.E l.com?:e:e oxy - gen rle?~e~on.~ p:essu:e alutude :atios.de. descen:: to a 10 000 ioot caotn a!t!tude.gnt.:CC!. he si:toc:c ta~<e the !ollowing a c:ion: iJ . -:he !ace?i.a.n excess of t. GR..ece v..y :~e ciur:.:.:> d.. :o sym?:orns of bypox!a o:.~opilot emergency descent and exercise extreme caut:.n case the bends a:-e expe:-:enced.. ~tAKE E}\!ERGE~CY ::>~SCE:"7 (:o cabin a:c:uce o! .. ~~.cg !:!gh: ::-:e ?.P-::o:-: ?RESS.. t.tO opening t.o::c:ed to Press ..."'SPEC:" SU:T 7 -F::-:-:.5. a:: :m. :.:. he "Vo-i!l !::. d~~C~~n· C~e minunc.lot finds t:: :1. A!-:'!:'U:::>E OXY COXSG~i.>s tng..:"es: ?:-ess .m shown !or the a!:t:ude being !to~ tile pt!o: v..ZC OXYGEX PR. If these NOTE chec:<.-i:: descenc so as to ma!c!a.!. !. :ne !ace - WARNING p~ece. :! tne oxygen ?ressare has :a::ec beiow 250 ?Si the ?i.~e minunu. acco. AC70A:-E PRE:SS .seactng ":>y when oxyger:1 consc:r:r.S are sa::sfac:o:-~ a re - ascec: may be made ii necessary.y .r 250 . d1fitcu!q· is cot cor:-ec:ted: 40~{ 175 psi/hr zoo ?S! h: I 30.ls cons.0.re has d~O??ec helov.a:. o_.?tion ts even ustng :.{ -l.esi::-ec. as of .oa:. ":Y :he oxygen ?ressu.er tna~ !o::.ece 1n !Lgh.ne mir:-o:-s .ESSi:RE TA3l.:i:~ AP?L£.-r.Jte a !ast :.meou: and.l as :he availaoi!!:y of sci:. 000 fee: anci remove !acepu~ce). appear. 3. WARNING :! tile ?t!ot is un. cescecd until r e symptom.. QU:CK ::>ISC O. :-e. ?t::..n the a i :-c:-a!: s:.z::tpa.ecessa::-y :o O:ler.~si .s: be g~ven w!:: oe mace :o an a!::-craf: a:~ :trle to tne :ype of miss:o::1 be:ng !1own.. ana wil! a:so oe s .n~ ing !oss o! ?ressu:~:--to::1. 3-ll ..xGS.ca.b\· not'.ion ts excessive a~d OXYGE:X DIF.to. E E E E AF(C)-1-1 SEC-:"10~ ill If the oxygen co~sumpt.! at high a l:!n:de wt:h no siup oxygeity pu!l the green a?p-e and m.ng :ne hetmet bladder colla.on to avo:d poss~ble f!a.ECE.F.ave to open :lte !acep:.OXY l.cie:a:1on m\. o:r.a":>l e :o :-egain an oxy- gen supply..o:.:'0-":ES":.. Cse the au. a: an.e cesce::~: Senoi.«ed for pro?e:.ir.'i!! ~'1en alte:-::ares.. 60M ~ 100 psi 'b: 500 ?Si 50~~ 150 ?Si O.~C7.lo: wi. 000 .e.

anc thee ex-. Hy rech:c :ng e-:g!. p:-essu:-e. h'"Y. :n:c.:ure o! uris type does no: :-eqc: :-e a cescen:..e :1 the l:yd:aO. on.::de: !.nnot oe :-etrac~ed ! .s ze:o o:. -:.:...::a~ :he oxygen ·v.!'a­ ::on..by means oi the r::.ru:h..a:n on. zero nyc raa!~c pressu:-e and a cec:-ease m boweve :-.a!l:!a: eme:-gency system. ::s efiects c an be m:n~-r.·e OX r:'!omen:a:..the co~.·stem aile:..: te:::Ced to expedite descent.ve sho:..mus: no: be ex - of! h ht co:nes o::.:zec. w .ng :he gea:. :'here ts no a..tes :-u:-:1 -:>:-:.OO?e::-ab:e in acct:ion to :..rit!.o dete:-:n.lc o e ca: . ope::-a:e :.ece. and :he miss~o:l '"'""nen :-a.rna.ca. :i :: .h h !.hary boos: on.:lt. A fa..c.1~se wi:n the a ux....to rn:n:m:.. !! aot.l fuel pressur e.ng G ear Control c::-c~o.-a=ni:::g :_o · PRESS !ig::: be .ca:1 be ex'. l.aps RetractecL l..o a sa!e a !:!':'Zde.s should be out if ?=.the 3. i! :he n~..·e:.cb can be :a:<en :o Fa Hure of ~e hyci:-aulic sys : em wil~ show :-estore a hyd:-a::!:c s·.! SEC7:0X !!! E E AlRCRAF:' OXYGE:'\ SYS :'E~! !>uF!Ct:l-:'Y NOTE .ng !laps cannot be moved to t.-ah·e o-=-~ to ~!"'C'l!.'le GUS:' pos!~on the placarci speed !or F~D m-st be o'bse::-ved. check ::he cneck :-es::::s 1r. Rechec~ hgh:s.:e :3:-::na:-y va.n racge.cen: ciesce:::: r..:c SYS:-EM.de ra.e !acep.·he:.a: ooost pump tn tile event of hyd::-a~.ra:-r::ng ?:-i:n.: and :-emo1..ay be com?:e:ec. EME RGEXCY OPER. -E E E E E A:F (C-. i!' on.::!c p:-ess.he clean co~:g!!. :he wi:tg !laps and S?eed brakes .::e:..acc:.. :'u:-n ca:. snoc!c oe mace ca:-e:.. E\"~:r :e=: ~!:::.sU green a?ple acci WARNING descend to a safe a!tttud«.ne s?eed b:-akes :o de:e:-- .!tc faHc ::-.1: cat:se a coos .~ng ~:-tma:")· "~!ve..·d:-aa.i:..ne v.r. t..u1 :.:n heat cp as h:~b as i?:-ac::cal to a:c o:'l :.. . -:'he !anding gea:. .p p:-essc:-e :s abo"•e 10 psi bu: below -:he nonna. . Bo:h ligh:.ce ?Ov.de as oo:tltnec ... Descend to a sa.:.endec. : B!"eake:- st'b! e to c escend .-.n& W~th Fl.v. tne !. descent may be expedited by !!rst pcl!ing :-eq\:!:-emen:s pe.a. ex:..he PalM OFF ::g~: ..-tth the a t:-c :-ait . en :n. oo!y.ce the w->..l! be :na.:.. s ..ile fue: boost co:oes or:: ?W"n?· -:'he :anc'!J::.. :..fa Hu:-e ..: . ~nng high al:i:ude c:-1..: :: .=:arj .t.. w-0.n"e tS c:-:: .n-e gage is !a~!=l·· !n case the p:-essure :.X~ !:. will :a~e ove:.a::y :>oost ?~?..ng .~· va: .h:s :-em.~ facto:.ne-: range is co: a c ntica.b gea:.m EPR !irra: a:1d cesceod- ~og v. y :. ca! Sl.hc p:-essu:-e gage !t:d!ca:es tne blockage !'las c~ea:-ec.::g on the seconca:"".a:-y :'he !•uuEng gea:.enc:. :':l:-n ?=-..:-r.!.!bsec.!'c..:. 7 ::te ta-.a. !ue! pressu:e. p:.ve:-y !o..c:lon wh..a.t.e!: 0).s a crually I! when ope:-a-:.O:e loss ..e! p:-ess'l. s no: pos . :: the e"·en: :..encied by use o! e::ne:-geccy ?rocedures. o .!e alt::uae c ope:-a~oc.'"!'la :-y "-alve ts clear.~v. •..\ :':0•• 7ne 3\.!'e gage for a suppo:-ting mci - go:::g o:. tile oxvgen v.out hyo:a~lic pressure a:lC i! :o "":a:-rn -=? anc ti:." va:ve !os: .·U:=-.~e a~i ia:-y p~..!o:. 3-28 .::>R.

::g a.tng :ne gea r .· v.E LOSS 3..:o con:.u. ter...!. h)·C:--au.o r::.ness cue :o . the l anc t::g gear ::r.dec! oy :h..?u.nas oeen ex- :'he e:ne :-geocy !andi:tg gea:. HY:>RAU:.:a. 1.- pu!!ec.:ch.ex:ens :o:1 sys.:. CAUTION A... anocn. !.ces •~H assist :n !. A :lo no: exceec • .:a:ch . :.nb gea:. l 'Cploc._::-e gage tn : he coc.!Sed.nco~s -:. :to 1::c:ca::on .u:e .:lte:-.:.:np a.:.lure.ss:on rr.el ?=ess.s on anc :n~ I ass1s: tn !OCI(. cae"CJtea.c c dve ::-:o:o:.1 c rcase u necessa::-y to !la: ~ea-t :n the s~·s:em.l~ be e\·1cencec.:ee...ot oe co:-rec:ed o · ac:'-'!:Ioc o! :ne- con::-o! !eve:.tt?. ~.e:. operate bu: at :-ecuceci S?eec.hl:-e p:ov . .."' :o F a::.ra:. p.nc:. by ex..r~:c :-:ox :.:ol c::-cu:: b:-eaker.ng gea:.t:'!? sw:..e !\:.: may not oe poss.·!ng :ne fo!.w: ~ ca-. 3-l9 .:t~g a::speec !o-:.:o :::-e- req-n·ee to O?e:-a:e :r.e:.on u:: :ne :ano. E:ne :-gene gear re!ease .• A'<i-:-speec .-:-:p !a..C PRESSCR..anding gea: can oe ust. Gear down and 1ocLted tt:C~ca:!on - chec.! "'·~ng i:ea'-· . ?~Led..Jre.and~ ng gea:. (!n case o! an e.cont::o !eve:::.-s:e:n..c : :ion. (In case o! dec~ rica ! fai.-aHaole .._• oe .ay no: :>o not exceec 1~--:'l..catec on :r.::-e o! :r.g:nttO'"l s ·. 3 Gea:.:.:H take ove:.nts natt:re "".:.!'n:l com~nsa~or trouole or :o an . T':c: rn-:.~e:!-loc to :r.£VE!t LA:-cH Y~~.. :::-c .aliu.co•·::.:s syste=. l. a dec :-ease ~n !ue. h~b.!le:-e .e co:-:-ec:eci by :"lytng in a \·e :-y exte:ded tO :he down and ioc~eo ?Os~t:on by sligh: cont:nuo~s si<:d wi:a :he bea. A::-s?eeci .. no ~ndica::on ts avaHaole.::o:.. E E E E AF ·c -1-! SE:C":'!O•• !!! PAR-=---~.~c ?::-esst::-e ~s ::t:-eil..·e tae .a::a~g gear co:::n. la!h:.s a.tt :-el ease .: se::-v. ::-ac t .s:. e!.. c a:t:".a:-} 'Ooos: ?U---:'1? ..:.c: !.: the ?=es- sure 1S too low.ng coni:g.o. reset:!. ! . extst~ng COnfagurattO~ a'lC COOC~t!o::.cg tem 1s a rnar._never.cal ?Owe:.:ch .s ?roceou:e.:e! ooos:.::-:? o:.nc.•" the even: of boos: ? .) A case of parna! pressure •oss rnay oe due to pt.:rn.cec tee boost p.on anc coo.:. :-~e a~L:..:.l5 :.:.eSS Can tl:e cown pos ~non.son and O?i!::-at:ng.•eC.. !.eav:r.~X:X.. : r ~ec ::. :..:-e of t.:(.ual !ree !a!l s. AC gene:-a:or.::s hyc- c:-a.down a::d !oc:ted u:c~cat~on - ~.:-speec !o:- fu!ly :-etract.o!e c:ross ::-ans!e:::.! :Jecessa=.se :.. Gear hacc!e .ec::-:ca: !a•. A.a.oc...:.::e: :._..:.. :'he •. ":'ne Wt::~ c.y :.~e gea:.s a m.a • be completed ~ ::n :1ns cone t.tt~n" the gear.::c:-~ase .. now :1 t. ~e t:ner :he :ane::lg gear con::-o: c.XG GEAR COX":'RO~ .low:ng p:-oceou:e...on. ?=-e::>:.ne land.

.te f .xunu..t con:1es on dur::-:g no:-ma: leve! ~'!gh::.SEC 710~ . tile !ue! .::l. • ·o te ::he t o ':.EVE:. anctng ":. :ne engine may be shut oif f • . : coanter or by errati c mover-le"l! oi the Il".:_:_'\m anp!aue. :I the fue . el rema ~ r."le ..~e n:ght siloulc be conti. F L!GE-::' A 7 AL 71::-UD£ F"UE L LO • .s ~:tiun g! id:ng range cescenc ar....an p:-e.· can ::-esult :.1re. tms pcnod of h tgh !t:. :-ec!uce ?O~er :-o v. 3-Z.d be made on speed as soon as o:-acti cab: e !:rom a !lameou~ schedul e.neo anc . as an n:td:ca'tion :na~ only 50 gallons c U'no.a - : a :er t . :r rr..aruLng He ld.·a t:ab!e to continue do.ssln:lee :!:a~ Ule !ue: :s of ft!e! ren:tcu.·e~ : igh: comes on dur!':lg :be taker.'ben ti:us occu:-s. .: e.. i .:>UR:_~G Since :he:-e is co :ue: quantity gage in the c..accnc.i: PR ane a Clean conHgu. 000 feet and ?attern . D-. "lg !1elc .n in :he a~rc ra!: to cou::p:e:e "10': u·ans!e:-ring !r.tt:a:..i.fte r chmb.axirnw::n range is desl ::-ec! :.. Rest:a::-: lhe engine o1o•er tile l:eld and ente r the flameout natte:-n fo: ianchng .a..:act that a: high counter . A mal!ur.. !! a :~el versus tune ? :o: was power.:...· est-~..arc!ed to td l e o~ m i nimwn s •ttabl C' .-E\"E:.::-atton a. zr..:t patte:-n.ov. !aster :han t t can be re?lenishec m .er 30 gal :on..-:L'lin no-:-nta! descen: Tar~e.. u m~st be !! the : ow l e .o the ti. the throt::.el P.ne c :-c...:tn? f~e: as O<!Cessary . a.:ater o pera.30 .e .!t. the engtne oe ing made U.l e eve: off anc ~he-: ?!"OCeec tO 'th~ nea:-est shou!d be t'et..g:.. 000 feet uo!il er.~t s c u rve can b e extended :o cie:e:-. ~ s :u gher :r."'E..oove p:-ocec1. :XDICA ::-JON !N !. ignt does no t g o o 11t a. t. Add powe r at o5.. chc :.-n unmediatel}· . S l "lCC a :empo:-an• Stoppage Cu:ing lO more ga!lous nave b e en ~sec.ctaon of u n s '=''?e should oe s~s ­ :>e<tec ~= tbe reac t:'%.ng.II: AF (C)-1-1 NOTE A ! .s o! fee~ t s expecde-0. can use fue l ou't o! the suznp ::ank :10 1"'.figu:e 3. ? ! a:: t. a :arge e::-ror :n the fuel :-emaimng reac!ing ..to the S!:m? :an"" and oat}· :.?:-oxu:::-ta. Proceec to close s: s.m C!Sta. !.c land o5..D'l2XJ. t "lg at any from the w!r. n r.mUID ::-ange glirl:e con:Hgu=-arion shoe c! be es:ab- l i shed.~er r-ead. see .ed at o5.g :ar~ s.ec a{ t:oe beg! nnm g of t.-ne on.:.ow !eve~ wa:-ning Light is very ~?O=tan=. :s a.anc as soo:: as p:-ac~1cabl e !~otn a !!a.ow aititude.escenl to .ate-C ::-eser• e 7\'le i"llel c oo. tnrottle oack.e lligbt.. s:a.ne :laDleS OU!: anC tiJen ~e . e : tota :i z.EVE:_ :X:>ICA :-: o"!'\' .ay be cue to :he .us: be a..n....·e l i. L De-e !a::-e emergency. t "l the area of the fle lc .) :.a. LOW !.l e ia-r:dt flb l agn: ca.g Z ."ne o! tile rr. a o-t should b t. I! :~eld was approY.n execo:e lhe a. ?:.atntaln a ltitude .h.me. V. Vl"nen the !igh..ce g h de.che cked fre que nt y dun.: se. -te a:.?mg o! :he it:. !! :ancmg fiel d t s not !'! igh:. \'.g : h e t ow le. Esta- o h sb m.eve! E gh: comes 0:1 h~ ~vu!~~c ec by the sto:. during or sho::-t!y after ::akeofi• . 000 feel shoa."nately 300 mi!es or ! ess ctst:ance (~e:-o wind) when wa:-nir..u.. aoo ..."':leo.:n a:rnpi e • '.i -:g s y stem :naHunc :ion may ::f :he !u€! :ow .• :'he engine should not be snut 50 ga !!o:~s of !-e..

Land as soon a. lf e1ther of the above conc.""s: 3..it may na·.. the l:gh: goes ou:.nc:-eas. 3-31 .· !.. Connc.•el can he res:orec b" .scoops on wa::-n!-cg :tgh:s oe!ore ll5 gaLons of !'. P::-oceed.n~ e:-1.inue flight.EVE~ light comes on ciur!ng descent.k ci::-ctnt flameout pat':e::-o.or both low p~essl. ~P'.!:e tant< oecause o! iced . P:oceed as :he o the::-. D:-op .. ::o a suitab!e d~op a:-ea. Approaching destination.rop ta~ fuel :_ov.: as ni. 2.i(s .n fuel :emain to con:.. or by iailure o! em?~' am :he:e are ac:ua!ly on~y 50 gallons of fuel low pressure !igh:s :o :.ease becat.ih as o::-ac:tcab ~e ant~.FCEL Be pre?'lred for a !a:era.- lng 1nto the sump tank. Actual !-OW Leve: WARNING li the tota.lel ~he f. proceec as landing field. Pu.t :t~gh::.:e descen~ :o closes: sui':ab!e lacdtng .~ .ow !. E E E E • - AY (C)-1 -1 SEC':":ON !!! FUEL :. breakers. Pul! lett and right drop ~ ci!'Cttt~ !I Ule tota:ue:r reads consice::-ab!y Inore breakers.:ring descent.. A~ 50.:an.. es:ablish a n flow tn:o u:e swnp ::an-~ f~om :he wing ~ airspeed of 150 knots (lAS) in le-. it :. :run cha::ge LO ~~ LEVEL ••ght comes on dt.:ed b)· !ue: ~~hich is no~ being fed mto the ~p i~l~ination of e ithe:. Declare an eme::-geccy.re been hea ~r. ti. :..Iced Scoops Susoec:ed is cot feed:Ug .a:-:n acd :-e!ease over crop area. fue! 3. there ?robaoly Z...!ons of drop :an...-et tanit suc~ton relief valves.tions exists..1 wnmate by ~e cematntn~.! left and ::-ight d::-op ::an.y 50 ga-:... a:te mat::~:a: n:r. .tne l50 gat!ons of fuel have been useci.eve! ~ica~on . it JnUS't be assumed U::at the d.:eads nea r 50 a=ci :he .:. ::XO!CA:-:o•• :>URING !JESCE~7 Drop Taalt Fuel Does • •oc Feed :I the FUE:.p::-oceed as follows: 1. tnan 50 and E lC~ng conci:ions have been c:-l"l:Countered on the flight.cdit:g con!:igu. 4.000 fee: or ~o~e::-. iol!ows: 1.ble !::-om a 1.ove:" r. ts fuet in the wtng :anks wiuch is ao~ feeC. NOTE :! operational cocstderations dictace l.ze:.ow LEVE!. when d:-op ~s :e .e : t:la. or b) have been used. :n thLS case.ra tion.!se one tt should be assumed ti:at on. !ollov.-:th drop :aaAs.s probably caused 'by one of twa cotlditions: a) Wing tanks con:aic Evidence o! thls co:ccEcion is tndica.s p::-ac:tca.un a i::. dl!I:lp fuel se!ectively -:o obtain op:i:nu:m la.

:s necessa--y to tile comp!etion o! the l. s ..takeoff..L"unc::io::~:ng equipmen:.m. o m?l e:. ces:inauo:: . Closely monttor electrical equi?znent during :-em.n".n1:ividca!ly S. Ope:-a:e a n e:ec~rac al dev ce.. 10 obtain tne same wheel practtcable..1-! 3 C"cCk .oe cac.on. by tu:-ning t.g ways: for tile eqt:.m..:. :»roce e ci as !o!lows: !..l!'?t. compl eted .t o!!.nuous Fa!!ure o£ ue gene:-ato:.ate:a! t:-i.c essar .-t-"T! !a. 1.""n .:-e ading .. 2.!:'Hi::! woethe:. A??!"Oa cre~. :! i t 1s ~·ital.SEc::o~ AF (C) . to LSo!au. h reading anC. eck s:a !~ cha:acte. to asce:-:arn tha:. ii unnecessary fo:.:-:cally ope :-atec equip:nent b. !.o an a.aH cnaracte:-:sacs. etc. T his rnat!unction DC SYSTE. such as the :-adto ::-a'::tSmi !'ter. 3. A. 7he ~ne:ca:.ec ?:roceed as fol!ows: a.::m:::le:er uu:Hcates ze:-o.-i :al to :he .met.r.g cor. ca~s e . ?me"lt being carr . c .on i s ~o: c ausee by a ia lled generator ..i cannot be corrected while a i rborne.se o! :he n:gh a. 'i'~ rn of! n:a.and us:ng no:nna! ~::e:-n.shows a co~:::. Cneck s:.er taj(eo!!. Geoera:tor oct li&ht on. Cneclt a !! e!ec:..a t:)" o : !Jlese u:uts 1s :.ve.ds:ics ..on ::~oted a!:e:. gage !S ind..::C:. I! one o ! :hese cnn s I S the ca~. d-""n? fee: . i : inC. o~ra:.ng • .t cor - respones :. dec :!~· e!y to ob:a::: O?tt.~"De~:.Failu=e 7 he ~ax~"'n~ cesi~n get:erator O.. l-3Z .. C hec~ e lec :=ical equi?IDen: i.he a.ch as :ad ~os.:-earling o! ZZ5 amperes. p :-oceea as :! ..:.cca~.er.! e! as fol:ows: necessary to oo:a ~n the sa. 1s no: '1..i({s) aces no• re:ease cannot be successfug). :!gh: switches.e:. 7:-ansfe :.n e lec::ncal device is placee !::l ope:-a:.m .wi.l be evirlecced :-eading a bove the rnaxiJnt:nl value a lowab!e m the !ollowi::..indica ·~ zero. the 3. Chec · !ate:-a! ~r:.lte'm o:-F O::te at a tu::::e :0 de:.ne a.e:. Land as s oon as pra cti cabl e il m~sston U one or OOt\'l c rop tae..mete: t s inopera:.oo to e-nscre :bat :he low :n.o::t no:-mall)· inc :-eases -.on o{ :ne :n!ssioc. rr :. land as soo~ as :h.~g without tt un!ess it oos. Geoe:-ato:.and. :! :. 7:-a:~s!er !ce! as tu:-n . c .ica:es :he a.ainder o! !light .rnme:..itgu:-at:on.mete :.. Ba :Lery dischar2e ~ight on.further flighr.rne whee! oosuioo noted a!:. ?ress the wa:-ning ltgh: :est but:. when a.y low :-ead - i ng .e:-n. I! :he :-eadu:g fa ~s co mc:-ease. Lane ustng co:-ma! ?C~-t:.e o! the h. .lcati:g an e:-:-oneous!.

SA:' & GEX svn:ch . I or Xo. 7he l anding gear can be ex+. depletion or son:e o::he:. How. c.. F Hght can be con::ic~ed wi±ol. h should be rea!izec :hat should be d:.La. :'he emer.en. the ba~ery­ Com':>lete E:ec:=ica: .ni:y :0 rrica! ~~ems tnope:-able.oa.! MA.1e: wi:l feec.use only as requireo. All elecn-:cai !. selected.s and the ADF . AC ~ver:er. ever.. ea. the e_merge::cy . wt~ :!le po.d r.. 7 h:s w:!.nters in O?era:ing range 6.sconn. give :he oa::e:-y an O??Or:u.e !ace- re!l'lote c. ?OS 1 :ion.:_{) o r HO':' EMERG.o:.ne CO. cep!etton o! :he ba:-::e::-y -. •-i!l feed. 7here wU! be co indication of gear position. of generator !ailure s~e they are powered !rom the ~o.!! ma.. b .d all !t.un.b!e .=: tabs.!.me obscureo. T he i:J:n?Ortant :tems :o rec:embe :. tnclt. :'he fael counte: will be ino?erative and !ue! quantity ~. Facepiece nea: 11"! •• no>: be availa.n :..Jte a descent Ul lieu o£ :he rna~ 1cverter. EG7.lt e l ec- ttical ?Owe:.ne :.MERG .e! exce?: d:o? 3. a~::.ai:l inverter. :. ::=:. reqwrements are: a!l :&C.ar. AH elect=icat :c.nverter saOI.nve::er ~: !". be co:ltinued :n case oi gecerator !•ulare so ~oog as banery power :-em. ~ais would be caased by geoe:-a- i ~!eron shii:er.oacs not absolutely needed should be turned of!...are: F!ight cao. 000 feet to descrease the !. 7 .ec3. beco.cC as soon as ?:acticable.om?&ss./OR :1eee!e. d. Compass switcl: ~ COMP.ke al! e!ec.!os. etc.r. as a main inve:te r for very locg. 5.ea:pe:-a~re cooc-o! W1U J:l?OSe a . b orC.Xt.!a.nte~ir-.owed by CODl? e~e oat:e:-y c::ent.ery drain to a mini=n.ded with the eme:-geccy :elease. but i! used . 000 feet ii possible.! ?=obao. . However. E~RG.uipment . arui the :anchcg gear :nd:ca tors wH! sl:ow barber po!e. all the elecc-1ca! !oads heat. E E EE AF (C)-1-1 SECTIOX !II In case of generator failu:e. wi~l be avail. ffigh cab~n tez:c- gency inverter wi:! SU?p!y ?Ower :o :he ?e:-an:.tkelihood wou.Fa!lure genera:or swuch shocld be moved :o tile BA7 EMERG ?OSi:ion. !>escecd to 45. descend bu~ld ap a charge.a.?­ tor fai:u:e fol:.o: sa?por: a heavy toad seen of !la.Dleout and to conserve the battery.d on the battery 1. F hght can be con-:tnued wi~out e!ec:r~cal Examples o! the loads with l.3AT only whe:::: i.Sable !:ems s~cl: as facepiece cbarge.ains a.ight :nstrw:nen:s.str\!!Dents will . 2. exce?t drop :auk fuel..u!e :ccicar. e.AL i!eat .ec!-ed.facto:-. remaining musl be estilr4:. !.er :o necessary s~nce vis~on wi!: evectualJ) ~eep bar-.ab!e in ease In!ght las: cons!deraoly longer. 2 m.!!d be ~sed 7hts :'!.a:&e power power and all fuel.on.i. lnvener . If :he ba:::e:-y suffe:-s a rapid dts - for LndiS~:l. :anit f-.:e w'.ently on sntall A l! AC powered tnst:rwnents.l! he!? co kee? :!I.j· m. :'h~s cha:-ge :o 45.me:-a eq~. Un::ecessarv elec::sca: ec. !! ?OSS~le. . Ba~ery . ?tece c!ea:.!di:lg loads such as E.

s selec~ed. as p:-ac- ticahle.ezne:rg • cba::-ge ?Oss:!J e.ca:ed by :.n:te.. leve! o!f ro prevent engine ove r~pe:ra~e.l !. !light should he te::. Land a s soo~ as practicable.a"·~ga:to~ system when ::he Xo. SW:tch co:c:.1 .nve:r::e:: i s selectee by p'.SWl.2. I! No .e.ahle.ac mg !he ~n. 2 tnve::.. cie s cenc! to 45. P:.to :he remote coDlpass. fl~gh! wil: be ha.:l not be ope::-ab!e.ec3 a: 35. I! ligh: does uot capped by .d:lvec AC gene:-a- :he ~o.000 !ee: to cie.- AC SYS:'E. The tu.ude truiicato::-.he battery durtog descent Z.he ~e!ihood o! a !la. ~o.::n. No.esl glow ..!t u battery charge rebuilds. :! the tt1e 0FF/ R5SE7 posino!l a:::d r erum to AC Xo . An air sta::-t usual!y is irn?Ossible. ::-em:ore co. indicato r v.No. and position.ed. all load shou!d be ::-e- moved !roDl :.!aL. I! inverter out h gbt continues to to allow ~t to obtatn tne grea:.ee -glowm.:".::-t atte::::tpt sv. T::im tabs will ::em. A:! otiler ectu:p:::ten: ~11 continue iligh': wi!l not oe affected. 2 i:lve::-ter a ~so !a:J. and E znergeney inver- ). VOR.oss o! the au::opilot. a h s:a. 11l."itcb . 1 mve::-~er fai!u=e . I.I:leout.c!ng tlle mve::-1:e::. I! both :he main inve rters and the EMERG i=verter have fa iled.Xo.lC be :enx:in. 2 U::.g AC Gene::-ato::. '!'urn sw:hch to :o ope:-a':'e !:-o::n :he Xo .ti tude. Com.. the No. It will the~ be ad.land 'o::.Ss. 1.-n switch to OFF / RESET ?C!. VOR neeC. b.inve=-ter conditions ~e a:J.Fai1u:e (Mam lnve:-t.F ailure o! the ="'YER :'ER OU:' "Warnicg .le. N o.:rgeocy inverter. 1 inve :rte::. N o rmal .SECTIO~ m AF (C ) .ly one at'tex:l?t could !Je cade beJo::-e inverter.~g!lt.alld EG-.tt:b in :he E~~RG posioon will r estore ?OWe:.in as se: prior co e!ecttlcal fa ilure .2 :. 2.34 . as soon a s p ~acticab. 000 !ee: or lowe : .ery woutd again be deplex.pass to comp 1! on en1e::-g oc.ated as soo:c. a s soon as practicable. Whee. The s::a::-t shou!C be ane:mp:. !\o.o.nch.ve::-t:e:: GE~"ERA70R OCT wa::-nic:g l ignt.2 !nve::-te::.re ::"'te::. :'he Failure !!tght shoc.S. Leve! off and znainca.er s) l.a. GENERA:'OA pos ition . ters fail :he EG7 indication wi!l cot be avai!. 000 iee: ii ?Oss!hle.~ needl e of :he !U:D ane slip e.a. as 3. ex:inguish. 2 position.in a.M r:ninateC.e:. :he No.1re is md. ~C.I:::l the a ir - c :r:a. There wi. :I possi!Jle.. ! be a loss of ~= is evidenced by the g lowing a! the AC :he a.V:sable to 2. 1. ADF. a~imde mdtcato::. most o! the eng ine ins:::-w:nent:s inc!uding :he EG'I' .inve r te::. 2.iaits. and E me ::-gen"C}" Inve::-ter c::-ease :. If the No . ADF . 3 . Inve::-te::.switch . :he b a:-. unpe ~a tive. D escend to ~5. a tttt. P::-ior to landi:Jg NOTE- i ! may be ?OSsible to :retti.switch in Failare o! the engioe.~s control ~nus ~ be placed in COMP position for ope:=ation on the g .

.on to aUevtate coc:ro~ forces. Z :.:s: !9oS 3 .AS S!.ne ..!s be. C . F :. ?Ower to :he Dead Rec~o::mg Xav:ga:•on •CC :ease a: n:gh a::-S?eecs.. ove:co:ne :.-e 55 ?St . :! the p:-essc. SYS:' E ~! .ane coni:gu:-at O""l. above as :-eq.2 inve::-:e:. :! !:.a~ eng&ne !ai.u:-e a: C:tca::or. '!.t:e :nat tao 1:5 mo. 0. :o.35 .:ec and t!l.... Go1st Co:n: ol .b:e R.gn: coes not go ou• aite:.o Rt:~A W.~r sw-:tc!l .PP:. Y ':'R.rn ctrc.... a :.. -c. U l: ht comes on d\le to ence:-!:-e .. of :ne :: .E 0:!. :he acn.!y ~e S·s:em 13 !oad • . trt.:~! OX ~1... qt:enc)" (below 8~ engine RPM' .Z J:.on.. Co .l SEC710X I!! Z. A:RSPE E.. Tu:--:."'n s'A".e.o o :.Y C01.~g :..s a\!toma::ca!!y removed. A:! o±e: AC ge::e:-a::o:--- 1 . o :. n eveo:>..:RS?EE :::> ..·we::-:e: !'2-S been se:ec:ed sv. ·o.A. Repea: System 13 wit: be :-ende:.:. w!!.:. ::J\lt t~rn ~Tun ?Ower sv•-:~ch o!i.. : o: :t:-~"':1 cone: - \\l\en tne AC gene::-a:o::.. 2 irwe:-:e: .. 7R. s.s ce:ec:ec :he t~e of ac gene:-a:o:.~n rnay not co:-:-cc: ::te o ..at..a. aoo::t anss.... system ..o~ :na ·be :eccec~ee oy mome~:a: t!y mo.· .o 35 o: exceeds oO ?Si.-\.ng ::te :nouon ::»~ ac : .! ?::ess\1:-e oelov.-rg co::di!io::s.-\. -U~.o-.."lg t!'le :a.aHy ana..~'\.. l ~:1ve:-te::.l :n~·e :.:o::ec !f :he ?res .s .ee ino-.e::a:ed a: :ce lowest ?rac:ical RP~J ! .:a! ::---:: opc:-a:. t=a~ :.:.A. Y COU"X':'E iC'G FORC..FF .w.. 'lintn an a::owab!e ~\lctuatton oi p!us or m tnus l ps:. and :.ev ec: 12. Sz·s:e:n I 3 is a . .ls a relay au:omat:cal:y :~fe::-s S)·s- :ems 9.re.:lg e"tg:"le speed A !ault !!'1 tne t::-.J"':"' s .E .ex:e""l<i.e o:! cirec::.on .air:.l!.'! :. Speea 3:-akes . NOTE 3. Under :he fo_:-ego:.:GH:' :-eset :s :-equ~ r~.o :o 55 ?S.: . an :ao moves •n ct:ect!on of :-.exceeds 55 ?Si...·.t!l mato:::-..~7ER::'\G FORCE .s s~:cl:ted o:i o r t:on.'"le :-\lna~a\• ::-U":'l e!fec: w~l! va :-v ~r.»>Si:.e tt--n ?O"'·e:: :! :.•! .a:e tile :r .. Speed 3~es .\ :-o::ci du:-...! ~e NOTE ~:tve :-:.:: : e ::»us loads .t:-oi !orces a:-e re~ . 5.O'. E XG:).r.cawa .'1 PO "ER sw::-cH . reset sho.:..-n ':)O~er of! . tng tn p:o?f!: m:sston should be cisconti::.xc-:-:ox M.gnt.!a!!. • 0.nunecia.AP?:..ce speed) . the Xo.! su:-e {a.de : of !l.ca:-:""i""i!'lg :::e i:lve::-:e:- 5. ::'i::.~ ::--"':1 to abo .: ne a.-::cn on anc -:ot.ted. AS PRAC":'!CA!...F~.AB . su::-e below 35 o:: above oO os: ma · ::es .caHy :ransfe:-red :o ~e Xo..-. cal!y ope :-a:.l!ocs :gn!tion loacs . en a. a~so ass.n - (because o! Xo..Ft:XC:-: o.w~s igD!~to:l sys . ?ressu:-e ca::e!-:ly mo::_. :.u::e..l:A!.fa:. !2.!oc..: ?:essu::-e be!ov.OW' AS PR. and contin..Lc be :ab to :no.·e 60~ RP~.":te co::t::n.. te: .~rp!.. ·o. YOKE . · 3 ••-\.. 35 o: above oO pst - o?e:ate a: lo es: ?OSs.a.:ec . :! DO mO\'e:nen: .es and assumes oc.1. a~.: rna.D .e ass..g..\"hen cor:. n - attem-.OFF. l . ca . . YOKE . :-R!.::g XOSE UP :'A.sa nged l5Au.:-etu::. !t .e:-ab._:: :he O. se tr.1.AS S!...he nonr..?~! a~c NOTE lane as soon as ?::-acncab:e. ~o ::elteve con::ol Xo.ve :-:er ae:on:la:!- to :-ecJ.. • .•e be)•onc tne des... !o:-ces. anc •.:..a: 01! p:ress.• :nuned:ate land:ng should be made !! O?e:-a - XOSE oo-. AF (C)-1 .rec se:t~ng..:e::ac: c:::::ess :-ec.r.· x ':'A3 t:ona! co::d~::ons ~:-mi :. s inc e continued ope:-a:!o::.-noun: of con::-o! !o::-ce necessa :-y :o :em :.~C:'!CA:. !a.. Gcst Cont:-ol .re Extreme ca : e ~us: be exe:c~serl :o fa~!s below 40 ps... 2 mver:er wi:: assume Sys::em 9. ?0~:-ed equi?meot beco::ces tnapera::ve.fa:.::-e O?e :-a:jcg :-an5e is CAUTION ...1s:... Wl~ an o:: ?res .tci::.e engine shou:d be o:.:e :..b ?Os..ne No . '.ng :-ew.o tne mve :-:er b .:e!.me the S s:ere ! 3 :oad . tr. .B 1t :no?erat:ve .

..ly 1r: gcs: .·a:c arw "-!!l a.:ee .:--n ..v stoo a r-na.ens~re even l.:n.:nav.o-.j( in gust .aHe::-ons tr. tr:m s~ . hgnt 7ne a'l. Fa ~ rec ~ :.:lt'!l a p:tch tnm co.. Otner :-cnaway t:-un cono. a. ~:: gus: .c:~ to center ?:ten 2.:::"O?::_o:.rcui: b reue::-s wh_!e obse::..ap pos1t:on icd:cam::-..o:-:s to shov. SEC7!0:\ IE .RED • ?ash the a~:o ~r:.-nt ::1~ -~ · :o 7rtc'l Fa t.er-on control wi!! be lim::. . c.u:e ::gn: on GCS7 pos.!erons on y u: gc...:.AP?:. gives a nose .thned !or :-t.C.:.· t-:.g 2 r.eron !aired !igh::.>es o! tna!!cnc::£ons o: Add 5 «n.!ons . app:-oach. Add 5 kno•s lO thresno!d speed. n t:-t:n tnaex v.·ato:. 7i::e .:1 s t'Vc.nding.:raJ capa:>::::. c a t.ooser-ve Fat:ed 1 :.a.E.E. Y COL'":'7. d.hese s.. F laps onl)· in gust .• a ::o :. 3-30 Changed l Sep:emhe::.19oS .st - a::-~ :n t!le G~S7 or FA!RE!:> ?Ost-:oc: oa~acce !ue t load a:. Ren::-n aHeroas to Fai::-ed io:. I :. o1lo:. AU of these indtcations shoul<i be obse::-vec! oefo:-e exceed1ng the gus: conn·o.ge.'!.n GUS':' c. whether :. .>asi::on.a! fltgn~.c .s rec.r:g be::c~nga ..!":' ~~ nt:e: s tch a. Z.uons car are Lgh~r .d make sr::-a!gnt it: a?.:p!er !a::s.:..d:ng 7ne:-e are se\·e:a! ty.-~t 1:-:rr.:ema:::ce r o! the f!:gnt v..l go o~t. Proceec as o.red. Plan no-flap tar::.:-e-:urn to Fa . Hn no •.O':.:e! !oad and !a:td frorr..:p cha::. =.:s: cor..r?la:-:e.ne r tnan an tndtcauon on the ele.R::\G F03. Aznoant o! a ileron :ravel.n·oach.:.o-:r.a:a r:nng to :. GUS7 pos.r:. A:!e::-o:::ts o::. "' :>enctn_ upon lite d::-t'cuon :he :cna'I.ccex :o a c::ar -. . Plan no . :!1 ee:nc:c: ~? or cown.~.Jced and fo:-ces -~:-:l"d.:n.:. Ai.. 7he w~ ~.ec !or Gt:S7 oosn:or.J:n fa. D:SCO~-:\"EC7 !:. s::a~gi::: .es An adverse wicg loac d!s::::-:but:on is of :.•eV:a::£on.m centro:. ::~ :.:.he ot ot o:.'le a.dered :or tandmg.ce :J::e gt:s: co:ltro: :s so t M:>Or:.. A:ier oos s::r. 7he .mHat.::o:nauca~. At.:c:-e s ·stem ~:1 ac.e s::r:.t c.. A.:c.-iAXUA:.:. sin£t cont:ro! o! :ne t:-an tab to :na.istics must b~ co::tS. ~se ::'la::ca..:.:-o! l:gh:s."'n tab e. Cha:lge m p ::ch t:1.~ C)-1-1 b.h Wlng f! aps and a_:erons gus: .e :na: bo:. :r:e p:!ot ::'l.flap l.e"eloo v.shows mint:S 40 !o::- -:1. A:. 7RU S POWER SW1":"CH -OFF.ndica:o::.ct'\·e ()".n s .::-cH.s: 'IL"i:: give W".:. pos1t1un tncilcator.:.:-!aces o F laps &:ld a ile rons sn:cit in gt. 3 • .)erated oroperly. ::"ht s 'ILill Em: :.a :Eons .S :o th:eshold speec.·i:::!e 0:1 ac:o - ween ces:ree.redcce ai: speed ::o !30 knots. 3.. F ~aps stuc:l(.:en :nm . .:tomauc !r.gc: :-Ce :! e.a::: :o :. u ·1..-.: a. 7here are severa! 1~c.n. A ile r on cont:-o! ~u oe :unned and "no-flap" crag cha racte:.:c t'. FA.rn con::ro~ ·~aH :Ue-"'nt~:e anc :he 1 ~~: ..Cl • \Vheel :rave! .!S: a wavs be created :1 only tne wtng !laps are :n ?Os.he::.u:n 0:1 ma:1c. tile g-s: con::oL 51-.:.-ay :>..a-~::io::t - :r'l-.rnx:at:o:::ts. !cese Hghts are l!h:mina.-a..!to t:~ !cnl cnec.!!aps o::. 4.2: •r. YOKE.~on..e::t:ra! ?OS:~oc :. .

functionillg.m. :"llls wiU occur pa:-t!ct!2r attec:io:l mus: oe paid :o :!::e after :he two s!des nave :eacn.s appa::-ect tnat one C.he Fai:-ed pos::ion whtle ?!ane are :lOt as good w!tn :he sta!l :-etnrning to Fan·ed !:-om Gus:.. ~o:-mal landing can be a:. return st:. tem.!.tJU:n?.H s:-~ps fa:! :o ex:end. damp swi::dtes on ~igh:: s :.Aely...-i:h flaps. tu:n of! the w:ng flaps.D T _. l. Do not a~em?t fu::..racter:stics to expect on la::ld- cold and does not :-espond to :.. try ~~e rna.ha: :he wing flaps con- The stal! cha:-ac:eristics oi the a t r- :in.fly :he a~:-c:-ai: close enough to a stall :o esta- I! ~e cockpi~ a . sicce ~t is a : eliab!e.)' be flown io gust: W:th only a 1. dose !ue! MA:.her dumping.a!1ua.Ft.aCe as : et\!:-ns to :he o:-sgt:J.n !u. Retu. At a safe a!:imde.Dt.ps retracted ..: S':'AL~ S':"RIP 1. RE7RAC':'"A3:_.a. A cal!LUtcrion of this systero lS not l i. FLAP CON:>I710X !er pu.mp~ng is sta.a.. With a mal· di!ie:-ence of 5° in angle .ec! a maxir. Bal. :ime would '!>e availabl e be!o:-e !ancHng :o b a !a.n.ce a...t:nlp valve i s ma.handle ::o the :e::rac: posl- AUTOMA 7:C ':'EMPERA7UaE CO~:"RO~ non.cooning dump va:ve.lunc~on and p:-o?e:. NOTE In the eve:1t :. ~ey will v•he:: a:1 i.the:-e ::::ta)· be a the gcs~ contro!. :! :c . A tendency !or a w1ng to d:o?.:::l."Y con- i:1 tr.a. d-.~c:-:o~ dutn? valves ..heao.:n VO!cg ha:ance concii:ion..( for tended due ::o hydraulic sys:eiD !ailare or conti.he au:on1a:!c m&.cg batacced posi- out!i:led l.nce fuel load vo hh traasfe:.e wings •:h :.het" one or bo:b sta.-s: E!t.. sta~! or s!.-apt d:y :hat not enou_ga can be taken. They w!ll :-em. Possible ma!.th the trans - ASY~i..'w!E'!'RlCA!.::dicg must be ::n.crl'cg With Wing F !aps ttoa. cable-o~rated sys - 3.:-:ed. a la.nl..s- conunued and !ael balanced 11r.g on heavy side.P SYSTEM ~~~U~C-:'!0~ !I CO:lt'~ol whee! o ffsets !0° f:-om original :'here . Flaps co~tioue dowu .o: :.ade .<?!: ac~ion cH non can occ':lr so :.::on ait..rnp. swttch :o g>. FAILURE Z. be automatically S:O:lpec. ..ad chec'.a.a.lS't.ue pas: :.mp£ng under an eme:-gency s i :u.e stopped ?OSt~on and ao COC. mtssion t:e.l SEC7!:0~ I!l 7. :-esume dum?ing from oo:h wings .ti o:: tions c!o cot ren::a:O synchronized.::::eC. In the event :hat :he le!t and :-igh:: flap sec . F UE' DU'M.m?. r becomes too hot or too ohsb cha.t--nping should be d..loss in :-ange.ng does not dump..p.o fol!ow !5 as foUo.ta! system.he t=an5!e :.a no eme:-gency method oi ex--encmg posi.n:. 1.!ec dw:npi:::. :I the flaps can:no:: be ex.iate :&::cii ng i s necessary..0 manual HO':" o:..e: du.l r.p:-o - cedu:-e :. a "~iring .! COLD as needed. !! wheel other cause.ow. temperau:re control rheosta<:. :"urn the cahtn hea t selec:. l! one 'llr. 5"".return to gust. Retracted. Cilacgeci 1 S Aug ~s: 1 CJo6 3-37 .::c e u:.r:1 '!" . AF (C)-1 .ru.

ESSUR. coole r :. ..RESS-70-':'EST OXYGE~ R.sho-..SEC':IO~ .:. 3 .ate at 42.:?pl~· :A:o:..:.t ts necessary to rema:t: at maxi- the cockp~t wHl be depressuri. ~o:e :hat 40.E NOTE I! a t :. 7he coole r cntt.tns cole a!:e:.m:. Z Cneck cefroste:.e nonnal the cockp~t ~-in be dep:-essu:-ized.. Ti:::e::-e i s !eet 0 .o::: i! necessary.!ZA :-:~ SYS7E.:strnent.. :0ve:-ter and COJD.by ..ce engine ?Owe r.of!.::-e::na. 000 pressur.Ba.EGUL-\. Cockpi-: a ir teJDperatu:e .-n a : r .re exc ept in no co:-rec tive actio:: except to ciesce~d fo:.y p:-essu. With eqci. .be cabin coole::-. 000 !eet o::..most o! the caoUl a. ! .u suit doesn' t inf'.as :-eqa:red.:gh :he sbte:a Dtay become f rosted.1se oi :oss oi cockp!-: te::.ho:.E .a:::~:a! ae.1.i e:tt e:t.YE FAlU .he cabl::: coo~e ::..R. 5 . ao so for as long as p hysiolog ica l f ac:ors pernut.! possible. In the even: o! loss of 0-Bay pressure switcn to eJnergency inver ter.rtiall)• or com?letely lost for reason other t!1an en. ':b:s lowe::-s :he CO!C a.on. COOLER BYPASS YA!..tna.':'OR .za.1 CABIN COO!.meout: ! . in"•e rter may !ail. Seal vat ve .l ~·a.ER F.ME-::' 71EDO~ GAD:.J...m... emergency.o::. !1 a1:· r emains bot aiter mant:al adJuso:nent.a 1-:::. R. o.~ORE 2. Red . P.g:ne po~·er .not: :s e::gine !1a. AF (C) . tude o r descend to low a !titudes t»ass '-"alve in a :>as.tr flo11o·.)' be exceeded at low 0-Bav presso. coc4epit Ian and defroster should be used to minin:nze this condinon_. This !owe::-s the 4.l ltmi-:s :n2. 1. :he wind - o:.itude.:t p=essuru.. 1t md:c a tes fa Hare o! :.t~on which dtveruo a :.ation.. an engine :-e sta:-t.:c ::o-: be u...zec.:e::. Descend to a wa:-me:.-: cao.. TIGHTEN HE!.gt-::e !la. 3 -38 .c e t! CAUTION necessa:-y .on. 3.'iromenta.meout.ail:: a t a lt:- ~: :ne:Ca:es !a!h1r e o! :. :. 3. Reduce er.:e ::he UHF radio tracs:n!:- ':ne mos: !:-ecs:o. 000 !eet c a lnn a .. !J cockpi~ p re s s·~e is pa.oc i! :::ecessar)·· ~o":e tba: I! .: s:. !>e!:-oster .oot. 2. Descen<! to a safe a l t i tude :.m::en-: bay pressure o! .a. i E~!ERGE~CY OPLRA :-: o~ S ince a.. :n.nd radio .above. De!ros':er . Raz:n a-r . if ::is necessa--y to :-eJr.&ed above 50.I. PR. mum al:tt:ude and the pressure Stu!" is operanng properly.n e: a tr ~mperotture.

.:ott!e -b~s: engine to max&mc.. FACE PIECE HEA:' F Al!..::::et ? ug. 4 . tile ceeC. E~fER FACE REA:" C'L:'Cu!: breaker.h.U RL I! a ?OgO !at:s to ::.ne hel. ou: tc. ab:e to :he p t!. restored by u. tracs.ot.F (C1.. 000 !eet. face heat c:rcc.g:u whee ±e ca·oi..t:n by a ccu :-ate!y no rma! ac11 eme:-gency s ystems conttoUing lhe !uel load at the bare s.rec ~y into :. WARNING .EA :" c.rcu:: orea. somet-. A completely :he a: rc raft i s slowed :0 threshold S?eea.:::ne.a!. L u:::::ted :e.mu t:aneously. z.a.c a !:i - tude exceeds 34?.s~cg the :.o these cases..tn'l!.dtsconcec:.e !ul! co:d pos.:able . 7o ob:aio emergency !ace .::e coct::-ol t :l the eme:-.ake a sc::a:~h:-:n !ow app:-oac h.:: brealte: .:::les b e tude decreases below 35...!y :e:ease.tion i s honer :. 1. witn a hung oogo as i : may Cl:op at any ri.han :be no:n:r. !! ti::e of the facep1ece . prov:de approxuna:e!y mtnuD\!. ci=p fue: be!o:e heat.»ago does cot rel ease.s co a:.c.ned !:> pu.ker - to.rea:te:. !.:t :s p!ugged d!.!CA -::O!I<S F AIL\JRE :::-ansm1tter and il!.:nw:n run ta. E E E E A. A!te::- by !oi~!a. N ora-.:r..canop y loss 10 r_gh~) ::s i!lg Oot.-! SEC :"!OX An altitude swi~ch will cut oi! :t~e olST-3 COMMC).. :'he g::-oss we:~ht o! the a : r c ::-a. :'hi s syste.:sed Z. Rel ease b :ues anrl :.g o! :he !acep1ece ..:::::t powe: . ::-tght s id e -of" the facepi ece a::d push :. So:ne con::. for a s pecial mrn.:toma~c te:::lpera::.minate d::e HF t=ans- mit:e::. Adva::tce :.he a i rplane has excetlen: takeo::f ?UHe<i. How-e\rer.. se?A:ate sys:em ~ s a : :ached to :ne !e!: sicie :he pogo w~!l non:na. ::-e:no\•e no::-::na~ system wu·es on the !and~g.:: An ove:-:-tde swta:h . :'here . Since '.e . pe do:Ynance us !cg no::-ma~ proced.17ass system. .uipa:e::: wi:i:lg :c:nsai oo W:U cot be possio:e untit :he a lti .'l be celCl :o a m:nun:. Failure o! t:he !acep:. Sormal face hea: wi::-es . twtce tne he.s.sency sys:e::::..1:es a:e '::'ace - opera:!oo W:li cont:::n. system can p:ovtde (s~ch 1 .ece :tea: i s evideccec :::::. 3..nic a:to"ls !aU.n. :-c-:: ·:. Eme:geccy !ace hea: c:.. which i s o n the :eft radio console. t::-ansmi ssions at a ny a !umee when :-eq-.e !ease after taJteo!!.disabled H.In reqUU"ed for the m:sston..o:s ?ersoaal ec. serv:c e ca.1:::1g a::tc :-ese:::ng Do c ot !!y O'-·e : popu!a teo areas E~R FACE F.n can be shortened by use o! the f o llovr~ng tee hoi que s: In a:: emer~enc}• ::-equi: :cg more :.a: ouerwise ava:. 3-39 .pe:an::-e coo::o: can oe oo:a.!c shou!d a.e - NOTE ofi ru. :"he !ace heat con:ro! can s ti:! oe .ti::-eci. s p:-ovicec ~ penr.a1 :-ecet'>·e::.nan norma! :~u hot a lone..Lres. 3. Xo:-=.hro:tle to ao~ :»::-:or to re: easing brakes. ?!ace WU1& flaps at !>-deg:ee position. 000 !eet.

AF (C)-1·! 5.overtemp 1s f.akeo!! ~n. . o .LFL~C . the :h:-o:.! not occu:.usted :.cgec 6 . Since ':!::..o6 Deleted Cba. wi'!.:!e can tnen be aci..4: through 3 .:.i.-.o trle deSl:eci EG7.g a i rborne.·ever. Pages 3 .. the !:ight may be continued by using :.:.Fo!! ?Ower takeoff t:echnique is :he sazne as . F :y ai:-crait of! r:::nv.: ~:.: p tlot•s a~ennoc dcncg :he takeoz~ :ol! mast 0e devoted maio!} to :he contto:! o! the a trc :-ai:. Hov. 1t 15 recom.. tila.Spect cue to obvious ~dicat:o:-e :-ror.ne overspeec o r ove :-- te.. using care no: to stall afte: beconun. 'ove::lbe: 1967 ."a\" in a two -. Ho~c control colc.Kn!lt a tti.ltte likely wi:h :ne th:-o:tle at the fu!l open postuoc.mn neut:a : a: the sta:-t o! r.. the acce!eration to takeoff a u · s?eed wil! be mccb !aste:.or the gat:e powe r takeoil.re :. A!ter clunb a i rspeec :s esrab!isnec.a: an ecg:. :'!:te poss!bility o! eug~e ove:-- speed anci o:.L POWER 7AKEOFF ..:'10~ 1! ~e EPR system is Si.mended :hat when tbe :.hen '3e b ackee o!! s!igh:..m? condtno::.. FC!.y to :ns.auie.h:o!:!e is acva~cec to the !ull powe:- posttiO:l.he EG:' ver sus OAT scheeule. EPR SYS:'E:M ~!A.

4:-4 ARC 7YPE 15F Vl-::F AIR CO~!"':'!OX:XG A . .. . . . ."C) XAV:G. o •••~-11 ARC -:'YPE !2 '\. .A_. _. .'.M (CO~iPASS Dtrecnonal lndicato:. 4 .. "'"E A-'":> ::EA. . . ~-s. .:Cc on ::..DS. • . . 4:-4:2 AFCS AC':'OP"-=. ." .. o .."JCA 7IOX A. .s ?4='! o! :he A::::i::-.....-5-s- olB':' .::> s . 3. . • . .s !ocateci above :.••. ."FORM . .RROR -i-53 DlTERPHO:sE COX7RO!.:cn . • . . ..on.EM . ..meC!a:ely he:he:- ~c.: 35 RE~DE Z B. 4-53 CO~fl. . . E:£C:'ROX:C E0Ll..FROS:-ER FA:.-P.:5CE:YER . 4-!5 3 400 RATE R. • .'\ . :t .:ld a pilots direc no:1al :.heaci. .. .PY-EX7 ."':':7UDE HEA.. ..A?....o es:a~ l:sh :he ?rope:..•._ . . :: consis:s oi :!le se: headi::g sw-. .!EX7 . .-!3 AG:"O. .~':':ON EQ~. . . . . . • . ·s:t. ... . . . 4-53 COMM SE:£C70R PA. ada?:er. . . . Sy::tc'!l:oct %a. . . .3 F . .. . . .!:.... ."~~-: SYS7E~! ... . • .. .des.sca:. • . .:on bd.. 4:-23 s ~.!I..!:-nec .:!rl:- a U la:!::-. .E": • • .4:3 Vt"DIDSHIEU> A.39 w:~-:>S":-!:E:. . .:ACO. ca:o:. • . .••. . .MA :-:c 03SERV'ER . . "A\r:GA':'!OX 4-5~ A :. . ."ith :he !!\:. 4-53 SEX:. ...••••••••.g Reference S)·s::eJn (AHRS). . .-EOt:S EQU!?." S'iV!':'CH 0.!:>E . ·-: 4:--iZ o •• PRESSURIZA T:O:-> SYS7EM •• A -:'C SYS7.. -:'he postti."'fo:F 7RA~~CEIVER 4-~7 HA7CH 'NL'l:>OW HEA':'ER •. . • . -l9 L "-:-ER. -i-40 P~GER . REAR V!E"~ •. .:. ARC-3 \":--!F RAD:O SE':'.he S£7 H:>G S'lllr.s be. • .. . .During fast s:avutg The co1:1pass sys::e1n :s a :-ez:::lo:e tadica::q. . ... . .. ...cates to the p:to~ how w~l: the g y -ro s :goa: :s synch:on. .~ A. . . . a gyro p!a::fo:-m.•. up o! ::he a irptane. :he di=ec::ona! indicator sbo-..!U).'.:tdtca to=..X -*-! . -i . .39 -i-53 MICROPHO.:A3 . • 4-50 LIG H"':'DOG EO U!?MS X':' •. :"he i. . 4-29 :>E. . o.E.:. . • • • • 4--TO DEAD RECK01\"'I). .• ~-18 P . .. 4--to DEFROS~G • .he nose ccm::pa =t.3 p:... .'\D CA:>:OPY A:.. . • • .0:. A."D D1en:.on of the side cousote.::g.-!2 o A.. • . . . . . • . . .de Rearl.'lD ASSOC:A TED ~!AF CASE • o • • . .:XG SYSTE~! . 4--iS OXYGE~ SYS':'.. .~ca:or . .e a compass control panel locaced on tl:te r ight coopass cont: ot pane:..iL-\. • .:>::XG RE:"Ea. and a.A:.-\.!d be ohse:-ved gyro . .~ ARC-34 UHF RADIO • . :he ?:-ope:. .:.II:?:if:er loca~ed ~ :. • • • ..m. -53 AERIAL REFUE:....G. . . ..A ':'E METER .=.. . See figure 4-1. .. • . . . . ••• o ••••• ..S. 4 .! . .JIO COMPASS • • . • • • • • • • 4-48 PERSOXAL EOtJ::P~!E:->7 .2 FOIL SYS':'E~~ ••. . .3 HF TRA. 4 . •. AF(C)-1-1 SECTION4A DESCRIPTION AND OPERATION OF AUXIL Y EQUIPMENT TABLE OF COX7EX7S PAGE PAGE AHRS (COMPASS) SYS7EM ~-1 A. . .. . .. . • • . o • • • • • • • • • • • • • • 53 .51 DRIFTSIGH'!' SYS:'E~ .:tC-50 .4:7 P!T07 REA:._-\:.. • . . .. .n a magnetic i'!llX valve located i : the lef: 'll!nng.-19 MISCE :_!. .care ~!! show . .EXCE ~-:J!CA TORS SYS7~.-:'he SYXC D.. • • .. • .dh-ect:. 4:-39 RL33ER CO~ ..ng tl. .. a::d t..~!~%ed sys::ern designed !or use in :.%ed . • . . . . needle ind.. . . ."XE.

"':his se'!.he slavec r.::ton ias:.-.des a s:ab!e di::-ectim::.a!ly synchronize the sys- anc :urns the compass o!f. setti.ec !or a screwd r ive r .agnetical!y sla ved syste::n.h.r egarcless o! con:ro! ~ob is -.tch de-:.:.SEC::!O~ IV A A:: (C)-1 .·er is app:Lec. ~e compass wi::l oe ou.free d~::-ec­ :ior~a: gyro with correc:. pplled....ector is .lon !or t..t. V.a. The inctcawr !s very sens. ~ode selector switch .Oe 5 :. :a~~tude :o tile :tnC. pe:!ods espec2!ly dc.~ded..re 4 ..ly p1.!n DG . PuSH :-o SYXC bc. powe:._~-:.! valve.he effec:.ncg turcs.ex t:eark on :be .::ch -momenta- !lass ~his auto:na~tc c.ernal :.em ~ :.~~ ::..e.el con:a:ns :he !o!loW:ng: wi!~ de\--. is loca~ec on tile -::ng as a m. the sys:em.posic1on:r:g o: :h!s s~-.h the swic.>ane!.!rposes.ch i::. Compass Cont:::-ol Pane: When set p:roperly.S ..'ben ext. !:. o! tne ear-:. !he gyro spin-~s stays ! uteci rela!ive :o the earth a nd proVl.:-ica!..code. I~ COMPASS CO ITROL PANEL @ "':he proper he!:nisphere is set by switch!ng to.. :'he latb.he :-elAy ::-e!a.. :r :>C ex:e!""". This SW!t.I-.: .acmg.erm. also can relay opens the compass powe: ac c:. : he compass powe::. 7"ce SYXC ::xD ~ O~!"aL\-'e only lQ t. r eci eeae!ng tacle ._~\"E :moee. S.1shing this b. gyro s:abi:iz.ate fro.oca:.m cente :-ec !or shor:. . :.tive ami The pa.'"ltc h pos inc c. or CO~P - magnenca ly s!avec..!-~ .Ilg. Tnere is one magne~ical!y .he~d com. la : irece control is disconnected and may be lei: a~ ¥111}.magne:ica!.a! ::-efer euce.-ned to set tile existing S"Q.-e:- .eh on}" con: ro.o mant:.. co:mpensatio:1 ior driit causerl by the ro-:a~on of dte ear til. the ngh: :o:-war e side console.ec adjacent :0 a windo otsplayu:~g e1:.a: pov. F or groc.er lhe X o:.s co~pass ?O"'er this s~~ch can be csee to s:!. :-his provides e_ec:.zes ve rr ~dde:1 by p!.ec.hls conc-o! !s usee ocly ween ope:ra - zrou:nC.· ior no::-:hern or 5 for southern aemi- sphe::-e . SET f!!Xi (set heacEag) s~::ch . care .noc feamre ca:& be :-.s O:l..1. S'~n!tdt s~avec. Wnen opera- ~"hl s panel. synchror.. the compass wi:: :ing as a f::-ee oirec~oc.":.:noee ..F igc.rcui: be used t.ce be on when :he :nve:-:er . "wttch in E X :':E R.es.ass powe r SW1tcn on :he r~gh:-har:C console .t.xes anrl s~tches c.hs rotat. powe r :s pro.e!t or rlgh~ w any O.!y Com:»ass Powe::.g:-~d na"~ga':'!on p-. AIRCRA? T position a:lC g r ound pov. :'hls ts cone by turning a s:em sloc-.! gyr o.. a io:. !igure ~ .::on s.be compass powe r bactt oc :o the m"·e r ter bcs.no chec~s o! the com .he BDH: wnen e~ernal power ts app~ted ::o the recep .r.is removec. bttt no: gyro srab: - hzed (bypasses the gyro pla :form). '\\'hec no :..1 4-2 Cbangee 6 Xovembe:r 1967 .wn.ines which soc_:-ce o! heading mforma:lon is presentee on the heaCing cox:-ROLS ::ldxcator (BDHI) Card: DG ....

y -oo !atatwie we dec Lnat:ion of !he ear~"ls ma. ~.! otile :.P .::-a:e :o ""-1:-hin p' .. t.noa.at:on to the autopitot ace ~0 :.c:a~!y assumes the D!REC-:':OXAL GYRO ~tO!>E -:o.a.entat:on of L'l~ gyro a.::>G mode shot:!c be -sec.S COnnec~rQ • s ..ortn.n!or .e .nd inverter power.-:'~e se com?O en~s.=:. loe CO~f.. des1. :-ec:! ~ag wi!: a?Pea:.io:-ma:.::. ?:auo=-m.. 23 oeg:-ee m tnts :"he ~ys:e=n a_:..ttmes.uc ':"he headtng :Z. Laut:~de . ed!c. ttonai.l'lus 0..s .on occurs at any !at:tuce wnen :n c.e defines the c.he ci:-ection.. ver:er-. rr.. espe.... turn. Compass ~1ocit Se. ~t..g ?rO?t!'!".avcd S)·s:e:n. sed w~ene" e r the :-ed ! .nes of fo::--ce c reates error-s tn a magnet:cally s !.:. s '0 :.s 2 degree .on a· pi~ot str. and Comp.AE"7 pos!:. ar.tt.. (tf g:-o~nC. Dts:or:.~ :nCica:or (SD.g ..neh ..mode.cn::-oc..y..xce::.or (BOt-= Card) and :o the a.a~"!caH• sv"l.e heading t:Uonaa::lon moee..on on tne SD:L:.:-ed moae. £X TER..<1 :s v.0° ~ o::. :'he electt:ca1 stgna:s fro~ tne i:. !ll ':-"tee on anc ~"!tee at.ronizes a' D'!ode 50 cieg :-ees pe::'" seconci "'-"hen !t:-s:..ve moC.: .~ •1c fie !. 3.ex... ·: S tavec Dtrec:ioua: Gyro. _ SYXC-~'D .~U r.wi:eneve:.1... by momer-ta ::-t: .ot be steady beca1....::x. :he autop1lo: v.·..3"-.d COM? M03E hem. f11!X .-:-e seve:-e rr-agnetic disto-:-::on aeadmg inio::""mati.om.d be acc<~. AF (C)-! -I SECTIOX :!V A OPERA. a tly '"se!44. Com?ass Powe:.re when ope::--at...ng .:cak or dtsto-:-ted.P mode should be .· cc::nte:-eC..:to.?pLed :o tne di::-ec.tzacton can be spc:edec up • . bead~r:g ~n!or-ma::on :s.S.:: .Sv..no:-.sphe.tudes tn e.s ?t:SH "!'"0 SYNC t> .! Ope::--at:on as a !ree ctrecuonal g) ro (DG nee essa:--.n the DG L. .ag on tile SDH: apoears or s!a. ?O'-Vrr . b~. S?:-.:o se.. ior nO\lr.at.nctto:L.. :n th.:-ec:..masses o! 1::-on. i s su?p! :ed by :ne f'~wc va:ve dlro~gh the AHH. inopera:ive.ng .nt. plus or rn:.t the card 101.d. occurs.. ti:.reCtlOn Of magne~C :..ose proxL"ll!t · :o ~a ::-g.~: for proocc-r !alaude ar. :-ce compass nea<hng s:g. ?usni:u~ t.:-}· l9b7 4-3 .s tnope:-a:nve. Lt::-n:sn :he magnetic heaetr.or tn CO!\i? mode in order to rna. amp!-f •e r of :ne AH-'5.1sec . s avt> rate of 1°t:) l. t~n .'te mode: :na·• be . and :ne .H:! Ca'::-d ..:he g:ro 7he svstt"m ma: !)e op:erated tn til:-ee modes.se tbe :r. p!a!!orrn !s not :t. a:u! goes to :he d.-a:ve signa:s a:-e not g .i~~ be systcm requires boti:! DC a.. Yben ooe:-a:ed tn this mode :he flux vah.y lat.nd:Ca:. Sv·"l.ect cept ac.s of .."i l not exceerl 0.~ro stao1. :"he the :-ed !~ag a??ears....a! tr. Abo"l:e approx:ma~e.1:~::am areas wh.. The Changed 5 .. !ieadtng e ::-rors tn :Jus mode of ope=-auon . p?hec 10 !-:e g :-o plano:-~ ar.de b.mm .. tt ""--!!1 bt.AVC: D ~!O:>E NOTE Opera: on as a mag"le :ca!ly slavee ccunpass Whee ope::-a:ing on ~:lt· EMERG in- SLA rnocit-) rna' be st-d m any locaL:. .:.. S :. exceeC.u:ee.::-n-. fo:-n::.ch.:s mode snou!c ~ah·e a:-e s ..0 per minute.Chec" nc..~A!. 50 deg r ees ?er.a: er-rors ~::1 no:. :"he CO~f..!ona..or> •n tr.tomat.Cll !.::.cator (BD:H: Ca'!"d) in t!le cockpt:. whe :-e :be magn.S amphi:e:r !)ypasses the gyro p.ecto:.:oaceci tu A!RCR.-cessa:.s moce :r.ct~y bv :ne od.e l.

. Also any of t11e tnree axes can be seiec tively d t sengaged...tinna. ? ttcn rate anc !t.o-a.- Co.i SUbcOmponent..tO'!lliot e"·c:. A duar freq . ~tghe :.co-:nrol 0cs .oo· ::~er.)e::-!o::-=:a'"ce. oane4. :'ne col"nc:ct"'d to th .WCUCC do lo ate:<! o.po~s may 'l.o-..'lo3s .r>_ :-!o'c and Ya".ACJI.o: contro..attng axes.1lrl be mace only.e. b . ti:e Av :.!unc ::ions occur .::-ct.to:>alOt O?erates 0~ e::ze::.ecteC.aoles con - unuE"d use of goori axes ~n case ma!..s::rr:en: of o::.s:iize . Do r:o: re!y exc!csn•e:v on these :r.t:-ol (AFCS ::.: the aa:optlot rnent K..: s.. ~tach nold ts st-.ng the MACH b~...s '!1:"0'-'tded to :ht. p.:.a:n anc tne E~GAGE s~i:cn OT .n ·~u:n'.ga:c se:ttngs ser.. !U-'Tl.tng ctrc1..h. ot 1 :::. _.:. P~SH 70 7t:R~ .ce::-:a:n c .lce cal' !te va:-u:c . A:F {C)-1-1 1 pa'lel.•ICl:..e ~.di - '!nere a:-t" ~n:-ee ?Oien:aomete= t::-1.ca~ec on tile lo\J..:he ~0-: o:.stc:m P •tch a:t- t!.=-ee axes tnope::-a - f -:e a. enc}· tone ·~o-gy:-u .~CH button.n one or iWo axes only..Ul the tn• lr>T t..itt:' re::. s enga~ed a"ld cor.ntL..=ph.nude hole mode 1s cot :nstailed 10 :.e or rr.:..ctrtc servos :he A P AUD CO oushbt-:ton switca. a~ttO?i!o: '. tO"le dtsa-::. :r.:rou:ng ?=o pe=ly..07 D!SCO:l\'NEC:' :n•s oc.t::-c::s can occcr .lOJ Act.:-:ox :.ef.D. s •s:em wh.o:na~:c ? l~gh~ ?lL07 DlSCO~"XECT lig:~: o n lhe annuncta..~t.tgh: ..'0 : b S\oL:tch. sht?S cont:-o ~ab."n :Jar. ::-e~en:a .. 7he tOl"e w •• t not !uncuoa w.a. He>ac.DIS- the eme:-geoC )" tn'-·e :.s'' ten or toe ::gh:.::nee:-.rn?tng ... 11 \.!· an~ '-e-s are .seu:~gs :'he p:tcn axis can be contro!!ec u:...rol pa:!e' and a: C::"LoolSe ah:~. The auto'!luo: e!!ects con.ane! : ::-ol: :-ate .t :.n bote.. a:-d t~:-ns canoe r.a..~ tr. the aO!~O?::o:.1:d~ pla:.. rrodL Ro. 'o Z ma:n ~n..he AU70- :orm.. s'"~ :ch · O:FF or.toptlol cont.rn. :e ft-~"G ..pun:.he AU70P:!.cno'!l.AS7ER CA.?~:.te.c!E"d by a snou:C.u:n na.O.t. s"'l.rc:-ai: con::-o. tght. attitude o:. for the a u.enon on the contro! :-ne autopdot rr.es.anc ~eac.t.on o! tro o f tnc: at:-craJt tnr<n:.: ce "nee.>:on sho-. t.1St:nent o! :.n.. and engageme'lt ~ s ind1cated by a e. on WARNING of tnt..~.:."le Cua.!orm fl~ae. Dt:r:ng coc::-o· nc:-.e!y rlisengagee pane. :n no! •...1gnal.·e "~.P'ClVtd .extSt"'d a: Cnanged Septembe r !9oS .x •-a "'e ::.auon ts s cnch r (.l.a.ne pitch a.: o~ :r.:.:. a."lg :he ~!ac..ed to ::be magPet!c ?::. ts ?!'O'\. e ?:7CH n::-. ts a L"'ar . ::>-..1..1a<ie :>~ ::otauon of •-te co11:ro! ?a'lle.y O::lt' ax1s or 010. 7he :lt.va:-cmg .. 0!' t.bt con-ple:..uons arlJ. ~xcep:.:l.ng ~n ­ w.2ht • .·."lts at-:-\..erl b act.la ~.e :-:er ou: "-::: not O?e::-ate on CAt.U:'IO:s' !tgbt 1n_ ::-E"f~ :n·n'-o: txor:na·..•.jc.gn e!."' re- e"I&agt~~ of any one o. .e :.:nc: d l se t~a.:.e"l a.fter o::-ov:stons.: raft at present A..?3ne> and the ~~:.nese- '!lG•s :n P....'•"E!<._ be necessa!"'.e S)' Sten-.n at:!tt:Ch.:s::- ca:ions ~o C.ment ..:.!SCO~~c:.tec !o 30°.xts :s con::-olterl to ~XGAGE.o-:-e oi :n~."1 ~:.s removec O\."'n?!"OVt.ot T?:e oas a.ocom.:.· . o :-o·a:.er. t . :he cont-o! m. ':'in .!: =>e nearci n tne neaaset \L'hen :.. fa •• ureS OCCU:.e:-.s:t ze ti:e res?" s~ and . ail -aat:.o::.!acn . At:.. ~ stern.. j)O!'~:on o! t:'le •ns::-u.o::.c b Ca. . her. either dese.~~1 not ::o:-:na!. l anc P • tc:.cto tOne canoe stlenceci ::J) acti. 5:-een hght ins tde the ~t.ca.tne a~to:H.g~:..e:e:-rnme tea. ':"he AlJ70- :-n~ a-tutnlo:. .>anen! !a::. s."1. =ende-:- an.i"ltai:a whatever !\tach nambe::.nate :..ht-: . .!AS7E:R . ::o:. by p::-essi..:::1 a.. co~~c::.a.:. a-:O?t!ot PO\\'ER ~"Itch tn OFF pos..Ioo th ?O'. 7be a!:.~!ach. a .a 1 of Ule auto?:.:Ct":.-t:? ar::.a! AX:S Ct:':O?F s~tches. ! :-eqcency auc:o :on<: ln :he headse •.o.

.on.. V.ec! hea<i::tg or :he master caauon system and llhu:ruaa:es knoo locatec on the BDEI .wi::h :he CAU:-:0~ .! ':>lv.sed fo:.ess.\!!op:!o: a::e.:O:e new ~CD ::-:....-. :c .ng s:'!·s:em ::s ::!dicatec.oca:ec above heac:hng ~tao"".a!. Wi:'len C!-.>e :-a:.g :he bi..a: ?::en :. L ....::s.!=::lS A spli t l amp and pusn.ze e!eva:or co:::t:ro! forces ne:ng AU"70 "!'R. Inc~e­ togethe:.MA 7!C P::"CH :' Rn.. sec :a:~.~e OFF O\!t:On anc se. ·s:-Rli.e ancu.:..sec~on o: :ne h gbt.n. oo..-\! FAl~ "7E S:' S-w!!C!! :s !oca:ed to ti:.! .uneot pane. llRE hgbt .tght assemoly are d ..::or.mmea v. s"·ttth. whtle on autopilot.~e lowe r r :got s tae aestreo to se :ec: a heaatng ~o be .::)l..m?tS :o ::-. t-.c-e .. .i: : s The !owe:... :'he button. AF C) . or ~ tee AUTO 7RU. :! manua.ow~= s~cuon o: •~ !S merely necessary to press the OFF :b~ assembly ts an advtsory hght . i s par: neacmg o v :!!r?t~ng the ?=ese. .oen :he :~on :.n the Tbls syste:::n a1.nc.n sec :ton o! :he Lgb: ass embly t:-ansfe :-s :he :he ~!acb hold mode.the au:opt:o: is selectee.m.ti:e: rnanc. the .s c..CRE a:!c CAG:'IOX !!g?.xnu!. o! :.G S:E!.e ~iACH bu::or.it Egot ass~m ­ AU:'O. Bo:n sect~ons of mace abOU':.o Macn a!::-speeC.. 7he . Use Mach vern!er do not use pucb co=-.y can be accomplisheci b)• us t ng :ne .oc !o : e.:M F AI!. ign: wnene. :i the ~iacn t r :O wheel has ts e-:1gagec and ma.:-!OX ~igh: does not . 7he Au:'O :'R.URE. . wh:!e .. HEADI.lle HDG b1-t:or.i FA:~liRE.bu:ton swncn assemb.~c:~on o: :he H1Xi mode s!a\·es the a~.H .'\t::A:.eci.m w!tee.1toma:ically ::ooves :ne e!eva:or au:o=nauc ?itch trim coo::rot ci r cu.L AXIS ...._:o ttu:n !ai!c. has been selec:ed.:toma: ~c to manu.ca:. Ac:~:icg :he s1rl:ct: by rotating the Mace t:-un whee.attng the AU:'O TRIM FA::.. At: :'O :':tn.m weeet ?OS i .-e:- :nenra: changes .:-ec of the !ight. on :.r::anci b:ob while tn ~!ach mode.IDe ~ch hold T~. :he:1 ?ress :l:. a?proxt.t.s itlu- mmat. ? ress- ir... nc. :-s con::o .on.ns::u. .. pi:ch :run con::-o: i:-om a.:.ec: ~ne c:!es.at.or.. s o~ mtnas 5 knots) can be rr-a1ie crease coo:rol !o:ces.:.:::1 ope=ation. :'he upper secc•on push t..hen to t."l:.HE •.ope:-at!on o: t!le a..lo: servo tr.EC:' :Ce T~'f PWR s" ttch ~ust be 1n tile 0~ sn. ~iA.ce aga:a :nc rementa : adj. ?t"O?e =.lttoc s.eob.. has no s tops in et:her dtrecuon . :! the :ab :0 I:ltnun.S mode.a system chec~t.nstrwne!lt and engage- men: t s .too. ! !lum1na:es ~neneve:.Manual :ru:n rna)· be selec:ed by RO!.. "G :lOW). CA..! F A.re .bu::on sw-l:ch are .c Se. apph ed hy the ac..-rnoate a:. actu.ator pane..o:.. :'he Mach :~:..e :-igh: of ::ne sp.. :s mo" ec out o.: of ~ ts e!fec:Jver.oe tnsn-o:.:.:to­ ..>:-eselec: ana a push.angec 1 SeiJte.. P••ot :o w:::a:e\·e:. :run o.. electr:Ca!ly centered eacb :!.ates a: (a~!.:stme-::s ca!l be rra'lua.mDer 19oS .ndicated by a g:-een :ight ins:cie t.MEX7 !.m :h~ tab to ht- mately pi.! t=un is des::eci. the a.:irn con::ro! been used to the :un. as a ru:o :<.. anC.!-1 SEC :'IO!'\ !V A the t~me Mach hold was selected .head:ng ~s se:ec:ec o • tile ''bug" on :he BDH: ..a! or a~.£ t!:~ OF F posi:. :! :: ~ s tr.men:. t...cate.

n. :'here ts a XAV mode bun.•o c lutch I:lo:Ors .on COX':'ROL PA.EC:'IO~ IV ..nl t. Ftgure 4-2 4-6 Changed l Septel::lber 1968 . :'he conttol pane:. S!lOw him what sort o! ~:-aosients to ex?ec:.~:ucie inc:- cator s :nce this insc11.l i: is desired to tal(e up the p:-ese:ecced heading.!":'"Ol..ment i s sc..he au:opilo: becat.:tn.rcra!l.d note :. icst:-u. 'e © PfTCH YAW~ :'hese indica te (b)• deflecting ba:-s) :he d ! rec- ':lon and magnitude of the signa~s being su?. 7 I:J.he magni:urle and di:ec::1on of :he ba:: de!lection before eega ging o r d!senga ging :.c ~!1{ ::: d::-l!tsi. :'he ? ilo: sbou.nc ices a:-e loca:eci on the !eit-ha:nC. bl!t these are not no: t. AILERO~ A..>ilateve: headtng ex!sted a : :.eft Roll Right the H::>G tnOde. b!lt i : is no: used on this a i.o the eew heading.ons.ropilo: ho!ds whatever P n ch ~ X o se Down Nose Up heading the a irplane was or:.oee. a: :he :in'le the ro!. cot be :-e!e r eoced aga::ls: :ae a:..:se :.es~crive a uto- pllot ser.gh:: hand COtl.:.he rime the H::>G r:loce was tur ned of!.'b:ec: t:o p rec ess ion d u.e:-on and e levator ::-!.ts ·was ecgagec o:. :s located on :he .ricg ':llros. NOTE :'he airc :-a!: should oe t::-im.Ob Wlll automanca::y remove Roll ~ Rolll. @ @ piied by the Ar:RS to :he :.:.nce o! r:DG sel ect.:.re -4-Z..ight consol e. z:::ode shoulci be NOTI I e vaiua:ed a: crcise a l:::ude 01:J. a:so :he ?e":"fo: - ma. just forvo-a:d o! :he On heading se!ec: :r.. !I the HDG sel ect mode : s not engaged.ment pa:1el.1 ... on the control panel. AF (C) . Use of tile tu::-n .y.v.n:ed as close to bands of! as possible to avoui t:rans!eots ·. !igu. A ll InC ces E ngagement Diseogageme:rt: turns made in :.~e prese~ec: oeati!ng mocie are made a: a Dank angle of 12°.ocie bat+.X:> E~\"A :'OR ':'~! l 1:!\'"DICES AfCS CONTROL PANEL I A:.>lane will :urn -.l?On engagement.rtey wiJ.1 ax..:.. h~ ang. the au.. tJ':lSn the H:>G bunoo and the ai :-- ":':im At At . S. At:to?!lot con:::-ol pane! has XA Y and A.e s!::o.:Sed i n this a i:p:ane.~.

1..l pos i - tion. PUSH :'0 7URX JCtOb in clle center tile fuel cross transfer pump. the yaw :nttoduced tending to ~e 3.l or ~o. or- z. 10.. anrl Yaw a.1 . -:'be cont=ol whee! green hgbt on . !n this case.ll. a nd ii chatter ~s encoun:ered. ~GAG~. 9.. Wben des i red.ces n ear neutral.I desired - green l. I! the !"l!dde r as d t splaced by :he aum p ilot. be comz>ensated !or . se: too lov. I! even ! ight turbulec.~ the !:i ght as sbown by swi :cbes .rn ~ndex may be \-Sed as an . the a i rplane ru:-n. .dex i s leve! .·in.d i splacement . ~:-!In t r.nc roll :run i n.'"'ned 10 aU three axes .at s.on of p:-ope:. 7hey sl::ou:d oe adjusted to a btgher or !owe: sens! rivi ty as necessary to obta in stable cond. pos:rion shou!C ~e c~oss checked wtth tne roll trim tndex du:ing !uel transre r.. ons : c the pucn a.. cisengage usu:. F u e! can be :rans!erree untll Ule rol!.al conrli t!on and shou!d not concern the p tlo:. 7hls i s a nonn. The roll ~~ . AF (C) . C hanged 1 September 1968 4-oA . Se!ect HDG SEL mode :.acer:nect oi the rudder pedals on engagement. w t!!.fue! balance .auons m p i tch or ron be pre- sent a!:er autoptlot engagement. Should osc. AHRS operating (10dic a:ed on BDH: the ya~· ax:s of the autoptlot was not syn- flag retracted • chronized ~1th the norma! rudder :ra. NOTE 8.. 0~ ~o.a :opt lot engage- ment.~ the ra:e ga~n po:s are wneel bu~on or control ?3-Del sw. by the roll axis bo~d i ng a wmg low in the Power swuch . the rotl t:un •ndex wtll be :i:le result o! un- balanced fuel and should be cor rected with o.JUS cu:oif rn..gbt on . (detent) posi tion. Z.1 SEC TIOX IV A OPERATIO~ The actop ~ lot sbou:C engage smoothly. there may be osc i llat. ground acjuscable =udder tab was not p:-o- perly set and t. Se ect MACH hold mocie if destred .t mdtca:tes :hat e i tile r the 1.oe atrplane was i n yaw. A t rplane tri m. Roll..checkee ON.cbces be!or e and a!te:.ce t s ?resen.g cont:rol bable andication tha. Any --. that the y a:re set too iugh .:!ons. i t is a pro- 11.nc! ica:. P i tch.POWER • dU"ecnon oppost te the rudde:. Check trim i cd. Engage swncb . Inverter .g hea vtcess ti:.:cn.ay develop late :. I! ti1ere t s a d~spl. the YAW AX1S C 0'70FF swnch may be turned off.

Tc.6-ach ga: n . I: the des:red aeadi::g 1s approacheC. the a i :-plaae 1s on push the . of 160 KIAS !1. if any. lt sboutd tna.cated a. :nove the oog on towa.i.cg :.he Maca hole mode ::-ot! ... move the bug to soll'le beadmg less adJUSted for peaJt perio:nnance. be tr.ne dete:lt postnon.l! ~e.b schedule ts not a constant ~ch 7:lrns ma · a l so be :nac:e O'\" cse of :.ne shortest way for.D nauon o! the green light ins t de the button .n one o! ~o . -:'he !. there- has oeen achtevec in pltcb "-"tnle or.he HDG select bc::on and then :o:ate :.-ard a heacitng selected by the bug.he knob is :urued.-p:. be bttle .red h.IIlendec! clu:nb speeC. baste !ore.:mi- the destred beadtr. 000 feet c.s moved :nore than 180 degrees ! r om tne ex:sung a!r?!AI.a :. s-:.SEC 7:0:S !V A The basic autopi!ot vdll hole the headmg of The .ane can be flown a: ..a Ule d.-ns n:ade x :be HOG select p:tch a-::nude to hole the Mach pr~tsely mode will!. tt :nay be made by p=ess .n 180 degrees 10 :he c!. to be made..cg me Wtcg s !eve~ by mov .g . chtr.ite easily by cont=o!Hng acg!e o! ba::U< cp w 30 degree !lm!t. ..naace but onl)• after best performance to.he n::c be engaged on :he scbedclec cli::nb speed LCtob bac~t :aware ti:e center pos:oon.MACH bunon and check !or illo..rect:oo o! the des1red turn . !! pncb oscit:. As the tu..a:: ts reco!%1IIlecC.ce ceadtng. Once the autopilot has been desaed. beco~nes u:o:-e valuable at the nighe ~ alti - :ng ~he PUSH 70 ':UR."' knob and ro:a~i:1g it tudes since the aL. be on the s:nr: . 7he the knoo i s re:urned to t.ade a: J Z degrees ang!e o:! consta:tt. Hole for the alnmC.rspeec on tne bag on tne heachng o! tne a~rptane.her :.:m per - The autopi!ot wi!: tu:n t.u. :. the turn ttnob down un:i!. ~e setnng t s too high. the grea:..ead~g.. ':"o engage. the center (deten:} postuon.-. dtsplacement will bold the neadmg exist:og at the nme o! the control column on engagement. :I ~e b .:r:.g and then re lease \t 'l.•erse the turn..he oug a:ound the BDHl to the des. :he at:to- p~lot w.:-C the destred neadmg .be b::g n~oe= and the ~co t~ an wheel shoul C..e o! the au-plane.tons are present bank.Mach ho_d funcnoo may be usee a~ any tne a: rplane at t~e of engagement and ii a :ime the autopilot is engaged bu: iu use turn ts requ reC. The at:-plane There sboulC.t ts a probable tndicatton ta.er the up to SO.ee :hat :.ch hole moee should concro~ the heading. P!ace the ::sec to Jl(eep !he tnd. The second C":ethoe is to place the bug on any des•red headtr:g and then press the HDG se~ect bu:wn to tn!::ate tne turn to :hat Tne !l.at the Mach gat:l pot ts set too low and u abrupt cor - :-ecttons or cha~er tn the control colu:::nn ~s ?resent.-n progresses. '7ne the reco:m.rectton the turn ~s no-: require further ad jus onen:s 10 !light. press c h ::nb schedule. i1 a turn of more than 180 degrees is autopilot. As the att::ade with :he pitch control wheel .a.·s. 4-63 Changed 1 September 1968 .x>t sb:n:ld be adJusted fo= optim.

thot. a safety :-e. ~ated below the !andtng gear hanc:e.. va:ue.>Osttioning the bypass In adch::on to t. :ntet cempera:u::e to stabilize after re.re."'W HEA'": SELECTOR cabin inlet air ~o agatn be comio::-t- able. CO~'D!7:0~G A.!ating ha.he coc'kpit.. the sys:em.!'!.:."le :-egu!ator valves. automatic remperarure co::1::rol :-heostat: to-ambient differentia:...or. 7his valve mai:uains essenna!!y the more heat.rol .ie! "~.nua'!.i: the duet tempera:ure to a safe high tion umt..cg COLD ace :he::. A..rn of the wa:e-: gine a.ve in Oo:!l the coc'kpit and the equipm.o HOL.:-cra.!tomauc conc-o! sys - schedule. Xe ver !eave ti:Le cabi--n hea: selec:or lage during high rates oi descent.and the safety ~eEef ope:! ace W!. 7o crive :. as the va!ve senses o::1ly true cockpt: . A si-. stat in the duct downs:::-ea.e elec-::r~ca! positioiUng oi the =ehige=a- tor hJ?a. Coole:: set~n.~! -:-esu. ':"his scheda!e :s xna! ntained r.-aLy safe valnes in :be event CAUTION o! a failed -closed regu:a:.zation !uU HO-::'. ext:eoely hot valves. air :. the aa:tomatic :.t:l both the regula.>.lle HOT ?OSl~O:l.e fou:.de o! 29 co 30 momeota-: U~· se~ecn. to HO:. ':hen con~o! U:::.rn the se~ec:o:.emperam::e conttol adjus ted caH.position cabin heat selector is used to sele.""D PRESSGR:Z.valve which cu::o:mari.ct either manual o : automatic ~pera­ ru::e con~.tl dri11.us:ed through a second pressure regclator the elect:ica:ly-d:-iveo re!: igerator b)-pass va!ve in:o the unpresstLrtzed landing gear valve. AF (C)-l-1 SECT!O~ IV A AIH.ent bay :o !imi: compar::rnent pres- su:es :o stTUc:u. there is valve...he va!ve !ur:her open !o- bay.tnount oi ti.er separato~.:. a?tu· eciahle a. A separa. vac~um in t.. then accom?Eshed ~y ma. 7empera:u::e con~rol is through the equipxnen: b a y. Normally. just a few seconds at:c :.ft t}~e :efrige:-a.c.o:-t time is thousand feet as shown in !igu:e 4 . Cockpit exhaust air :s d_sch. the cabi!l l:ea: se'!.Ine w:t: be :e~ui reci to coot U::. It i s cooled separator acts as an automatic over:ide to by a conventional a.:>. A!ter c t -:culating !ron::.. !im. lC.-'\7IOX which gives a sacsiac:ory cem?era:u::e. SYS:'E~ -:'b:e coc~ptt :he::-mosta: w::.ou of dle en.. reqU1:-ed for the cabir. HO. due ted th=ocgh a wa:. -:'his ::en:oves the level.ec:or rega~d !es s o:! :he equtp~en: bay p:essu=e s~o!. -::'o p:-even: excessive c:ushing pr-essc:-es on :he fuse .lld be se>. in which case tt is only necessary for the pilot to set !he automatic ~e..ss valve so as to .O.hen :-e turo i t :o ment bav as that o! -.osand !ee: at an auplane a.. maintains the cockin: pressu=::.ca1ntain the Air condi:ionm:g and pressu:i~tion at~ is selected :emperaru.s shown in figu:e 4-3.the CAB:.ly regc.le proV1des a cabin a:nru.o ':he coc~pit:. thls at: ts ex. the selecmr ts left in the AUTO position. th.:> .:-ning :.e :he::Tno - b:ed !~om the cm:np~essor sec~::.e ducts suif!cient!y fo:. _nxs .mpe :-a:u= e control to a position 4-7 . ru.•e reh ef is provicee oy aut.to HO!" !o= scune p:essuriza:ton schedu!e tn the e«iuip.gs are obtained by u.ama:ic O!)eDir::g of the ret:-igerator oypass va!ve f.~.f". o r i! ::he a. ane duected into the coc:ipit through five out:ets.e::: rna:. ':'his sc!:ted .arged :I the !pilOt desires more heat than can be into :he equipment bay :hroagh a cockpit obtained with the se:ec~o= se: on Al::"O a:td pressure regulato:.lDc:ions.nmde o! 70 reru.a:.

..E:F iCGE.£':' SCOCJP TOll coc:.... • C00l..A..£T lCGEllA TOil.....xp_.t NOn SB.___ I ~ ~~ u /.VZ: L-----------------------~~--~ I -~ ::s::.'"":' A:.00~'"!" 3AY ....A.1 ------COCKP!7 -------t--.'i!> REA':' 7_0_ !:XCHM"GEA a _ _~ AS'SY _ SAI.::-e 4-3 4-8 ._--'-----" I ~r~~~-I r.OE::> POitTimf SHOWS ~ BLEED A!ll FLO'ii-PA7H DlJa:Nei R.E"!'Y YA!..IlA':""....1 .SEC710!1: IV A AF (C) .cri ilAW A1il AND ll.8J 1 Ftgc. ____ ~ T!:ll3-~ RET _ __ _EAA __ A..

~~------~----~----~ Q :> f-- 01 -< f-. c: < 10 ~--~~--~~--~~--~----~----~ F igure 4-4 4:-9 .~-r----~'-----------------~ ~ ::: c. ~ z < ~~---..! SEC 71.0~ TV A PRESSURIZATIO SCHEDUL£ f- w w to.J c. AF (C) .1 .~----~----~~----~----~-----4 . ~ ::: :> ~ » ~----~_. 0 0 0 W SOt-----~-----+-.

:ppl..s:a.ry function.arator ace cubtc tacn nitrogen bonle .15 after turt' i Jli :he s~tch 0~ in any other posioon.E As a seconda. In :he h ne valves are opened. provided."ld equ1pmect safe't}' relief o! the check val ve in this line.g through the wate. The cabtn heat automatic temperature C01l- t:ol rheostat is operated by a ICJlOb and sha.1 CA.10 ."0 regulators suriz. ther e is a secondary systen1 to su?p!ymg ra.. A check valve coodo. scoop.ation systeJ:n regulator and shuto!l compressor bleed air into the air con. SEAL PRESSURE SYSTEM RAM AIR S 'WI':'CH To prevent p:essu:i zanon leakage around the canopy and the upper and lower e quip- ment bay batches~ in!Luable s e als are The ram atr switch is a two position.!:ained a. oe J:Da.fect1ve.at.in- tamed 01:1 tae n!go s i cte to asstst Ul .:r shutoff valve t s o~z:ted.O!': fV A AF (C) .and shutoff valve upst:-eam o! the a i r cond.. '!'hls contro! is used to set tl1e I: :akes approxu:n.ocated LD :.t::rogen bor:!e are !9.tn air to tile cockpit !:a= enSl:re proper in-C!ation of the Ca. The cockpit a.gh:. main landing gear wet: and connected to the .ation system. guarded.ed by '.ndard sea! pressu.!t co1:1centr1c "tl"ith the cabin heat se!ector knob NOTE and sba!t.tor i s a high p:essure :regulator which 4 ..rn operation. dumping a n p:res .ate y three secoods desi red cabin teJ:nperatu:re whenever :he for the !'aiD air system to o~ra~ selector 15 m AU':'O.: is introduced down- stream of the turbine ducha r ge..s r. system.::-t:z.? r essure for the seals is toggle t)•pe located a bove the laodtng gear s. Also. \\"ben the selecto. perature a: c:utse a !tuua . The flow regul ato:.t:opy ane :he r. to :he OFF ?OSi .: does no: deflate the sea~s..h.ne bleed air ts shut oH. a !lowtng nonna! operat:~on o! the air approximately 17 to J 8 psi. ! :-om :he n. No control i s provtded for ram air tempera- NOTE ture or flow.S'9o"ltcb OX . wnich mainta:ns a systezn ?ressure oi noo.he into the cabin..nd!e . The ram a.rn c. Se:ection of ram tu.::.ass . :: . ':'hi s ao. since :he eng!. valve .::. preparmg the sys tem for repressurization.tioning and ?:ressu. and a check valve.:-. no bot ai r is available for lt i s reccnn:mended that the cabin ~­ winesh.ield defogging during ra.. In addi rio::1 to ti:e s:a.on.:lc boundary laver hleed equi?men: bay hau:h seals.teepmg toe camera equ:pment warm. since the ecgine atr for this system t s o:.rn111g Ule ram ai. :'he bo:tle ts no'!"!nally serviced to about 1500 pst Tne first regu- ta.1 .SEC TI. 7he secondary systen:t consists o! a 57 ia. turning the :a:rn CONTROL air switch ON runs the refrigerato: bypass valve full closed.a. a t r o.ro seal pressure line do'W'!lStrea. d tttonmg and pressuriution sys teJD.BL"J HEAT AU70MA71C TEMPERA':'OR.se.ameout.ada.tlODlDg and pres - •• closed. .::. blocking the flow of engine sunz. A i :.he eng me through a regula :or ha. prevents bleed oi! oi seal pressure in the Three primary funcoons are performed by event o! engine !'.o=mal:y :ef:.re b. the :rheostat is not: el.

ed seal p"t"essu.mineot} while ing sys:em :s supp.pu. :-~ght CA. Loss of equipment za::ion a ltimeter se lector s witch nor- bay pressure wi. :vo·o.tion a lti:ne::er. one is to coottol tile pressure lO the canopy seal. The PRESSURIZA7IOX AL:-D..ment pane! and tabled CABL~ &.! automa:~ca:ty sup?ty regulated pressu:e on meuppe::. -:'he c ano?Y defrost conc:ol is a push..m blocicng the pressu:e source.-nt:JD.r comiitiocing a:::<i connects the pressure sou:ce ro the sea! p:essu:-izadon sy-stem ::-e!r lge :-a~lon u.1 -1 SECTION !V A d--ops the pressure to about 400 psi.:re valves a:-e provided on the left side conso!e. A. AE' (C) .."''D HA TCR SEAL COX7RO!."a!"d ecge PRESSUR:ZATION AL TIME TE R of :he canopy.r f::-o. An alc:Uneter.-ing the pres- su= ization a lti. E ach oi these va.mete:-.!1 . EOtJT.P BA 'Y AL-:-:-UDE.e pressur tza.:ly be left in the EOU!P BAY pressure .J::da::-d.ded to motUtor both codc:pit and eq-.xi.fOr'lll.a.'XOPY DEFROST COXTROL VALVE stde of the inscru. This air ts ciuc:ed th:oug!l a flow :..o a manifold along the bottom edge of the windshield acci :he .i::liong regu!ator r.m. selec:lng 0~ the second s:age of the ai.L 7l::"U::>E position since i ! is cot ?Ossrbte to lose cabin pressure with - out losing equipD'len: bay pressure.!ves i s a three-por. be:ow :he ::-egu!a:. SWI~CB whicb drops the pressure to about 11 psi .iETER SELEC-:'OR se~ond regula. 4 .S Two manually opera:.1: not :-esul~ m loss of cabin nta.U !eve r located on the r ight console and may be set :o any position.ngnt side console to conne~t to keep :he seals iclla:ed E tl:e canopy and e ither the cockpit or the eqt.y high equipment bay altitude tcdicates a p:-obab:e NOTE loss \D seal pressure and should be reported !~ lS reconu:necded that the p::-essun- for corrective action. When the pressu:e in the sta.>e:-a:ed va!ve a.0PY A. No pilot action p:-essure "to t!:. ts ?ro- Vl. An unusuaH."te :Io~ bay pressu:-es.ntishie:d and Ca.is a low pressure :-egulat:o:.djus:s :.to:.a:y oei::-ost- to the exhaust port (cockpit a. seal sys- :em drops below 11 psi."":Op'j pri.:u:- while blocking the exhaust por:.Cpu:tent bay Q-Bay seal con=-ols a:e on.posi:ion C)--pe. the other to the ha:ch seals. u required othe r than monito. the ni:rogen bot"de A ~-position sel ector swin:t i s prorided -vr.". CA1.Upmeot A JDanuaHy o.ed m. located on the lowe:.ied oy co: b!eec a:. Selecting OFF connects :he :-espec~·re seal 7he v.

ows when the H':'R BLOWER and the aft position for LO speed. ducts are provided to direc~ air O'-•er the Windshlelci stde panels. :'he fo=-wa:-d ?OSttion ts for HI An amber :1ght g.. the s~-itch o! the batch windo~s . heater Q_. A three -postnon R:'R BLOWER-OFF-B!.OWER switch is DEFROST FAN SWITCH loca~eci on the upper r!ght-hand console.-face. ::'he blower ex.U blower with ? OSttion.bla. so that is is a l ways r. l i t:Jns occu::s.g systexn. A sma. o::. a heater-blower systezn lS insta!.el ax:d descents as an aid !o wtndsbietd de!:::-os~g.nner surface eJUS.!ros~ fan.Citions. ':"he S)--stem.ted for~d o! the drii<:. f:-0:1 the cockp~t.nO?Y con- tem i s mcapab!e o! cleanng the Wiodshield. DC powe~ed heater-blower moa.a nached is ducted to the hea-:er blower wi.uously CO~-:"ROLS i! desired.-.. The Hgh1 does no~ glow when the BLO"WER posi:.SECTION IV A AF (C)-l-1 AUXILIARY D E FROST::NG SYSTEM DEFROST FAN A~ auxiliary wi.hat the warm air ~ows event the DC gene-rator i s off the line.IZ .led OFF ?Osition or to :he SLOWER in the lower hat:cb.ULSt the windshield heater switch i s on the lower insttu.ng tba: an ove~nea: cond!:too can be depos i -.OFF.. :':"le sv. On:y U1e b lowe:.an is also use. However...ded fan used when the primary engine bleed a~ sys . In order to prevent should be movec either -.e:::.ts.he inner su. in case of generator !aiau e the "blower will be Cis - ':"ne hearer .1nning for non:nal fltgbt. and up for heate::. mounted on the left side o. NOTE The a:mbe ::. rubbe:::. :'he blower i s connecteC.e in ue each wutdow so :. s::ailed on the teit console for operating the de.. The This ma}• occur du=ing high a l ti tcde C!'Uise gene~al ci:::-culation ?:-ovided by this fan or id le descen:.s1gilt.. di:ectly across t.ed on the colci i.! ope~t. 4 .ndshleld de!~ost syste-m is A small two .ery. ':"he a i :::.o::.ion is se:ected. uses a lZOO a ids in keeping the canopy free of f r ost.o~tion o! a 1000-wan heac.! the ca.blower cbrect-s very hot connected and cannot drain :he bat+. 7rus is a two position switch for ?revent wineshie1~ c:::-cuing. moi sture as wa:-n1. but :he heat:er-b!owe-r should be used only when absolutely necessary. oosition is selected .and blo~er A three pos:non cente r OFF SWltch is ia- operat.. s~itutes a second de!rostm.. The::-e ts no con - CAUTION :ro!. The blower o:::lly can be used con:ia.~l dur!ng engine out hausts over the f:·oat 'lriodshie!c pac.-itcb is movee do-wn for blower only O?erauon. wan.directly aga.o.o :he ceuter thi~. ::'he !.ment ana shou!d be used ve::y sparmgly to pane!.speed.tg b: Wlll cycle on and o!! With high hu:midi-:y con.

to ob::a!a :na.re can be 4-5. The !:ght wi. gage is located on th.:n Oene!it !rom ti..ah:- mu. two shutofi va!ves.he OX)"gec cylin- The b~ga pressu:e d"C:.. With a 100° F ce- a high pressure gage.a.! :his occurs...al oxvgea sys~m con .nes are a:rangec so :ha: a miai.staHeci.ission.s:...re wtn!e \n le~·e~ fl:gh· o: cur.! CRC"".e syste:m ~s ao:ma:ly sen-ic ed :o 1800 psi a nd has the capacit)• :o supply a nor"C". A rap:d drop .fte r l.panel glows when the hatch heater sv.uon and an overheat cond:.&.a! !low o! oxygen to the pilot for a period o! la o:-de::.L::O:-.n oxy- WARNING gen press. check va!ves. no heater etemeat in. ::: should be turned c.a.ge. ?=essure is reduceo.toa.he rate oi oxy- gen usage may &?pea: :o be s!ower :han normal.-=t. :re wil! :enci :o :me becomes b!ocked or broken. a 1r cra!: desce::ds to wa~e:. leakage or loss of oxygen m~st be suspected. :.. A!l below tile . 7be check the oxygen :s s:.s cot: due :o S::noiting in the coc~it ts proh. sometimes two press. ~!AX.ng !eading eci..!: there acd as :he vahres and :.t:on of the he a~er-blower sys~em. the press .!. ra:r. fa!ltng tempe:-atl. As the cyhn - sists o! three four !or U-ZF) 514 cabic de r s grow colc!e:-.itcb is in the o:-: U-ZC OXYGE~ DEP!.Lre reduce::-s. 7he heat:er swttch should be turned o!! .s. the hea:er should a In. See Seccon r: !or oxygen aver- be rnraed 0}1 at ta. :. NOn OXYGE:-: SYSTEM As the auc:-ait ascenC.x:mu.a!ty a the fille r on :he le!t side o! the fuse:age JCSt ca~se !or unnecessa::-y a.Lm.valve. a fi!!e::.Eo thls occurs.S£. AF(C)-1-J SEC7!0~ rv A OPERA 7!0:-o :'h.. :'he hlgh pressure OFF a. ders oecome cnil!ed. :ne C)·!:n- and two warning !igbts as shown in figure de::-s. rtse agaic so :12: :.er rapidly.eoif and re::n.: RA7ES pos.e !el: !orwa:d pane~.nci. 4-13 .r.!a::-::-o. The high pressure s:o-:-age cylinders expec:eo :o ci.:res.. o:=:s:. two pressiU'e switches c:-ease 1n :empe!<lrure 1r.:.llding.ng descent. "SUMP:'!OX when :he swuch t s tu::leci.:e A:.on schedt. A :ee !ig!:n o:t the ann'l.J.ibhed .J::le i n excess o! :he maximw::::l dU-""&. oo T 100 ?S:/C: 50~ 150 ps i/ ar P::'O:' HEA 7 SWI7CH 40M 115 ps i/nr A smg!e s"Witch on :he lowe r ins:=umeo: JOM 200 psi/hr pane: operates hea:er elements for both pitot m.S to h:gh a!t:- n:.or.c:.: a l so i!h. u1e gage o r essu.to::..igh a~:ltude m~ss:.ces where the temperan:re ~s nor- mal!\· qu:ce !ow.tion ex1sts.roo lOS.:'I TUDE OXY CO.aia on age cousurnp:.e !or a :nax'm\:l'n throughout tile !Ugh:. the OX}-gen gage tncb cyb::tders.oc . on a.it. .""!l o! oxygen will be !ost :g :he p Uot if a tudes. -:'his rap:ci are located in t~e le!t-hanc caeek area wi:n !a•••n ?ressl!re :s occas.

__ E0t..........!lo!AR:r OFT L!7E CAW3£:RJ .-c:n:E£K SEC7:0S _ _ ___.l OXYGEN SYSTEM .. 1t-o•-.. COCK:?:..l..~7 SAY --4•.0 PiU::SSC'RE OXTGE:S !.''"El..SECTION IV A AF (C) .!R:-F.. ::xs7ilUME1'..1 ..FC:GH P'iU:S'S'lnU: OXYGE:S • • • • • :.... F. OXYG::!' C'r-...::>~ ?A..~."'!' ~-=-~ FO:.~ 4-14 .. FOa t:-!F A-nu>.... ..A... ---4•-tl SEAT ?ACX GAGE ('7YP) - c-'nECX VALVE Pll...

zed personal eqm.!ll:hes.i :he p ilot stands up m the sure reduce r and pressu.nch:des a press1.ease knob on the A ll aircraft are Etted with a quick discon. The seat pac~t is attached PR.Inary :-ecucer does occur. . matching he~et LOW PRESS ligh: a::rl an amber OXY W_.: OFF lignt. Pres- ejec:i.t in bLock...he poroon..c.on down causes age of the secondary reouce: unless cor:ec . it is assw:ned to be due to water t. 4-15 . "!"here!o:.g t:ems are contained tn :he Icing .s.ry reducer 80 psi seat pack to the ships oxygen supp. ":'he a?p:-oxi. Ot:der these condi.~ i. 60 psi for face heat ace coz:ncuoications.s personal eqwp.e. a cru.1 SECTIO!'l IV A The oxyg en cont:l"ot pane: is on the . e . ry of! light (am. the pilo:.a.. mate p:-essu:e set:ings of the reducers ~ the l ow pressure wa--ntng swi:ches are: SEA":' PACK D:SCO).ei': con..1re suit. 7his d1sconnect system has a d~sconnectbut does 'lOt activa~e the eme:-- check valve to prevent oxygen now when gency oxygen s .ut. pply. E Qu":?MEX "!' sole. A press-to-tes : bunon :s located ac :he gen and this will even~ll)· res\L. ts used pe:-iodically to check :he regula:or.men! is discon- nected. wl:.c: :va :ed.m checkout equip:::nen! as pre - scribed ~n the maintetla!lCe InaJ:luaL 7he c:scor:mect can be manually released by pulhng up on :he :e. NOTE A cable connects tile shlps hat! of the dts- ":'he :wo low pressu:e warning Hgh:.. the release knob rese:. ueet that is stowed at the base of the control column and wtuch mates with :he seat ?O-Ck :"his :no:~on :-eleases the :wo halves o! :. AF (C) .Uy gage supplied with the oxygen S)·S - a. !.:o icc::ease both :he nve measures are taken as detai!ed tn breathing and suit caps2n p~ess1.o-w p:essure light ( :-eo) 50 psi Wben properly latched in.s the most probable cause of blockage sea: pa.ccomphshed by altgni. in conJunction with :.a:ed by the two pre ssur e switc hes.oi these lights operates to :he pa:achu:e ha:n.:ect"ion.:.. upper hal! or the c !sconnect. Ho!dillg tlus bu:-.~ons :ne ~me: ­ the ground c::ew with a p:-ec!sion geru:y oxygen supply ts auuuna~ic a. PERSOXA!. o: a pressure reduce:-.c~t: sa--vival gear. te.ne Master Caution light.e seat when seconda--y ?ressu=e reduce r s. :'wo Ugh:s. 7he folloW'.i: includes two shutoi! valves and ewo ?ressu:e swi.ng o:..> connec: :o :he lloor o: :he a i rcra!r.ess anc stays witl:. sea: pacL.n :he oxy.be :-) 70 ps ~ Attachment ts a. :'his EMERGEXCY PROCEDURES. They are checked by connect. are located on :'he pilots sp-ecia!i .1 .be elect:rical connec:ions Seconda-~ reduce:..~""EC:" ':he qcic~ dtsconnect Etting connec:s the ~im.p:mec! 'the annunciator panel: a :-ed OXY WA-'lt. the oxygen :-egula:o::.y acd also p:-ov!des '. the pHo: oa. Prima.ng :he two halves anrl pressil'tg tnem togethe:-. oxygen ~egula:or. should be used as the inchcation o! proper ope:-ation o! the prL-::la:-y and DurLOg Ute :n~t!al t=avet of :1-.1res . Ei:he.re S'N~tch cockptt the cable pu!!s :he :atching p!p p~ settings require close tolerance fo:- which d !sengages the two halves of tne c:s- cm:npattbility.en a-::1d eme :-geru:)· oxygeo sup?l)·· b!ockage of :he pri. :"he dua: p:-essu:e reducer systezn ts pro- SEA:' PACK vided :o prevent tile blockage o! one reduce:- !ro"In cutting off t:he pilot~ s oxygen sup?lY. .~ anci seat pack..

other for emergency operation. to be :-elease p. ":'he co:.s flow from the but nonselective te.ke::.he bo::l e m. gear ha. Sepa.contatner lanyard 15 fee: com.:ld m.g a pa:a- flexible cab!e is co:mectec to this pin aod chute descent. !oca:ed be!ow :he !.shed o · ex::-ac::on o! a :ai ne:.mperec to - ge±er fo:. seat pack regulat.!tinu!e.nual ex:ract.ci=ctu: 'b:-ea.s a:-e ju..t..culnc tach b1gh p:essu:-e bo:de 130 (:: 10) psi. I! the en1e:-gency pressure rlro?s.Xe a fas: c:!escent to a cabin a !::t - t-.re.rnun o! 1800 gear container to :he seat pack. ":'ne surviva~ gear is ca:ned in a fiberglas gency descent :o a sa!e a. packs for use U1 at. This valve is set to opera~ at 1n a 57 .:st be re .Inperatu. rna! ope:rat!on circuit is prot. FACE HE.ra~on oi tne d ! sconnec: calves darl!lg eJect.· oxygen slideiastene r qaick release a!lows the con- supply is acco:::r:p!.. FACE PIECE malic !eve r ann in t. A cneck valve at the tnput to the emer-gency heat circuu maintains a suitable. It ts ?:-ovidec to sup~!y suit and b:-ea:hing pressures in :he eve:lt that :he sh~ps sys~ezn becomes in.el::lhecided wire tne pin. iastened to the seat pack..rc ra!t with the a utonlatic duconnect ha~·e a second cable attached to t.eme:. :.- act~vated un:il tile bottle e:npnes. E_!ERG FACE ct::-cu~ : breaker. cont4uner within the seat pack. con~ols the beat !eve: in ated.he ~e= ­ charged on :he g:-ound whenever the gency ope:a:ion ci:-cc.!t system.Jnonly called the g:een apple. NOTI T here are rwo de circuits to the !acepiece Once the emergency oxygen supp. it canno: be de. SURVIVAL GEAR operable and/o:. lanyard Z5 fee: loug attaches the su:viva1 A bot:le is cha :ged to a mtn.r.~:.000 !ee: or '!ess. Contents of the container vary and are normally An eme:-genc)· oxygen btgh ?Tessure gage dtcta:ed by a S?eCUic misston.'le seat ~ck bali o! :he disconnect. one for normal ope:-ation. seat pack to the aircra.o~ p:-event.SECTION IV A AF (C)-1-1 EMERGENCY OXYGE N SUPPLY A rehef valve i s p:-onded to prevent an excess of pre5su:e !:rom being de!tvered to the seat pack regulator by a maUunctioning The emergency oxygen supply ts co:u:amed :-educer. A nylon shows th:ocg!l a :nole 1n the top of :he ?<tCk. a reduce" drops the tugb pressure to norma! oper-a~ion.a per. All eleznec:.oc3 o! 15 to ZO minutes. the p i!ot sho-. 'llo-bich :s su!!:cient fo:.tde of 10.on.ne release pm and te:-nunated in cu: acto. Seat ( :rom the seat pack attach111g potnt.y elements. :ne sut'Vlval gea:.ected by a 7berefore.a.dle..a:ldiog When the emergency oxygen st:pply ts actu.on :s accom?:!..du:ing eJeCUO!l. !rostiD6. .t is protected by an :-elease pm has been ext:-ac:ec.on automa:!cal!y ex::rac:s A :noldec iaceptece bas !ou:. I! the green app!e has b:een pl..Ued the pilot mus: check the emergetlcy oxygen supply gage fo: dep!et:on at :east every 10 mictt:es.. A preset :-esistor ~n tlle 50 psi.n !:-o::n :~ engagec pos. :. 'This bottle wi!! !u:-n1 s h oxygen fo:. A released !ro:m dle seat pack du:1c. :"be hie ra!t lS aoacned to the otiler end term:na:ee i n a cao!e knob. A 'SW:tlick' ?SL Actua.parallel operatton. clle has been activa~ed.shed hea: eleznents whtch prevent fogging or oy pulling the green apple.nC a hle :ra!t. A FACE HEA ":' rheostat.a.UO"l o! the e:ne:-genc:. • ia. 1! carried.

men:s will be disconnec:ed and the facepiece wi:l probably !og ove.tpit.-11 . is tait..ns out. :Be pri- emergecc)• ope=-ation...»pHed exist until :he fa ceptece ! s ::-e:noved !ol ow- di:-ec:ly !:-om :he ba: :.nec: .:-e can cause t!:te hetm.»ressa::-e :-eeuc!ng adapte r :nl. of eJection an e:ne:-ger.ultaueous'... aa13 whee tile ln_g automa~ ic pa=-ad:u::e ceploymeat a: a FACE HEA:' ci..--y oxygen valves a:-e vold cc bus.. the XORMA:.s.e': to rise dangerously n.. Since n eat quick citscon.gh o:. 000 !eet.~-::0~ p:-ess. AF (C)-1 .. l i condit::on perststs.. :his ::!me.s closed. At!cl!lOna: h.a: !ace heat !atlu. the o! oxygen !acHi:ies.sned in (or mtervals as re«iUi:-ed.:: could be to::-n oii durtn..-::ox Cpon ejectton. OPERA -::0•• FACE HEA7 ct:cu~t ts put:eci.ced wher: the de gene::--ato:r fa:lu :-e. 000 !ee:. Loss of cabin EM::ERGEXCY F ACE HEA:' OPER.A . the !:ace?iece =ega:-d!ess of gene=ator- ba ~e:-y s witch p o s tc.. the le!:-hand console to the sea: and then to :ne left-hand side o! :!le !ace?iece. Anothe:- energy :r-em.ra:es !ro.actomat:c norntal face heat is a. a ll power to tile e-le.is not taken fz ozn tee 28-vol : de bu. :'he coni is ao:-ma!!y connec~.n p::-ovisions.ou.. the norma! Cord lS CiSCOr..ea::: c~­ cuits sur.::-ema:.. ~ FACE HEAT OPE RA..!o= Af'rer :he ptlo: en::ers :he coc..s !: requires tteao. :'!:. :'J::e gene::-ator-bane:-y switch turned on and t!le facep!ece c~osed. the par:". -:'his s i rua:ion wi!...:: heat pilo~ sepa.ea: may be obtained if =eqcired by o~ rating both llormal and eme::-gency face h.en !rom the l8 . ::he WARNING emergency !ace heat ciYcui: b :-eai<e::. !e!t side o! :he pilots seat !o:. About twice :..me: !or -:'he eme::-gellcy £ace hea: cord runs ! ::-orr. connecto::.nected a t: the facepiece. Powe:. On an flights above .ted lor p ::-ope::- seating. howeve::-. . :C case o! auto=atic disconnec~ is ?=o.s p::-ovided on :he pow-e:r.A-13A oxygen mask m liec of the MA-l he!.»erxnit the use o! a M3U -5/ P o:.m :. In ±e event.he !:tea: wtll be avatlable. mary and seconda.lSt be used :o .rcuit3:-eake :.s. anci the E~!E a FACE HEA-: ct:-cun breaxe r ts then pc.y.e Int!5t be in e itiler :he BAT or :be BA""!' & oxygen s y st:em preflig!:tt check is made a: GEX ?OSltioa !or emergellcy heat..ne sea:.... :'he E~RG F ACE c!rcw : 3::-eake:r.<:y face is left open during normal operation..1 SECTION IV A NOR-"d.a! pressu:e s ui: is mandatory.e:y.-attable so locg as sepa:ation ( ro= :l:e a b rcralt.:.for norma: O?e::-a:lon 1s su..... the saie al:i:t:de.p to 45. ci:rcutt u comple:ed to :he f a cepiece ele- ments. the banery w..r.-. EMERGENCY FACE HEAT A .plugs shoulci be chec:.· . !ow a:titude !li~!lt u....-.re...atus in the battery.g ejec:ton caus1ng loss In the event of no:nr.! ? owe :. Tl:e MA-l pressu:e helrne: wit: run oe worn without :he sutt a.

her means. serve the dual pu-.a:-y eng•ne and fligb: mst:rurnents than necessa:-y. li the suit Warning .1anding :s expectee.g press-c:e ou!y.ing !he a r e Hghted b}· small post.1-1 EMERG.:.E!':C Y OPE RA TIO~ 7he switch fo: operating the landing and taxi lights is located on :.es.uo..ose of .he master CAUTIO. !! :he COCKPIT . su:vtva.~o-tes: button shocld he Ai~ warning Jg:us a:-e consohdate<J in:o a usee to .igh:s and breathing pressures cio not respond !ast enough or high enough as tne cabm dep:es- su.S ttwnent lights a.ment pane! to test the bulbs m the lancing.hu:. The TWo :dentical nonadjustable.he pressure.-isory h ghts (r!. Any additional !aHcres w1:..abel ed LANDIXG L TS. 'Ritbout proper coo. anc Ad. on :he sea: pack un!ocks tile sl:de!astener.IGH':'IXG cabin a lutude goes above 39.ted by a da.e remains be!ow approxil:Iately 39.er CAUTIO~ ligh1: capsule ! s pressed..:. the press .ed on tne upper righ: s ide console. 000 feet the seat pacJt p:-o.z.c:u~·n:: !igb: rheostat.to !a!! free o! :.'"ly longe r 7he prim. A !anyarc! attaching the ~ife instrunlen: h gh: :heostat fro~ the OF F raf:.SEC7lOX IV A AF (C) .nand l:gh: ?Oin:. :>o cot l eave !~ghts on afte:. The ~ruit:.ghts.. :'he:e are cvro :}-pes o! lights on the annun- ctator panel. ?t:lling :ile :-ed 'Sw!t!•k' release master cau:ton !igb:..nc:ease :. -:'hese Hgh:s may not be ope :a:ed independently. the seat pack wil! pressuri~e the suit as required. Warning !ights (left and center rows). The r~ght -ba.ese lt.er CAU':'ION light i s also tigbtec!.l other mdicator lights wmcb are not i:l!lates lhe :ue -:aft. :"be tnstru.:le and is !. the !ll.ate the edge of the :-u::t- '-ay. and a. As long as the cabin pressa:.-ides brea:. s i: anci tne checked by o:.gh! row) .nge:-ous situation the mast. gear conta1ne:.type red :ights..s s lightly ?ilo: auto c-i::n failure :ight.1 then relight the master CAUTION l. oca:. out in a very s hort tu::ce.he are dim. master CAU710~ system except for tile FIRE and O'HEA ':' b gbts .gnt as before. and a. 000 feet due to fla..aoding and ca. the :ue :a!: lights.. lights a:e Advisory lighu on the a.g lights sarviva.nnuncator panel mounted on the ma in landing gea: st:rut anci will not light the master CAUTION light.icator wate:.nd !igh: po:cts s::alght with :.nc tile left. tOgethe: keeps tnem "-. The znast.re o!f and the warnlilg 4-18 . • !igbt t5 the au:o - a11ead a.. to the le!t to iHwnir. acnuociator pane~.:. in the ex:::eme count-erclockwise or OFF pos~tion. Whee a warcing light on the panel is iUwnt - na.en: o! the sea: pack.meou: or other cause.he !e!t console aft o! the thror. and sea: tJaC~ position.:.llun reach of the pilot U?OD landtng..gea: :et---ac~oo or O?f!rate the ligh:s on the ground il.con:a~ner.Ined by the ~nitial movem. cootro:s toe tntens ity of U:. the landing gear 1! a n ejec:1on cas been accoo?!tshed anc a warning ltgh:: ax:d Special S)•stems ind.. lights wi!l bt:r. A :es: huttoc is on the :-ighr stde sboa:d he :-eleaseci a nd infla:eci p:-to: to instn:.xt ::"'ne only other light which 'Wlll tllu::minate lighting. gear.

s but does not ai!ect the warnicg lights..:. ':'he first clockwtse monon :-he lights are not cut out aut..sed by these hghts box.me malUle: as the :nst:-uzr.c ?eriscope. A !! o! :.?0s. :'his tn!o~tion : s csed integra! dunnung :-i:eosta: acci a sp:-ing cot! in ?inpotnt a.R.o:-.mbina - A uri:i:y S?Ot!ight a p:-ovided on each stde non ol mtrrors and prisms to proJeCt a of the coc~qn: for added :::w:nin.::1e::t:s are con. Each of tnese ligh:.he equtp - ment hay.ne sys:ems use the same when not in use.eft at:d right c anopy sills. :'he sys:e:m ts cor:l- type elCenston cord .lly the othe:.orrdt... Xo A tv-"0 . when operated oy the ~:!ARK . a r.is !rom the cootto!.. ':'he drcts tgnt system.s we:1 as turning the tns t:n::1::1e ot lights on when . -.?meot consis:s of an O?rical :raclung system :JStcg a co. the lowe r insc:-1:::neat p&ne l. ba:-.call)· of the :-neostat dims a:t warm~ng hgh-:s except w~en the DC gene~ator is not operattng..nnent pane:s on the le!t a.ent ilght. Po•e:. tney must be wrn. ac...he SA': nected :o a rheostat cext to the . d~tven flextble sha!ts usee w ith the ~tARK ill control.eos:at.motion rotanon ::-ica! ! oad. Powe:....as:e:r cauuon hgh~ :'here!ore.Ca! sys:em when the M.. o! ~ :-heostat increases :he inst=w:r:en: ! :ght mtenstty.e c:.nve:t.avigatioo. a ~:-:scope anrl a JunC:ton 7o avo:.t ts desired :o ~educe tne DC e : ec- diln!y.g wh. P owe:.!or ±e :.he CKP7 ~75 ci:cu:: b:-ea.located below Ute :uselage .ns t:rumen~ or GE~ and BA7 E~!ERG posuton .•o one loca:ed on. con- trols the x.anua ~Y a. • igbt ri:.re b::"igbt.:. DRIF:'SIGH":' SYS7EY- Utib ty Spot!ignts A driitsigb: sys:em.. the top o! the fuselage and system which :-eplaces the t:::1anua. they are stowed ai: on the viewing sc~ee-:1.s contains an Ul the coc...s a. AF (C)-1-l SEC :'IOX fV A ligbt. o~ external sou:-ce tiu'ougc :he cam DC b.ad :-~gbt co11so!es couta~n ..s supp ied by tne gene:-a- t.:uttu:nen: lights is .d underneath the .:. !ightS.!GH":S 28-volt :X: power !rom :l:e a:~cra!t e!ec- t:r:. -h!s equ.ith. U-ZF) on. cont:-o! panel. at:. the X power s'tlr!:ch in e. 4-19 .K illA hand con~rol i s inco rpora:ed • . fire warrung. The !:ghts c:an be o:>era.res only XA V:GA 710X !.d ::and l e!: a.-!ng sc ~een.ar.arioo or rr. !igc:-e -i-o is :r.-'. • !ouc:ing socJte:s are posed of a scope o: ~.::.v hgh~~ 7h. Further cloc~se ..·tev. aH a.ap presen:a::on of :he toea! te:-ratn on a s cope :eadicg. o as. 1: i s o~:-ated in :l:e sa. :...ted A:l edge !ighted panel ~St:-t:.this equipment i s t oca:ed l l l :. re~u.t:d nght co::lsol e..:s.er power : s There are ~ red :-otanng beacon.rcutt breaJte~ !o:.ed o!! rr.tp...ke:-. :-ei!cired as well..d interference cau.. SPO:' L7S c~rcuit breaker .rcrait. !or operation of a ser1.ch l S wired to the CKP1' L 75 ctrcut: breake:..:GE7 SWI:'CH @ The equi.d the m.c:eg:-a! !:ghtlll.r:: hand con:ro!.on : n intecs ity conuol is provided.ery..on SW!Xc ( :h:ee-pos!::.the:.!rcun :.

SEC':'ION IV A A:F (C)-1 . I.. ~OTATA.1 DRIFTSIGHT SEXTANT SYSTEM . --- . 4-ZO .&U:: ~c~o-~ --- F tgure 4 . .C:.

i.h a.ne: c ocio:rnse o: co.ve v.in de:."'le fo:e a.!ntfe:.4X and lX..shed by conttot!in.. :'h~s ts :r:e sa. This a.nese a re mechantcal!y va:-ied by an elec~icaUy conttolled power cba:lge:.he -:-igb: o! the screea is a p~sb-pull .nc.'IJE:.':hts twO-poSl':t.n. It is located d~rectly above the sns:rume~: pane!. az.nction with tne sextant.tt:!t_ a ::1oce se:ec:o::.aster svr.s t..!..:.Ox p:-ovices mecbanica! and .7 PO. pernuting con~::-o of spectal m.n:.sw:tt:h and a.RK I!! ha nd control panel.ng heae a fu!! 3o0° in and j.- zoata.::d e:e"-anon :s accom. 4 .. th:s ~o!> ts pusnee i:::. . :::n.JU).on.-ne screen used 1n conJu.nc::ons are as !oi!ows: p:.c::.!le :r ig!l:.C:'::O•• BOX t.s took.~~tiag pertscope bas a c':!a! ?:ism scanntng bead. and no e:ecErica~ powe:..s on!y e!fec:::.he scanni:tg p:-!sm i s pure'!.d to sinlp!.'\'D COX:'ROL P A.pped. PERISCOPE :'be ::ac.6 and 4 .llg the handle e ! :.he a:n:rai: rotate :..g a sca::."lei elevate . is mocnted on t. a sl!gnt de:ent ::nay oe !e!t.able.7.The coM :-ol ha. !u.t:g s::a!gn': aaeac oi ::he a i :-c:ra!: wuts of the sys~em.g:lt.!ling prism is ~oca:ed :n a n.:dless o: :.!le ':'he coc::o! ?Clile: has a cor:tro! nacdte.. Scann!r:g m azun':!t..y 1:1echanica.d :be observe:. of :. For d:Jts!gnt use. power change: sw!:ch.bble u. ai: posi t.:::~e:-­ c!oc~se. MARK ill HA.a:tach~ :o :.:he a.!St fo::-ward of the cock?:.d . AF (C)-l-1 VIEVt~G SCREE.me:. app!les po er to :he :racking ca.· (SCOPE) MARK Ill HAl 0 CO ROL PA El The viewing screen ~s si.e::e coverage l.crl!e can purged g!ass bc.-~ert:ea:h :.Jlg prisD'l at :he objecnve end of tile opncal synem.. .:he vanocs he .ght and !eve: f!.::-c::-ait .t:rogen Control Hacc!e .L. a.o a. a opncal tube. tto:-. ':'he cor:::-:-o. Wbe:t :o:a- .mos:.mutn.-ner: :he a~ :-crait is ic s:-ra. :'..lttary equtp:nent.On switch 4 ..Z! .o.e:-m!~ng W't::en or electr:cal connec:ion potn:s fo::.x UlCiles in ci:a..e:-a a!ld proVldes control power at :.:lis :-he jtlllct:on :.-neter and is equ. _ ne con::ro. figu:es ~!aster Svn:ch .!s needed !or ::he scanning operation.ne scar-. Wltb a dr J: gr .: :o an a:. A MA.hand console sill. ~he scaD.s p:ovtdes comp.!y drift cetectton. :-ega. tabelec SEX:"A:-.. posttion.Sca :ions or Con:rols powers are avatl.he Q-3ay mili- tary power rece?tacle. 7h. 7wo magni. Below and to :.

. 1t .tcb in these respective pos:tions causes the scope presectatlon :o be tn a .l mi!e on a side Figure 4-8 when .:c :raciUng !c. System !A.7h:s 1s an eleven- pos:tion sw.' IV A AF (C) .. ill cont: o!.. 6. :tca. MiHta. The !ielc o! view !or each lens posi .ght sys:ems and equ!pmen:: 1s relatively simp:e since til:ere !s no a.g 2.{oee Se!ec:o:.o Wlth respec: to ~:s u.. System 3.ewec !rom ope r ational a ltiwcies regard!ess oi m. It 1S posstb!e to est.ch . o. ~o se!ect the desued magniiicanon w::h the ?OWer changer switch and then scan usm. :he te:-rai~ ou: r:o ground speed es:!Inate is poss.c.l The master svri:ch controls the follov.:'he ope ration of the a. --:ROL S:'ICK :-eticle Ul the ci:-utsigb: p :-esentanon which i s approxunatel)· one na .he standard MARK 8.me:-a .SECTlO..'")· eq\. tne control handle. z. 1: controls eql!. 7he . 10.i- oate d:i!~ by obsennng a ilXed obj ec: on 3.E ::X::>!CA70R to 1 :-at."ing Operauon .. 3 YOKE CLAMP LEVER tion can be es:i.ca ••on o! the cri. ':'his switch 1S un ::. MARK Ill A HAND CONTROl II . F-2 FoiL 4-8 is m :!te same loca:ion and performs :he sazne !uncnou.SWl. 4X and IX. 5.cec fie!<i o! Z HOR:ZOX v:E"'t\!XG LEVER vts i on.pment discon.a-:.s as :.ble. Any s~ec:ia! package :-equuing ?Owe:- and cont=o! :h:-ough use o! mi!i::ary equ. "B" ca.D CO..pn:te':lt tn the equlpmen~ bay.t~men : discon=ec: plug. ':'rac~ter camera. !ARK !II A hacd control (see figu:e 7. 4 :o 1 rano or a ! l POIX:-::NG A:~G!. MARK illA HA!.""nated by obse::-vicg the square 4 CO. 9.o:b labeled O. 9 .:i!ts. S 73Y. Power Chaage:. System L s. Delta II! camera. ana MODE 1. 12.nction.1 . 3. "H" came:-a .Sw::. s.Ito- c-.. Plactng the sw. 4-22 .a.~ec: ?·\:g . A-1 came:-a.A-2 camera.s on.tch .ela:ed to the dn!tstght and periscopic s~n:.y necessary l.FF .agnll!canon.:'be oprica! power hanger S'llrltch cnanges t::1e magnti. ba: uses servo motors ins-:ead o! cables to operate the criitsight. ..ftsigb~ The SW'ltcn ?OSitions aTe labeled . 4. . 4. 7.'7RO:..

ntegrator !s !oca::ec drutsight optics.tt. glass dome wruch projec:s through t.t.:\.'te sktn o! the airc::-aft. there wi l be no loss of cabto pressurization.t over an observation fror.:elescone .ast forwa=d oi the windshield. are ?Cre!y mechaznca! and t.ae :ielc motors o : electronic e ! ements.1 SEC':'IO:. m.. :'he op~ica! system of of the d::-i!:sight.khe~d i::::o the same !unctions ~· :he MA. A:£ (C) -1. :'his prism :s mo-.s min. and is comple:e!y sealed w:~b respect to ambient air. The sextant ia a conventional bubble type sextant which ts mOt!Ot:ed rigidly to the atr- cra.:-oowe ::.atiot: b~· means o! a mi::o: heading which~ blacked out by the wind .ous ~0 to 90° ~n elevation. c ase of~ bro~eo gta..mted on a ho:-hon:al rotary pta:fo:-m so as to provide comp!etely separate adJ~. The construc~ion is such :ha.!t type celestia! bodies.e sextao:: :0 heading to give con::plete coverage of :!te presen:a~:on is introduced . lnform.!lutes.n:.nd CO:l'::'O! :nc!~es tl:.Z3 . :'!:us pa::-~ o! the sextant is loca:ed u: an U!lp:-essu:ized portion o! the aircraft. :'h.ght butbs ope::-atec frol:l l8 Y located inside a 5-mc:h diameter pro~ective DC. but sea~ed !rom cabm au to prevent ent::ry of dust ~d chrt.ght : s opeo to :he ~nte:-~or of the drift- SEX:'. 7he pre- simplifies location and ideniliications of sentanon is illuminated oy aucra.that :s=: :::ear 1800 sight p::-esent. (see !:gure 4-b) and th:ows on the rtght side of tile cockpit near the as measu:n.nto :he d::-ut- heavens..e :. A!! motions and coot~ols the sexta:at 1s a cn. wbtcb can be ro:a::ed uno the optica: ?Otth sh~e~d and canopy.:: in the~ I::A.s a:aC al!ows :he oper.K m. d::-Lfts~ght disptav.:lt heaa.a:ure lt.ss do~e o: othe::. :'he sextant can oe adJus:ed :or to average a sigr. excep~ fo::.. See cockpit through a p:-essu::-e -:igh: hu!lci:ead Section IV B !or controls and functions of couphog.Stmen:s for eleva- non and heading. The part oi the sextant inside the cockpit between the pressure wa!l ~d the drt!t- si.ag :n·esen:a!loa o:a ~e !~ce of othe::..: IV A Cott:=ols :he sextant is projected opncally throug!J. The MARK m A ha...ftw . The e!evanon prtSDl .o:ealt m :he sealing o! :he sexta.0 a held of view of 15°: :'bts w.. and 3ooo· per!od o! t:p U) two m. :'he sextant opncal systen'l uses ~ po::-~on o! tile A bal!-anrl-aisc =l'"Pe !..anon froJD 4 .seJaac: con:::-o.he !onra::-d press-~e hu!.'\T SYS:'E~i sight.ne:e are :1.

:ant presentation when the DAY .lt. celesttal bociy or a desi:-ed heading to be I th~ sextant . knob unti!. :he DAY -NIGHT switch mu·ror 1DW) the d::ii:.!lleo ou: so as to prevent :he tancl!lg . Duru:. This two-postt1on s-. turn..a:Jon ope rator !ooks ti:t:ough the sextant he r:::ay ! s set 1c. consist of the !ollo·wing: It : s used to vary the intensity of illwnina - tion o! the SeJr.des max'-lr.ot tO CO:ltro! :he sextant Hgb: tntens ity. :be rheostat vanes tbe 1ntecsity of ~ bcoble 1!~.!tsign~.xercise car~ in operating pull k-::ob cont1nuous rotation in etther direction and as abrupt movements are apt to ca.t about l inches and ms~::ts a sc.-ned to the OFF position.stght opucs.. It has two positions !Bte r mto :he sextant opt.6 the bead:ng CW:. con::-ols the hghting oi :he sex!ant presen:a:ion.inatton. ln ciar.1natio:1 !o:-- cse . pulls out abou.P-.g ntgh: o~ration.pull knob is located below puHs ot. Heading in!ormation is set into the sextant O)· p. a ::heost:at is :ncorpora:ed tn tile !tghung c!rcuit to enable :he pt. It 1s capable of .he .ocated to th~ l~!t o! the scope.:ch. ~ocated to :he ::..XIGH':" svntcb is in the .c s...'1.s !or :he sele!a n t (se~ Cigu::e 4-6) Thi s lmob is located outboard of the throttle. knob..ag~ adjusu :he beading approxunate!y 10° per mir:or mouo:ing.:IGHT poSl- Sextant Pull Knob uon..o the a i rc:--a!t..O o! a operadon this ~tnob shot.:ld be le!t ?ulled O".tn th~ filter.~ sexta nt t!! .::.rr. .rme and allows ei~r the tru~ azimu:. ':"wis:: K:lob th:ocgh the ci r .to the sex"tan: by pulling the AZ-HD be tem?O::a:-~!y b!inded by the gla:-e withoct knob and then rota~. the desired azil::n:th i s obtained .:shlng the AZ . d:::!ts1ght. l incnes and rotates a 45° When not in use. :his Ja::ob sbou.>e.n :he :•ght canopy sill.gbt of the sco.HD knob and then :-ota:tng 'the headmg twis~ itnO'b unttl :he desired beading is obtained.!J.:-e Headia!.:.ll Knob 'rrus knob . The AZ-HD push.!d be . thereb)• should be lef't in t. 7bir. W~tb the swi:cb in the DAY pos!tioa.SECT:O~ !V A AF(C)-1-1 CO~TROLS Th~ cont:-o.he l eft s1de console.s po:nted a: the sun ~ the s e: 1n to the sextant. !oc at~d on :._••IGH':' pos:uon and th:-owing the selt!ant presenta:.st tile sun !i!:e:.m. 7he DAY pos1t!on prov. Azimuth inf0::-:r:::l. in tne ~lGH7 pos:::o:1. Tbts bob located below the ngn: canopy CAUTION si!l adjt:sts U:te heading of the sextant with :espec: t.on into :he the :heostat tc-. Sextant F Hte:.!1 Knob AZ-HD Pcsb.:m.Pc.r.xgh:s from causing c:ldestrable gia.

::-ii:. t:he c!.a.ading. wutds tary item fo r d.'l :s approxu:nately 3 seconds below zero. The averager ts wound a~d reset elevation a ngle directly Ul deg::-ees acd by the wind :ever.o~ve:-.:ld viou.ead tS a supp.n::sn1 u1 the ave-::-age:.lty stowed tn the map case on :. :im1ng mechanism or avera.e. swings iro:m approxt .he arrow on :he cu~so~ wi:h respect to the 'bearing dial.he ave:-ager.:o W"nen ::emoved !rom :he scope head.ng h. i: wU. A :-t:bbe~ cone wh~ch s:ides on-:.t..f:e: 30 seconds 'by proxunauly 960 (mtnus 4~ aad the upper depressing :he sta:: leve r. There c~ be no coc!uston wtth g::a:es a !.:k spring retu::-n.t.:lt Dic. - m.emen- tt retu?llS to its origtnal posuion.di:ec:io:1.. lt wi!.b!e :ead b)· the setting of the beart::.lS moving ave:-age over any The presentation appears in :he C. ~ioven:eat of :he elevation stl!. :'he cu:raor has dle forn:1 o! a cross with an This knob.w:.the counce~ runs lef: stde of :be cockp~t... jl:s: below ami forward of tile elevation twist knob. at the end o! the cone perm!:S a full ~ew of the presen:a:ton. and no::-I:"". !ocated below !he right CAnopy open cente: .rso:. ?:-o~r eye postt'"on Ave:-ager S:a:-t !.::e~e a~e wi.ock.:.se tne f. 98° and 97°.ge-:- 99°.oc :.heos:a: icnob as pre - This l ever. forward app:oxun.t may high angles.:gecs.::d exch:des a ma. ~d:U.ng ~s ing i~ operation. and moveme~ o! ~e he~cii::g mo~ :-.!! a10ve a target pa::-a:!e l to the cross !lar mec!anical stops bui:: t:::o ::he s~t wb. :'he a\•erage:.xJ. a.eve: :s about 3 inches behind the end oi the cone ptece.ar: or stop the averager.:e. e:c •• fo:.sigbt as observa:ion per~oe fro= 30 seconds ':. 1:. mecba. a:ui otte h.a :he e evatioc se:-:ing o! !he kno~ wit: move a ta:get up or down pa:-a~1el sex:ant. AF(C)-1-1 SEC710~ IV A Elevation Twist Knob i s tile sett!ng of :.:S ou: &.-e the ::-ight console di:-ect!)· behind :.he a!te::.conta!ns a clock mec- hanism and a ball in:eg:-ato:. be stopped a: any tune a.gure 4-9. .mlte.. The 'b6ble appears as an stop thls knob a: approximately o inu s 40 illn::1ina~ed l"lDg nea~ :he cen~er o! the Eeld and plus 91°.release of the leve::. oi view.st:.g d ia! witn to .a.uu adjus~ :he e!evarion by 5°.0 one shown in f.a.:l! observa:~on pe::-1oe :! possib!e. and t. Because . ':"".h ti::e arrow on :he a:::sor regarci!eas o! can be ~ota:ed ~n ei:he:. and the azunuth The average a ~c~e a:gle ts obtained at 4-ZS .. The ave:ager lS locatea abo1.taude agains: e!apsed time. respect to the lubber's t:.ne scope.p:-eset::ing of mtnuces.ro- stop at sl:gb:!y over 900 7he head!.ney can be seen cle&r y in- Average: Wiec Leve'!' side the bubb4e.::-eads IDl. ':'be small openL'lg and stops autoJna.ne e:evation twist knob. ="o o:~e-:. .I:m o! s::ay hgbt. ':'he coun:e::.dec~easing i s :-equi red.o the end of It bas a spnng :-e:urn so that upon ::-e!ease the drii~sigh: vteW1.ng R. -:GHT swin:b aud :he Sexta.ty i s conaolled by the DAY-.aytilne use of t. ~cd alao d~~ves t!:e ave~age~. This leve r. it :s aes~ra.:ely 1 inch and simul- taneously wU:ds and r-esets the ave:-ager . pul.which e!fec::s a continW>I.lch o! :l:e cu. :'he :igh~ing in:ens. not rude ta. AVERAGER matetr 1/Z ~nch to s:.Dout d.s!y explained. F.t ~c a :ly a: ze::o.t con:!nuously tnte - angl es. For angles below zero t: reads the sextan:. S inc e the bubble is projected opc- cally mto the field of view. I: has an autom. as the lower stop ! s se: at ap.

1 .! SEXTANT PRESENTATION TRUE HEADING AZ!MU:'H OF S~ IMAGE OF SUX F i gu:::-e 4-9 4-lo .SECTION IV A AF (C) .

e p:-oper a.-atton.on of the ar:ow on :he cursor. i :. NOTE . a."!GHT sw::cn in the X:GF.o obtai'!l acct:ra:e rea~.z:d :otat~on of :he headtng twist kcob wiU move the object at right angles ·o I.c!s :.he :-heostat n::-ned :owa:ds o:igbte:-.d le\·e! course. A: :he pre- is ~sed.:ce and azimu:b sho.dice by means 0: ~e e~evaticm tng Lc:nob u.l booy and the cw::nhers are mtrror-i.n th. In :he case of night use. vtl:. .u:g :he h ea. ai:cra!t ts not on a sttaignt an.tlon -a)· he :.hat the counter at the borro.ddee cLrect!y =a :he ti:::ce o! s:a:-: ~ g!ve k:::ob so that t!:..n.de -r.dt"l.-be of :he obJect w!ll move togethe: i.:' ?OS~ :ion sextant pt. should be centered in :he bubble.::.he tha: whe::t ti:e ?:ead1::g ~oo ~• :u:ced aga.e plane pat:ed out to lock :he beanng dtal tn posi.c:unh of the celestia! bubble ts far oU tt may indic a~ that :he body may be set .n.d:ng The e.he ha!! eme 7he es:im.j-ror on AZ -HD k::tob should now be pus~ed in.tght and level as posstble... it : s necessary to cen:e : the ooJec: ins!de the bubble by using the e:evanoo and hea. and r. if the con so tnat the ::rue az •.1. for oest s:a: .eld o! v·1ew..bb~e and :.s :o :nttod:uce :he a. :I al~ adjusttnen:s have time dtal a.s the average:.me o! :he ave:-age a!:i:":lce.s ::.to tocate a ce. :t ~s no: necessary for :.rl :. w!ncb ~ca.d of an o'!lse=va:ton by receoteri::g :he !:ue azi.on twiSt iutob shou!d aow '!le tur':led :W:st knobs.n oy rurn. sboc!d appear wen wi::hln :ne 15° ~e:d oi v!ew.eo:s should be made with systelll.Hty. 7h.e airc:-a!~ of the obaem:toc. as ::te bc.a! appea:s u::. :'he t".cg :he hea.g this computed ri..cg dia.a.!:i::. oi the sextant ele\.me dia: ±e dial a. :his arrow. :o ±e cCcrsor so up.d - ave:-age ta. sextant presentation uno ate d:-uts~ght opncal 7be final ad. 7!L. graduated !n seco::ds indicates :.n:il ~e cu:sor arrow poin:.mu::h is se: .ow set in by :u:-r.m of :he field bcbble to be in :he cente r oi the fie!o :o :-eads tne p:-ope: precom?Oted angle of alt. OPERA '!'ION A!ter :he body bas been located.s :o twist knob.:!c be initial adj.he . -.cg!e on ± e oea: - tl:e cean :. the proxuna. AF(C)-1-1 SEC -::o:x IV A the ea.t!l the kcown. 7he first step t s :o pul! out ::te :>A Y -:'I. but they wil: be ~-Z7 .dicg :wist a.=o"Ugb a m.s !i:ter palt Q)oo shou:d !:rst be pt:. ce!estia! objec: is b :he !..the :ubbe:-'s line a: an :::egrat!on :ime o! tess :han one ::n1nute :.ese .Ob so a.te a.en !q C.gs :: is important that the atrcra!t be opera:ec as sua..e VlS:b.. its ap.mage tude (He). However.s 1~ i s viewed th..he top o! ti:e presen:a~o"l. r:te: ±e ind!CeS a:e :~ed now !ocJU t!:e bea:.e orde:.:te sun ts tn the i!e!d After the sex~nt has been adjusteC.cd curs or wil~ :-ota:e toge·l-e:-.ustrn.he so :.cdice s can be obse:-ved the proper :-eading on the bearillg d!al.ir :-or been made co:-:ec:ly the cetest:.es:ia! body.:sa:cents sbo~!d be I:"la.de:.:lter b Ute p:-esectatioc :-ea. ':'he by !ooking ~aro the s~n!ess steel -. and :ite of view.r.F or a da)·time oose:-va:ion the sex2nt E :eva:ionRea. The AZ-HD knob should nov.:! k'l. Spot readings may ne taken.eva:. ~e a :-eadicg.a::ed t:rue he<uhng o! th.Hed out so as :o be sure tha: :he pi!ot wi!! not be bEaded i! :. care scou~d ':u~ taken tn :read~r. tile rheostat adJUSteC..t:lage. Rotation o! the elevation :wist knob will move the object Locatin~ a Bod:y along :he dL:ect.e co\l.bcbb.:1 ave:-age a!tttude d~ectly.:ne.

-ill ! J. T:"le exact tune o! zenith.ed e l evation o! :he sw:.- ar.Ur. add the n~be r to :.ne !ull one m im:te pe r i od pre-comp sheet) by pul:~.!tsig.:a. After one position ac.Sight. Adjust sen:ng i n p:-ecomputec azin:n:th.--:m:tg e!evatioa ialob until counter reads He . I! tile average:. Use average ::.io:o the c::-i.te.ng to a.d reco:-c tile exac':. aoe the assu.n& out a.x..:de d : rectly a ::e no cor . a t the precotnputed t:me the true headin& 9.:t pull knob. Place DAY -!'aGH? switch in DAY the ObJeC! cente.. :a:.:o suo 1n bubble by adjust- ing heading aD1i e:evation knobs . ~Cnob until scal e s hows approxil:nate!y ager clock '-ork has been shut off au:o. '!'his described..aute . as tee a ver .. Read t!"ue hea ding tndicated on scale .he average:-. !: v. and a !ti:t!Ce !ll!or:na:ioo as pre. fu·s: operate the wind le.zi. Set tn CODlpa:. -hicb places a ltgbt filter in the ager. objec~ Therefo:-e. t::-. e !evanon twist knob.ately one true heading p <eriod.h':. has been 1ocatec ar. Pull out the ser. can be read d i rectly from :ne luboer lit:e and the bea :-i og dia!. H 0 . s ceate :-ec ~ lowe::-s a mlr~o::. c a l~y and n o a.as :-eqt:ired.i. add 30 seconds to tne sta.:ooss .. I! ':. The a ccu racy of thts 10.H c = •nte-:-cept.•er on the op:ical sys~.1e neading up against lubbe::. aged r e ad ing.g -:i:ne .pointer.cg Read. the d ' mming switch if neces sary. :'hen !ocate the celestial body as previously l. it i s desi rabl e to sel ect tio:l reads the a.na':.e:..be bu:>ble note a r. (fie!ro. .he s:ar:U:.e. on readi ng wt!l de?t!od .nng knob and b}· tur ning heading bob uno. few seconds a nd stops at zero. Cec. The COU!lter b :he p:-esen:a. !rozn compass (co::-recn.a nd make s u re the timing d:sc :n:ns dtrect )" at the SUD .ting average-:. a. F or the neltt m snute adjust conuncously bo:. F teld True heading :-ead1ngs ma.ton on :he cr!..ll clock- m~nu:e cas elapsed.d ro:a:e rneos:at fc.cte :-.SECTIOX IV A AF (C)-1-1 liUO.med pos~t. headtng..::gs 7 .D the bubbl e.:.he s':.math o! :he SUD {Zn frOlD tile coun!l!r.ar~ le\·e : o:t tl:e average ::-.:he chosen celesuai body 8.!ri:. After :he body . the :u::::e meascremeo:. the shot t:nust be noted as well as the altimde .o the etevatio::t and beading twist knobs to keep 3.m to pe!"Dll t oo.on usee .y be obtained by of Vtew i s a~out 15° a c .n :he p r ecoJDpt::a ::o::s.Ject to more error :han those taken witi! also depead on the altitude of the celestial :.:pon the accu::-acy 0: cou. H ead. A!:. :.a! Oodtes a: leas: 30° away !rom the rec:tons a:-e req~ :-ed.. tu=n the e l evation :wis: wi se . ':'be SUD should now appear u1 fi eld of Vlew. Set in azi.fter the one m inu:e regardless o! mct~ons o! :he 6.J:nuth nas been used. «neo so as to receater !he a ve:-ager tne~ces . :'~e barrel anc places the sex:ant prese:::.:-ed I.! tune to obtatn the correct time for t:ne aver.a:ely tree) by pushi ng tn a. sca!e r eads Zn aga1ns: cursor a=-row.m precomp sheet) by tu.>proxt- No error w-:!1 be ~n :roduced if tile oOJeC: IS Ir.erag 1ng takes p~ce a.!':. celesti. 4-ZS .sh :...has been stopped befo:-e the end of :he one rn. Read etevation of !he sun }\.c p:. a::d reao the a ve raged a l:itude d1rec:ly ! :-mn -i.zinlmh tracked more :nan one minute.d cente :-ec! :a the bubb!. Da yt:Une Checklist Ose o! Ave:-a2e: ?all out the sextant !ilter puH knob b p:-epa:::ing t o take a soot us~ng tne aver.-iot:sly cescnbed. Se: m appro.

.. A. A coc~it s :tcb 1s p:-ovideci to over- dee the float swuch wn.-l9 .'c.:.:Inp!i.nsta led \D the sump LS ope ration of the ARS..ch shuts of! :he air to dte main 'taDAS when the)· 1. An a. rheostat ii necessary.RS) ® 3 .) 5. I to feeC. ::'he ARS is composed of :ne followtng: 5.pxr. 8. . REFUE:.~"l tan..nlts. A duat !.:A:. 9Z5 gallons oi fuel in the I:".IXG SYS7E~i (A.J 1. f:-om the ma1n tan..pUIDp hne and the O'~terboard vent. A. systeYn are: control panel on :he tnst:rument pane 1. A ::-et:rac::ahle ::-e1:eptac te loca:ed !n a !at:-ing on :he top of the fuselage a!: 6.) Z.ant - !o!d downsttea:n of tne receptac!e.re locateci a~lows the ai:-c:-af: :o rece:ve as mu. :: . 10.. NOTE 9. Push i n sextant.10 and 4. AER. :-ioa of the ARS.en: bay .e. unles s fue! !oad t s below 300 ga!lons.ves ioz citedung the pUot valves a. Read t. 1.li:y o! the C-lC...1el va.aMs ciuring iligh:.ojust of :he equi. (Shppe r- tanks still feed mta awd~tary tanks .. (See figures .1 S:E:CT!O~ !V A :-\ight Checklist 4.r.. are emp':)•.a.\·e locateo at tne tn - boare end of eacn rna.iary tanks.t in - board vent line. Changed 1 Septetr. 7he fuel t:a.""Ue heading and fio· (A. z.·.pump t s insWtlled between :he awcihary t. the ma!.be:r 1968 . automat~c 3. A FULL :!oat swi:c h locared out..ch as nea!" the outboard enc of each main tarut.m? tank :uel to norma! operating leve:. ope::-a- they a:-e emp:y.oat ope :-a:eci pt . sea:-ch for star to fteld o! view. A motor ope:-ated bypass valve ms:al!eil To preclude pumping fuel ove r board. A p ::-essu:-e 51JO-it:ch m the !ue'! m. proceed as wtth daytime operanor:.ain ::.. An override system {or manua. :arJ(. filter put! ~nob..tnari!y to "nc:-ease the operational ca~b. do between tile main :ank outboa~ ven: cot use aaxilia. Set in p::-ecomputed data. PAR::' ?ULL float swtt:cn located in- boa:-d in each ma:n tan~.a... !loa~ sw-itch :.ic :o o~ra te a solenoid valve which shuts oif the a u to !he matn tanks when 11. ) 1.board in each rr.. A c-ross t:raasfe:.o: "·a.-y cross transfe::.. A pressure S'IIMtch tn 'the I:".nd :oetr Changes ~ the baste U -ZC fu.n :anks m restore the su.. F our so:enoid operated . Throw toggle s-witch to ~"'GH:' and adjust 7bis swi:cb is used to rep:-essu=i:ze rheostat for best visibility.. Pull out sexl:aot pull mob.!1e r system !o:. NOTE 3. 4.s fi:-st t..atn ~- Z. The ARS is tnstaHed p !"t. A e1ual shu::oif .eu £::-om the a uxi:. AF (C)-l ..nsfer sequence ts revisee o. Use averager as :-equc-ed. tac.a.

:cT ~ ~ Pea":" nn::&A':'!.oT p .'CFO!.U::EX:'CQ. .D .SECT!O..:e BQS:r.u l.E IIQll!.l: Aer"-A~ CT:.r::...30 . ~.. STSTDI r~ l AEIUAl. ~AC..lO 4 .C.L LATCH CYUX:U:a n ILD"'I:I::..ESSCL£ SW'!'TClJ .gure 4 .:C! • ~ T:'E:.t::.lLt. ~ &. L::CE ~ SIC":CICFT YALYE:•PW£CHTrlQ 1~ B'I':ILI.U:: J nocccw ASSD£!1"T ·~ ~~ ~~ f!.Ol " llECEP':".et.c re:z:.'GQ u WA.H~=AJGQ • n:%1.UO~~ u ~ ! "-"0:(1B KA!le'~A.A1.E:1U.-:rz..£ LATCH C'TUX:Il:llo I • JlEC£P":' ACl.ECE:P':" A.:..z.".t...OW' ::aA. O'I"D._..... O'FI:IlTl.1 ARS RECEPTACLE rs -~ rs lid 17 ttt&lll • A.-"'IC ~ -~ c==-: F.:::liOEil a ElrrE:l'Q Pea= CB'r.t..." IV A AF (C) .1 .

I \ F igure 4-11 .. AF ( C) -l...1 SECTIO~ IV A AERIAL REFUEli NG TEST PANEL ·----.

ca lly acruatec coors to close sures recorded we:-e less :llan 2 psi.a.anlt pres - ~.oifold flcnv• !ue: directly Ref-e! 1ng press .ons nave bee:1 ta. when actuated.f: C'.he !..ly enough a fell load :s rece1ved 1n less than to grad.k "·ent bypass valve norn v. tt :may be An addu:onal 51. :".h the KCO"l> and KC: 35 :attite:-s..aruiing gear v. ::-c ra.s the flve mtnutes .!led .-armng born signal so that :. Wl:~o the fue!ing va. 7wo e!ectr.cg t :: the wtng ::anK inboard ve::1t hoe :'C1s refue h ng.e:-ation. Excessive ~ pressu::-es would be exper~euced :1 :...he Failar-e o! the :an. 7o avoi d strUctu. :"ne pilo: valve float ts encased to a per- b1e overpressare anc subseqce::t forated cup.s accom - sures wtuch could !ead to st::-uctural failure plished by mrntng on a test switch in the oi the wing.!o: va:ve whlch 10 rurn closes severa! preca-:.n.ot dtsconnect swncb as ia ARS dis . An ind~cator ?a:lel on :he ins:rumen: valve connects the . 7ne check can only be are concerned :th avoiding high tank pres. ::: a ! so !lghts a red ligh: c~o:rtng refue!tng and use oi :. . The J.!v~ c:oses 1t lights an indtc ato~ llght in tl:e cockpi t. Dt.d :::ot be auempted due to proba.SECTION IV A AF {C)-1-1 12.ally reuse :he float as 1t ente :. -:'ne:-efore. the t.is should only be a:ten:1pt:ed The ARS system is destgned :o opera:e with under extreme e:me rgency condttions.xceed 3 psi and c!ose :. Tech- n.:-1. Each dc. connect.ks are full.•ty damage to :he a.ral dent to raise the float and check .Ae::.a1ung a to::a1 ker at a reGuced rate. To check the valve. fuel !eve~ in the tatL-t ::-ises slo-. A cont:-ol panel on the l eft console.~nd vnth ~e thro::le 1n to open would cause the cank pressure 1d...ale:s 0::1 :he ~op oJ the fuse!age ch:r:.• ·o:-:nally.e d~rtng re!ae!Leg . It .s capable o! recet'-"lng fee! at the ra:e ed 10 assure the !uel shutting off when the of 250 gal ons per rntn':lte. 7'a.he fuel !allee to NOTE shut o!i. cacses an inunech- ate d i sconnect in either autcunatlc or over- .hese :he re!ueliog va~ve. re : s approx~ate!y -45 ps1 ~nto the cup.ck outhoa:d vent panel line direc:ly to :.:el.he overboa~c vent line. cup. ~:-formed wnen !ue! is fiovnng.he auto .o:.nc of! mte!"'IDit - ten~)·..ng norma! ope:-auon the overpressure disconnects . CO'lnect..·il! no: soo. sw1tch. ta::lke:-s csing :he boom :)?e svs:em.a! !aehng valve has a 4-32 . ProV": s 1ons to deacovate :. a system for checlung tite valve opera~too has been installed. :a.s su!fi- at the refueling nozz:e. As a means of rapidly duchargtng the au· disp:.2.he pressure swatch. Provi stons to deacnvate the autop1lot ride o. Ref<1ehng :-ate ol more than ZSO gpm sho.:.-:g ::-e!.a! fuel Shl!tOff anc p~:ot valves a::-e install- U . m.ts ab1. A the e::gu::e coznpart:J:Dent coohng an ?ressure swnch se: for 3 psi is insta. to e. by the tanker of !ot:: pump be1ng n1rned on a. :'he volwne of !ue l . cockptt..aced by the mconung fue! . oo the ~l to aav-se the reason for dis - p i. cubic inch bo:~te has been possih!e to receive fue! irom the t:an- added to :he oXYgen system..l r . With :his condttion.main ta.::g to close the p.ques have been de"·e1oped !or o:>eration tb :.J. a b}-pass 13.5. a separate hoe ! J:"o::n the fueling ::na. During refuehng ilight tests.F . NOTE !o. 7'ne switch opens a s olenotd valve in the tes: '!in~.

de.. With tlus system :o operation tl!e gine compa. RESET switch.ng horn s ignal cutout is energiT.nec~ sW:tch c!aring :e!u e:io. an 0~. Panels for the ARS are located 1n the upper 6.nstru- inlet doors close.. RH FU:. or limit The ARS control pa.f. In overr. light for each poppe:.:e connected elec- Electric acwa. 3 .e tanker ?i!ot. The engine compa:anent cooL... 8. 1.. check switch.n. These disconnects may be initiated by t:h.sconnec:t s-w:tch on :he Z. cont=ol wll_ee. 4-33 . trically.. 9. The !ar. Power is S\J?plied to the amplifier NOTE syste. ricie. 3. se:ves as :. SEC.s supplied :o the indica:o::. PRIMARY test sw:c:ch. TA-'iK PRESS WAR. when contact ls z:n.:ors close doors over the en. The landing aear warnt. Throcgh an induc:~on coLt in :he receptacle.red. LATCHED tight -green. The latching system is armed . Power i.~ea on when PRIM.Odica. The receptacle i s extended byd=anlica:ty ..ade buL must be cLscon- nected by the receiver ?i:ot. There ~s a: :'he ampli!i.c:c:oDlpl!shes the fol!owing: :'be override system cutS .gbc: a~:.ker. Four green ltgh:s indicating fue l !eve: Tn:uing the swi:c:h OFF reverses :.be .ed. 5.t tne boom operator's In&lly the OX-OFF swuc:b LS tile only one discreuon.k pressu=e wannng system wil: still cause a disconnect in over - 4.gnu :. The ta:n..s a con:ac:t U.L."'CXG Hgbt . LH PAR:' FU:. READY light .H FU:-~.amber.1 SEC':"IOX IV A primary and secondary poppet. refueling envelope.er system a llows automa:ic separate float.11. boom Oi)era~or.Rn. 5.u: the ampli!ier systez:n. DISCO~'E CT light . AF (C) ..er func::on 0.d the operator top of the fuselage during reiue!ing. SEC. (For L.:anent cooling ai= :ale:.ting valve closc. The autoptlot d. used. functions.. ment panel as shown ~ f~gnre 4 .P. Fcxu amber l.H) acd The autopilot cannot be m. the ARS is ON. SECOl\"DARY test switl:b. (For RH). :'his knows when tx> Start £\le: floWUli• D~scon­ is to prevent s9i!led fuel en:ering tne engine nec:ts can also be tnUtated !rom the t:a.L.re . 6.cc:b ON a. comparanettt.he manual ARS discoa. Tne tank vent bypass valve is opened.1. Nor. 1.cb.. 8.green.g. the rece~ver and tanker a.ng air left and upper r~ght po r t~ons of :. Z.atciles latch 1 .he above l. ma'• be c:c: out a. NOTE 4.:1el ~s on the le!t console. TurtUilg :his sw. RH P ART FULL. the l. switches on :he boom when tt exceeds the The control consists of two switcnes. on :he tanker ge:..FF switch and an OVERRIDE sw1:. and tndicator se~enc:ing of eveots du: i ng relcel:ng .panel. and consist of the !olloWlag: 1.m.

readt..ain in GUS:' through- burned but will not be accounted !o:: if out the :refueling ope:-ation.ts are not :eiue:ed com- In addition. I! des: :red. 7he liary and shppe:. altnu. 000 !ee"". The switch must be :returned to no:m. auxi.2 stabilized as above. the ideal If the main tanks a. a:titude at sligh:!y hlghe. dus to:aliz.l:r sbutofi soleno1-d va.P osttion :I the totalizer :reading !s below 540 Prtor to :reachlng oose:rvauon posinon. When :refuehng from :he KC-97.refueling. FAW"eve:-.loos.g.mb.:re!ue.e:r se:nng should be ~ed only hen i: is known :hat maiD fuel was beicg used at tlle sta:rt of ::-efueliag.!luring air ::e!ueliug. the ta.reading and With :he U . SECTION IV A ..:: speed and with a fueling.o gallons o! c an then be arldee to the totalize:. Plac1ng the switch io the PRESS position over:ides the float switch in the left.nd about . :he gust control shoulc! he 1n GUS:' . 7he-:-eio:-e.nk which i:: tu::u oper- ates the a.ng !rom the KC135 lS between ZOO a..bane sump ta.mg..moc:n't start and takeoff.ker the counte-:. !uel is transfe-:-r"ec !rom the aux1:ia::-y and -:"he tanker W:ll infonn :he receiver pilo: slip~r tanks dll. :'his chart can he u. 900 gallons.tank fuel will be ahc:-a!t should rem.in t:a. 900 should be added to the totalize-:.O\l. however. the Dlain I! the totalizer ::eading is below 540 gallons l tan. l vntb less than 540 ga!lons rematnmg.a 1..y 1 S minu~es .ocated forwa.s at ZO.re 4-ll can be used tO convert be re?laced durtr:g ai:. This s~tcb is !. Airspeed and I ue counter is :reset to lHO.nC lZO knot:s at 35.a.Z on the right.- ma. and the :m ain ta:n."''ID 70TAl. ?ASSes :he U .ng . 80 bow many pounds o! fuel have been rransfe:r- gallons o! fue! 1 s consumed w":uch cannot :re13 and figu. NOTE Re!uelilu!.de w~en refuet-:.ks wtU ::ece::.~e sump !:ank fuel leve~ is ?letely figure 4-lZ should be used to dete::- drawn down about 15 ga:lous du-:-ing engine mine :he gallons :recetved.1 FUEL CAPACITY A..reiueling.rtng ch. 000 fee:.:reset accordingly.ty..0 tanks • fer.!ve.-d of the lateral fuel :::-aosfe:r switches on the :e!t side console. at ~e sazne this neec DO! be done i.'l< PRESS swttch DlllSt be moved !rom NORM position to PRESS posi - tion a!te ::.U' {C)-J . .mber 1967 .IZER action would then allow the fuel to :rise above SETTING the float valve tevel thereby restoring no-:.al posi- When the a:~lane is fueled o-n the g-:-0\!Jld tion so1netime beiore the main tanks are t:!le total ca?~ity with shpper ':anks is 15ZO again emptied in order tO assure slipper 1 ga'!..~ :'A.nks. a't any time. 9ZS gallons of :his fuel ts carried cank pressunLarion and c01nplet:e fuel trans- in the m. This a. for app:rox:ima~:ce '!.fter :re.. a.n.-t o! :refuelta.ve only abou:. :"his fuel to ga:lons..see as a is accounted for by ::esening the to:aliLer crosscheck on the quanti':y of !ue: :eceived I to 1440 gaUons a!te:.:e ::-efue:ed completely atispeed i s 170 knot:. :'he M. l.. and the tanks ARS DAY O PERA:'ION e:-e :refueled to capaci. T his 4-34 Cbacged 6 Xove. separation of approximately 1/4 tnile.nu::edia!el}' a_.l a ir ?ressarization for the m. galloos at the s:a.

.... !>l ..ll 4-35 .POUXDS F igure 4 ."E!GHT = o.N"7ITY.. .. 300 FUEL QUA. AF (C) -l-1 SEC7ION IV A GALLONS VS PQUNDS MIL-F -Z55l4B FOE:!- SPEC:t-'"'IC V.. 58 LB GAL @ + 10° C 700 Q) 'Z q 600 --: < 0 >c soc ~ .:> \=.. i-4 z < 0 0 <WO .

. A!ter the tanker starts :ransfe-r:-ing fuel V. n:.gle... and a!t and below toe w~ngs of tne :an. NOTE Do not ~1 to check a second valve until :he ligh= :or the first one has \\1len :he A. fo :-e.ry.rn the ARS switch OX.Z. depend. :'his requires pushing the R.the PART FULL and FULL h ghts a!ntude app:-oxunately 500 feet 3elow the will be out:_ :anke:.rna. A slight rudder buffet w!~l be !e~t with recepau:!e ex'!:ended.ng aHeron east!y corrects tilts a!ter tanke-r starts fuel flowing.he fot:owing sequence: tion .e o! th.ghts Ul the ARS panel rr. This ts causeo by the booo rude- vat. avo1ded because o! tur .Lre ing on fuel load a..Z starts sliding in rowa:rd the x:r.. S:. er~ a sma:: amount o! :-udder buiiet may be fe ~ t.ker passes the U-Z. u check is Ulltia."lrl static positions o! valves. dc. ma:ly less than 10 seconds.e U -l.7 .-. 7 hese lights are "lOt unpo:-tan:. a effect.. a rol!ing efiect . 4 . Ther e- as :he 'lllm:g ops ente:-s :he tanker down-. Left Seconda. gaged ~n me ~eceptac!e. While gen. itt nses slowlv to :he refue:ing posi.:-at. As each valve closes.2 is r equires ricle to se:de out <!ae ~o <. on. Right si.-..me nme oescendtng to an 100 galloas.ors.. Use 3. There is ve:-y hnle turbulence when using :his approach. pressure d'!sconnect may be expe- : ienced.ay come on. be expe:-1enced.. If the READY !igh: is no: on. Right P:ri. Left Primary.S switch i s tu:ned oc_ se\·era1 gone out. of tne !use:age. Rtgbt Secondary. ·: ne U .1cg mro this ?Osit:ion.OFF accomplished it is safe to con:inue fil!ing S'IIO"ltch.'ben the U-Z ts below a. ?!!Sb the RE - SE": swucb to illuminate 1t. :!le :_~':"CHEn :. 4..-ash.qui:-ed to co::::pl~· wt!h the boom operator's dt:-e<: . At this SECONDARY lights should go out .lJ.ted too soon Coucte:-. at this tilne.al!y in t.36 .un tank fuel tevel is below a??roximately ta:1ker at the sa. power as :-e.s encoun:e:-ed low fueling .SEC7!0X fV A AF (C)-J-1 As the tan. Tne areas directly ai:. Stay bela. Do not check !. I! the ti . Operating time for the valve is no:r- oulence.. boom ope:-ators window ~o avo1d turbulence ane to have the des~red boom ar.the leve! oi the Z.ight wi~! come on and the READY Eght will go out. I... As ~he boom is low. tts light wilt cozne ke:r scoutd oe.e!t and !.rucr~::-a! fa!!ure may r esult. :! the READY A!te~ :he \ral\>•e tes: bas been sa~sfacw:-ily ligb: Hi stil! not oa recycle >heARS ON.mal:aneously or a p:ress-. it reduces When feel star~ flo-wing all PRIMARY and s~ed to match that o! the U .he of! center.ons.>l.ESE':" button :o get the READY WARNING hgbt and JDaking ano!he:r contact. I! the ?Omt."ld :n tine with the the shutofi valves should be t ested :od~vi ­ :anur. A!ter the booJD has bee:: fully en - the tanks to capacity.. very !ltt1e aeroeynamic 'The pressure regulator in the tanker effo-rt !roo the ~er is fe. disconnec! . When the U -Z !S in optimum re- NOll fuehng position.

»roce~d a.ls to :-~ t=ac: r~:urn to bas~.. WARNING '!! bo:h valves on one s.enance.a~no. Dunng :refueling operation.premature $CT should be =:..entng a 7A.ng h:..S swttch oil 1S oo:-m.DISCO~~"'ECT pleted..al re-"'. lt ts saie ED compl~:e f~e!ing as :o'!1g Pul! FUEL COtnO:-ER ci:cut: br~a.ao.he cocdition r.!:. tu:al !ailu:-e of t. :.coa aJ:rl mary a=d seconda.c.ng a!r coors co not :-eopen. •• tile Fa~!u::e ED obtain a ready ight may valves will close auoom.IXG system has not closed. should be :epo:r~d :o Y._ ts c!ear.de !a.. t.RS switch o!!. There is no indicator for the rece:p - tac~e.on Jna)• be com. However..g a cor.aU~c!ion oreuer .adicao.e wicg when :he ta:::k fills. may be checked -%-37 .s ba?p~ns :retu:n to base. Ho"W"eve::-.s b!y b~ ~xpene::c~d as feel star..s to wt~l gravity f~ed but :.:. NOTE NOTE !i tn~ DISCO~"'XEC:' Lgh: ::-emains 0 .!. plac~ tne !uehng !al:uxe of a valve io both ?=~­ OVERR::>E sv:-i:ch tn ti:~ 0.: cacsed by the vent bypass valve not 1nd:cates the b)o7ass va ve in tile ve::: o.at. any valve m.re experienced.ft~r ru:uing :he AR.s CAUTION ?llm? sw.n a REA!>Y !.f fa lu:-~ to oota..FUEL COtnCTER. II it ts aosotu~e!y necessa.ry to :-ece. AF (C)-1 .gnt ~s alter :urui:lg t..e set .atic a!~y and :he boom .ow.h~ tanAS a::-e !ut: an au~orr.h~ DISCO~~CT hgbt sp.ker. c~tver pilot must pr~ss the . WARNING Shortly after the FULL ligh:s come 0 .l SECTIO.he _-\.. • ?OS. ! ..llage may en:e: ':he ~ngine co:m - a.:ass ~ anex::?t-n. conn~ct Wl!! not be obtatnec ano :he re- However. doors opetung will cause overheati.ite:r.. ::! :h.ve fuel. doors a:-~ not c!os~a. engu:e compartment cooling a ir doors are closed . a DISCO:X. !uel- Place the A.. push tn ci=cuit ~est.e tna: :he !use!age coo!ing a 1: will b~ disconnectec! &\!tem.a:ica!ly .e!ing.!"'Y can ca:.s c~sc::ib~d !n ~On""'-il ~ Re. =~­ as on~ Yalve on e~ side ~sses tl:.:.ade at once. paronen: and cause an explosion. should be reported to Maintenacce.Y turn.re no lndicauons i! When :. Continued use Wl:hout the switch.accept gra~ty now i."w"'K PRESS WAR. -:'his is not a !igbt a.. The:-e a.Ae miss. !>\!zing disconnects a.• :.· !V A with the r~ar vi~w m~rror I! it NOTE !a.. READY light wtll not come on or.g and weakening o! tile structure. Bhnking of t.ic cts - the coot.! :o .::n.rom :he 2n.nc~ the u::.hat tnev a. p:oce~d and have the raoke:: r~d\!c~ :l::~ flo :-a t~ :.'=tS switch in OFF wnen the hoom tag sbould not b e an~m?':e d .atn tanl<.:. :! boom opera- tor adv s~s :.'ld a D!SCO!\~CT W"ill proba- ser1ous s1tuation s.Jeliag acd the :he test during me~!Dg.re open. i -.tcn o1! and on o:.lSe s:~c­ . ~-~ .

voc. The 0-Z wi!l then ltgbt the fueling receptacle.!o!"tnarion to the receiver pilo:.-n posi - tion.'""Pla.nlce::. On the U. ernde.1 Both the KC-97 a.!lker m:der radio sil em:e coruh:~ons.teration.""'Ci light shde away Crorn tne tanker.abili:y.nes NOTE have re!ue!iag light systems which can be ased.ation on these ta. ?ective F light Manuals. LATCHED lights rem.n aid in maintaining proper position. tile U .a.nd KC-135 ta:lke :.hand W:U probabl)· be spi:led dur:ng this opera-:i.S !\'1GH7 OPERA TIOX 3Z-candle power each.h ci!"cui.he t:a. :'wo white Hght:s aze located in aero- Upon completion o! refueli ng.·er and descend 100 feet or slightly forward of the (uehng receptacle to more below the tanker..g i:c this sec tion.Ver p .4'ERGE~CY R. do not disconnect until tanke:. :n OVERRIDE. ARS and anttco!lision cannot e:mergem:y concHtio~s.nd :.he nozzle a.to ho d . ~-135 recciezvo~s beacon ~s csed :o rendez.c!orm..cd :-ecepta.lt boa:-d to ?OS•tlon are :. For radio s~lence coneitions :he boom The procedures !or JO!:nup and re!u e ling operato: has an t!tm:::u.. 4 .m their ::-es- !f ma. The :I la:chmg cannot be obtah:ed in Xo::-=a~ or center position i s the OFF position for both o-. lot us:ng su!ficienl ?Owe:. cece'l. Wi:h the s-witch Ul the rlov.Z. pa. the same circutt breaker as the anticolli sion h ghts .hand ARS light is on extreme emergency.:n amount of fuel ts desi red. io o:-der :o The lights are conn·olled by a three-position avotd any possible conta. depending upoc.cle together.unn! -we~! clear and above the tan. 7h!s rec. The lights are approximately A.adVlses fueling has s:op.xunu.:-1gh!.38 .FUE~G available when misston ::-~uirezneuts allow !hen use.E. anncolhswn lights aze £). the U-2 will dyna.Z W:!.tn :.u1:es the be se1ected al the same til::le..R. ARS refueling lights are selec:eC. both READY and as a.he tail surfaces. ARS refueling lights a ::e installed :o fac ilitate jomup a.k.ai.he up posttion.de i::.1.s w.SECTION IV A AF (C) .light sys~s sboold be obtai ned !:o.a.nated cha!. also loc a:ed in a shroud is installed on the When approxu:r. lights switch.nd booxn ope=ato:r•s con- tact. m~ssioc requizel:lena.nnc shrouds to the left and nght and decrease pov.ct with 11!:-buleru:::e switch wluch rep!..ted. fuel may be ::ans!erred under se:s o! !igh:s.-allel course Wlth the t. :"he longttu. In :..aio ou. !:s use and operation a:-e descr~bed under separate headir:. te!t o:.rike:.e:-. sta:-t the c!irnD on a aft fuselage a. Current i. F uel 7o provide added reH..he same !or n:ght ope=a:!on comJnc.nicate gallons received.t brealters are located in the 0-Bay.on and a!t ARS lights are on a sepa:ate ci:rcuit a. lathude a:1d as those desc rwed !or day o.ces the present navigation f:-o:n the tanker.a:ely 1/ ~ mi!e abeam of ti:e ait po:-tioo of the ARS !ai ring to bght: che tanker.nd it i s not recommended except in an breaker and the r ight . the l eft. Bo!. A !hi.

figures 4-13 MICROPHO-~ AND HE. basically oi an aU. Receiving is con- trolled by the indiVldual receiver sW:. UHF.hand side oi the seat nea: C1e fioor.J.ded for in the event that ejection is necessa:y.J:nprove the qual~t)­ oi ccmununications. They are both of the mOJ:nenta=y buc-.IDp~ifies die pilots cransmissions Receiving is not aifec'ted by this switch.tlit consists ttansn:n-:ted over :Ae racio(s) selected .C.rn.l. and boost-a.MODB. SE:_EC'::OR PA-'Il:E:. A cable which bypasses the q wck escon- nei:t is stowed behind the seat.! selector has RECOR!>. left. :'his cable ca. provides a counec:non !or the pi!.e gri p and the othe r is on :he left conc.3A} AIC-10 IXTERPHO!I:E COXTROL :rhe CO:M). ::'he p1lot1 s ".C. ':"'nis pane! ~s located in the ~o. U-2F MICROPHONE SWl"':CHES Two microphones tiuanb-switches are pro- vided. loc:a~ed on tae pane!.2C separate in the event o! eJection.IDplifies ::-adio ::-eceiver outpucs. COMM SElECTOR PANEL .n be used to connect a :eric ropbone ac. This cable is CcOrrnally used by the pilot's assi stant du:ing the pre:Ught ai.ADSE':' CO~C'TORS and 4-14. E::..Se oi chis cable will ofce:::l i.-ol wh. AF (C)-1-1 SEC T'!ON fV A CO~CATI03S A.. 4-39 . :'he \.eel grip. and HF UHF ?OStttons which c:-a!t pri:narily to il:nprove inte ligibility of deter::nine w!:ether voice is recorded or audio con:u:nu.Inpli!ier which prea.. One is !ocate<! on tile throt:. headset directly to the co:mmunicatio0cs sys - te..MODEL U. It uu1st be disconcectec ?rtOr to eJection. anau:natic Figure +-13 disconnection oi the cable is not provi.ot"s micro- phone and headset..:-c::-aic: and equip.men! checkouts.SSOCIA':'ED COM.nication.io frequency a.14 C-82. ~ receiving i s possib~e. However. fining.:ches and their respective volu.on type.. VHF. is used to select the comxnuni- cation systeiD. HF.M.. F igure 4 . ':"he lnterpbone Cotlttol is nsed in this ai:.:ne controls. Tne connection will COMM SELECTOR PANEL . except that in the RECORD position.ECTRONiC EQUIP~!IJT The CO~fM selector panel.l ?OSitiou in the righr console S'tep A quick disconnec:."'ffi A.

!. I! it 1s cesired to transnu.3 HF -:'RA.1 Z. Any of the others can 6 . ._ ARC-34 trrlF receiver. Antenna -External wire between 'the care.nnel selecwr.) '!'his radio visible through the clear window. Turn the function svritch to OFF m deenergiz. 3. single band F igure 4-15 or AM modes in the !~equency band of Z . Close the interphone circuit breaker. Rotate :he function s-witch to BOTH i! A s:aada. place the mode swia:h in the m.IVE R The Collins 618:::.n:n up o! the transmitter by using e tther the A /ARC-34 CONTROl PA El m 1c ropbo::1e buno:1 or tone button a. requi rec for the mission.nC tinening !or s ide woe. The tnajor components and their loca:ions are as follows: ODe ration 1. In thts ra:cge there are ! 750 sepa. 2.ssion of a message.anua! poshion and set c._ ARC .mber with the selector sw:.rd A. 618 T . An~nna Tuner .1 . simultaneous monitoring of the preset tra.e ~e set. 9. prov1ces fo r voice co:m. Chec k the channel prese: f requenc tes as indicatec on the p:astic w-rite-in 3. 8.' i s an airborne HF trans - ceiver capable of O?era.Pressurized box in nose..9 mega. Before tra:cS:m.p the new !re- quency whh the m. .Pressurized 0ox in the top fa iring.. Select UHF on COM se:ector swiu:h.15.usmlner having a 10 watt output is pro. (See figure 4 .. be manua!ly selected in the cockpit.. 1.SECTIO!I: IV A AF (C) .ed in the aft ene of the equlpxneot bay.e. can be prese~ and selec:ec by n·. Selecc the preset channel using the cycles.l\. Change p:-eset frequenctes as antenna tuner and the vertical fin.. checJt for operation and wa. :'wenty of these number appears in ':ke clear window.. "!'his unit is desired.ting ir. 5.34 circui: breaker in equipment bay must be closed. Transceiver .J.municatio:ts in the freqaency band range o! ZZ5 ~o 309. channel selector s o that the channel rate frequencies available. A.t and receive on a frequency not preset ou me cha.. 1 .anua! frequency selec- tor knobs.'SCE.5 U> 24 megacycles .tcb. Se: the mode switch so that PRESET is conso!. locat. channel and the guard channel i s vuiec for communications. 7he cont:rol unit is locared on the left-hand 4.

A switch ts -:he tran. 3.Amber verte:" t s recycled !or any reason. 618T-3 CONTROl PANEl o.on.r.eru:y. l ::naic inve r-ter power and DC WARNING powe:. :'he HF circui! breaker to :he eqm.:ton io!tiaUy. light on annunciator panel. When :utung ts ccmp!eted. (l! des1:red hght on the aDlUUlCiato:. acd :. 5.m:ne control.ode sele1::or switch. Mo•.. 7.) selectee frequency window. A 1000-cycle tone wi!.u:::ent bay and :l:e AlC-10 in:. Se: RF SE~"S (or VOL) con:rol so that noise in headphones t. Control Panel .entia!s dangerous to !:ie CLre on cockpit mast be closed..!. select desired mode pos1tion. put the set in opera. The receiver is not c!is.3 :o tune. 1. tuning knobs. :he antenna du:::-tng o187 ope:at!oc. 000 feet. rotate 10 whenever the traosa:u~er ts disabled due kc selec-=o:. i:ui. be hea=d lD the head?hones anc :. tnning light. 1 or • ·o. 1 or • 'o.ca:i:tg provided on the r:ght su!e upper conso!e to tbat it is set:L"'l& ~P ::he cew !req'-lency.sce :ve:::. HF XMTR DISABLED light . The HF n-ansminer is disab:ed u the cabin attitude (which is che p:-essure m the rrans. pace! wil! glow c. override this pressure switch fearu:e when opel:'ation. Allow several minu:es for warmup..Cockpit on the LH :'he ioUo'<llring procedures shou!c be used to console .Y.on. or to put the set back 1n ope:-anon whenever the in- S. 2. pos.ne ::-ed :igh: (if incor - porated) on the concro!. 4-·H .) abled due to tow pressure. fM panel SW\ tch to HF or ce•ver box) exceeds 39. ·.) 2. Select desired frequency .panel illwninates frequency was al:-eacy se:. Turn tnverter SW!tch to No .. (See figure 4-16.box.oen oack to cesuec !req\. When the olST-3 ts no longer muted. (Set wUt not operate on et:nergency OFF m. The control pane has a coznbi. AF (C)-1-1 SEC':'IOX IV A 4. descent and lancing in order to pre- vent condensed motsture !rom form- Opera non ing on the transceive:.re code selector to :he A. wtll be restored when the cabin alticude drops to 34. NOTE :'be 6!8T-3 radio shoulc be on dur ing Ftgure . depress mtcTophone but!On momen- tarily and wa!: for the 618T . Xo .s !)a:-ely audiole.wi!! mtrte.kno~ one d:gu o!I f::-equency to tow pressure.nu1g ..s co1npleted. An amber 4. and vo!. 000 to 35. 000 feet.al requirements so dicta~. Operation BO:'H poslt.. }(.nation 0.erphone ci:cui: breaker in the Po:. !nve:r:er. ~iove CO. .a:-e requu·ed a> opera~ the set.nn! tu.

tioc power l.:PMENT (VOR) (MIL 7YPE Al. 7ne Ar 'AR. ". :'o use as an aucom. 8 . panel usee w!t.-!tci: to desi:-ed !..OOP.ZC and U .abe!ed B FO is o:1. 19 :./ AR.recep:.the a .er. cycle channel selec:. Th1s equipment reqwres DC power. :-~:-a M.SEC710)!t IV A AF (C)-1-l A-"-' I A.Distance .:o! !evel.a. 7he !racttona! :megacycle channel se lec~r switch sel ects frequeociea ~-4Z .switch. !l:o:n:n. Rotate :uning c~ cnttl •tat:ion !..o 1. disabling switcb. 75 megacycles. :'his pane~ consists o! the fol!owing CO:ltto~s: a cornbina. Z potc~e:­ frequency. set :-equi:-es DC povre:-. The No.s wave stgoals.lF at:-planes with the ARC-lSF oavi.auc direction ADF aeed1e.OOP s~:cn to AX"..tio:1 if already tuned in) is heard. then :cne for tnaxrmum tuning the A1'/AJU•-s9 set w pro.-ide a display o! meter deflection by slowing rotating both VOR It ADF in!onnatioo. i:'ura \"0!. !ocaliz. AN/ARC-59 CO~ RO l PA El b. clockwue to tt!--n ftg&:e 4 .. a megacycle channel selector switch. A Bea:-ing .~-so has a f:e- queacy :ange oJ .-59 panel on most 30 seconds for equitnnent to warm U?· a : :-ptaaes. 5. 9 megacycle frequency range...h thlS Set (.1 nming crank 1n :he vLcinity o! desired poln~r dtsptays A. ARC 7YPE lSF VHF NA VlGA TIOX EQU".l Otnnirange. visual .?-k'>.ru set oi{ by mru1ng VOL conttol counterclockwise to OFF. c. set switch to COMP.C BA~ sv.figure 4-17) is On the right console and tncludes a tuning ::net.DF a:1d the !l:o.e:r. Adjust VOL control until background noise (or sta.o:.tch to A!r:'.ng condinons o! poo:. 7he conttol panel for the ARC-15F (see ! . To use as a low.Heading quency ts a ligned with frequency dial lnc!ica~or (BDHI) is used in conjunction with hairline.!:equency radio range rece!ve:. ::his tioo o! systezn.0 to 1Z6.:'he con:..aural range. S"«'l~h and volutne conttol.ctlonal mega- 3. ~d comrnucicari.i:' -!. The A-"-' A. set s-tr."'l-30) ':his equipment is installed for reception o! visc. se~ switch :o !.:'. led tn all U .. anrl a squelch quency bane.!8) IS locate:C on the right-hand e~i?I::lent oa a:::d aHow aP?:-ox~-:e :y console aft o! :he AR-'>. tt e!1ab!es position requi:-ec for the desired func - :-eception oi connnuou. :"o use for aura: null p:-oced~:-es or ct:r:.:-e- gatioa set. a rra. ':'u:n COMP-A1":'-LOOP switch :o When the switch !. -:"c.:-e.Rr -59 set is insta. dtsptays VOR.a! o: ezne:r - geacy tnve:-te:r oower is :-e~ci red !o:. Readj t:St VOL con~ol to ciesi rec audio wh1ch is C!V1ded 1n three !>ands.RN-59 RADIO COMPASS (ADF) 4.on signa!s in Ope:a:ion the 108. 7.on. control. o. Turn COY. Identify station. ftnder.

A A 7C (AIR 7RA. or locali%er the tUwnmat~oon of a yellow light on the signal.vety. 1 to 111. !lag associated with this ? OSition o! the u.1 c::u~gacycle steps and autol::l.0 to 117.s :o or !ro.c. A ve. since no from I 08.ergeccy inverte r power !:-o. 7u. weak.nd corner of the instrument !or setticg a desired track to o r froiD a c!esired VOR ':'he A":'C sys:e:m.m the VOR unn: triggered by an bte!"roga!lon !rom s::acon. AF (C)-! . This is an !0453 indicator loca~ on the right side of the upper insc-m::cent panel. and in a ll ?QSitions glide slo:>e 1nput is proVJded and the :-ed from. or r:ght :o cal:y :e?hes W'ttn a coee which ba. respec:.a- ble .unent moves :0 the lef-.den:ify shaped pointe: and a batt. The instr. Z. 3 . !lte VOR LOC inst:"t!.m 118.ag alar:n at the bono:::o operates any time a sign:at i s cnreli. VHF communication. ':his bar selects the VOR mode m even. Set in des .oncal bar which is ordinar~y 4-43 . on the air. tne !owe r lef:-ha. in conJuncti. VAR.l or e.a- tion ~s displayed by the :So.Dnent a lso bas a horiz. 0 to 12o.sr:-. however.rr.tenth ?OSitions does not funcnon. proV1de. Adjust volcn1e knob :o destreci audio !eve: (\~ commw:t:ca:~on alld VAR only). F luore scent blue and yellow sectors ccmttol panel.red crack wi::h course se!ec- tor knob on the indicator (VOR only). Course Indicator 5. A red !'.9 me. VOR station m!o:rm. In odd-~enth posi..rtica! Da!" ?ivote<i at ±e :0? of grounC: control. 112. :"he tion of the a ircraft wnh :-es~ct to :he on. at wh:ch ::ime it au:om. or nonexistant.l:lent will always indicate OFF.e face of the ~nsttw::lent shows whe:her ":"'!le sys:em :-emains in a quiescent s::a:e the se:ected traclt .a:: - the i:c.s a are indicated by tne positions o! a triang!e meatts wne:-eby g~ound conttol can .me knob clockwise from OFF.ons from.es E i:he r ::o:-ma. 108. ::tode o! operation is sel ected.nce Rada:--. 9 me are available !or is required for the VOR indicator..1 SECT:OX IV A tn 0. F:-eque:c.»lane. A TO-FROM indica::ion on th.i%ers. Oae:ration ARC TYPE 15F CONTROL PA El 1 .s been supply visual ind~cation of the 1ateral posl.a: cou:ses of VAR and loc al.FF1C COX":'ROL) SYS':'EM CC)U_!'Se Sel ector mob is locatec O:C.on witn the station. 0 to 11 L 8 me. The track and the reci?. prev:ously prog:-a..he visu. u·veHla. pi!ot is made aware of the interrogation by course signal of the VOR.ne~ selector knobs. 2 pointer on :.:-n se: off b)· m:-ni.::lg volume mob countercloc~se :o OFF.9 ::n:c. are included for flying !. Set 1n des i :-ed frequency with :he two chan. 4 . the fixed 360° dial. ':"'urn set on by rurnil:g '<•oh:.rocal :rack Seconda:-y S :.med mto the syscem.a:ically usee for a glide s!ope ic_d:cauo:c.he BDHI.

MODE .rne as Miltta:-y Mode 3. necessary.Has four positions tdenn.­ descrease the S)·stem sensit:V:. At p:-esent.Bay alti~de exceeds 34.a! l.. the pilot.SECTIO!': IV A l\F (C)-1-1 An addaiona! identtfica rioa feature i s ?ro. power circuit to remove power as the 0 . l.ere c.S first ami second dtgit. 3. S':'BY . :'he control panel (see figure 4-19) i s l ocated 64 possible codes can be set up.ftcauon p~tse into the S)•stem for a wtth the . LO SE_ ·s . NOn Direct switching !rom OFF to ON A pressure swn. 4-44 . the other two are locked out: for future u_se. Power :s re- storeci cescendu:g tnrougl: 31 000 !ee~..he A position.!n this posttton. Only the C O). ~ne OX pos ~tion turns the sys- moc. and a control panel c ON .) When toterrogatee.In the C posttioo.. ma.':his post non is used when p ilot should not operate :he A 7C a: 0-Bal• requested by the ground station to a !tirudes above 30.ree ATC CONTROL PANEL positions: a . the altitude F igcre 4-!9 reporting :node ts se:ected. t. b. 000 feet . transponder.ch xs tDCor:porated in the reqwres a 35-second wa:-mup per:od.g a The A TC system co!lsis:s o! a ~ansponder 35-seconrl wa:-mup pe:-ioci. CO:>E ~'D:CA':'OR -Shows the code selected to be ttansnntted. When requested.In this po1ution. C . The panel incorzx>rates the followmg controls: vtded.: brea-<er mounteci !n the 0-Bay power dtstrtbu:ion box.TRO:. an antenna mounted uneer the nose o! the a i rplane.em OX. This position ts tnacnve at preseet. contro!s. the tcenti!ica- tioa mode is selected. icentiiicatioa pulse.h. provicec by a 5 .!.s on the left are used at present.:c~. b. 000 feet un!ess aoso-'1:~1.ty.This InOde switcl: has :. left: wa'!Tn and ready to be ?Ut into head.am. ':'he c. the set tS mounted tn the 0-Bay high on tne ZSZ bulk. POWER SWI':'CH . the SWltch with toe exlS~ing coee plus the a~c : twna! turns off the system.nteti Ul the Lq co:Jso!e a!: of :he A. prog::ams an acditioc. digi t:S are pot mto use. (This is the sa.follo~ng func nons: period of ZO seconds.tt protection :S :! interrogated. OFF . the code shown on the coee indicator (l above) 15 auto::nati- ca!!y ttansmttt.o. a functional tester mounted below the immediate operation. by momentarily pushlng the IDE!"T buuon on the CODtt'Ot panel. and on the le!t consol e m d1e cockptt aft of the 409o can be set up when the other two AN/ ARC-3. A . Ctrc-.'.:1 t. fo!lovnn.ung it ready to transmit AilC-34 CODtrol pane!.ed in rep:y. 1! interrogated during :his penod :he systeDl autoDlatica:ly :ep!ies a.

a::on To ope:-ate the A :'C... Mid Pos1tton .xia! coee selecto:-s . Indtcaung Light .ZO seconds. The one on :he !ei: sets :he 2 !eft d!gits o:Uy the identification mode is ope:-a. :'he l.ght :. 6..a.: Hy.rol. POWER SWI7CH .b.em. mining the code..:te:. By means o! these selectors it 4. MODE S:ELEC70R .EC7 CODE .) addioon. I! the se: the nntch.7o . A: presen. digl'ts. (Otite::-wue the system vn!l :eply t:ranSinicting the code and functions non:na. It also !ights t. box should be e::1gaged.nd coaxial knobs.In the A-C ?OSition.45 . o. boweve:-.In this posttion. The large knob sel ects the leh -bacd terrogated by lighting a yellow h ght at d1gi t. and the following ac : :on :a. IDE~7 .This position pr-ovides a l:leans o! checking the ope:-a!:ional s-:a:ns o! the systezn. c.The:-e ftcaoon and a!nmde :-epo:-tie& modes a::-e twO dual coa. 7 . when p::-esseci i n momec:a.he sr:n.Sel ect !.OX {A llow 35 sec onas the system is iuter:-ogate1:3 duricg the 20 .0 SE~'S posuion when reques~ by A t r "!'ra!i:c Control. the 5-ampere ct:ctL. present).ken.all kcob t:he right. momeatarily to check sys:eJD. CODE SELEC70R COX7ROLS .W-TES'!' s wia:h t s held a: the :-LS:" 4. TEST sw-. TES'!' . these being a..ndica~es satisfac:ory breaker in :ne Q-3ay DC power dist::-1Ducon ope~rion.P.In the mid ?OSition of inserts an additional s igna!.7he . selects the code shoW"U in the :~icator and b ..:DEX7 switch ":luc-.arica ly D. NORM .P:-ess moJnenta=ily when requested by Ail:' Tra!fic Cont.Uy .'henever the syste~n is replytng to an i nte:-::-ogauoa"" Z.is locked ouc at pre- sent. SEL. XO~i-7ES7 SW:7CH.The yello.U'US off aite:.de is '"nterroga:ed within ZO seconds ~t inoperative. A 1000 cps buz~ 1S also sounded tn the ? i!ots audio 1.hand the right of the switch while the code digit .A post :io~. 4 . OPERA:-IO~ Holdtng the switch in the test pos1tioa tnte rrogates the syst. NORM-TEST SWI7CR. both identi . above). :. secoad 1nterval.al signaL The IDE XT a uto - n::. AF (C)-1-1 SEC 7 10S IV A c A-C . !t a!so !ights U? when the system is replying on the IDEX7 i1 3. !"ORM-TEST SWITCH .tch illumina tes v."ORM pos•tioa. are setec~ed .t o! the yellow ! .Tbis switch bas is possible to se!ect 4096 di"e:-ent three postttons: codes . Cor warn1up). ilie system selected by the le!c . 5. the indicator light ~s ma.olc :o test pOS l tlOD.Le!t 2 d ig ~ ts (!or rema1ning on during the cycle o! ::::-ans.a. 5. 0:1ly o4 codes are cu:-rent!y bei~ used. ts being tranSDlitteci .:p wheo :he XOR. ind icator light located on the rigb: o! the ~ORM­ 1. a. ts set to indicate when it is being in. and the one on the :ight the Z ::-ight rive (see 3.on daring the transmtsslon. IDE!'lT . I:lumu:. However. POWER SWI':'CH .

tion !.-u beacon ts ms::al!ed . nen the po~er switch i s m the s~y pos t - uon all1i the beacon i s beta. Wne:1 ti:u~ power s..cst :o des:red l e\•el when signal is mode .o:l by an aura.he beacon ane con- ':ne control pane!.her the boost ~he ?&Jle! conta. s i gna! :n the heaose:.rn beacon off before JO~up !or refueling.!:.on. -lF a trc :-a. with a 3 .aneocsly. Approxilnately one minute :toc. :"!:us beacon on by :u. c t. F ~gc re 4-20 CCS£0 OS U -lF A1RP!. A /AP 135 RENDEZVOUS BEACO 4.th X-band radar S)·Stem eqmppeC. tion w:. presentatton on :he radar dtsplay indicatr--g power for conttuuous tgnl. W'hec a ura! signa! ts received and a coded rep1)·. to prevent Inverter overload under rlus cond.vous tery switeh to BA 7 &: GEN.me coot::-o1 full c:ock'Wise.:. :'o turn set off.ral signa! ts applied to the headset wheneve r :he beacon bea con reply i s requtred. The Oeacon operates in coz:Junc. 1 and bat- An AN APN-135 (moeified render.ASES O:S!. c:. an a. a!ld OPR ?OS:tions used to se! ec: the beacon sbot.F. Egure -t-20 ts locatee tinuous igntuon sno. nng con1iinons dictate.tion is the :-ange. An au:al s ignal wtll be heard :-ephes to an tnterrogation. wa=-mup tune 1s requu-ee.~d be tur-nec off as ope:ra - mocie of ope ra t.s AC. and a YO~ cont: o! knob. with app:-opriate beacon tnt erroga ting !acilities. whenever a beacon :reply is made . T~:rn \'O!l:.u•pped a . ren::n swttch to OFF pos. SEC7IO:S IV A AF (C) . anc! 1den:uy o! the beacon supphed by the inverter.ec!. bear~ng. the beacou NOTE transmits a coded reply which results ic a In the event the AC generator fails. A lso.·:a:h is tn the OPR pos100:1o the beacon will respond :o mter. In orde r ec.g tnterroga:.=-oga:ton.Y) .tion. STBY. turn switch to OPR.:ld not be opera- on :. 7u. 7ne beacon 2 . but ::does acknow!edge the ~nte :-:-oga­ :-ece1vec!.de . ted simult.. E t!.:S BEACOX ® Ope:-ation l.al atd. Turn inverte r switch to No..he right console Comm Selector pane!. pun:p and conll'!lUOUS ignition o:r the S':"BY. :-c r aft.I:-135 RE~':>EZVOt. a s igna! :s applied to ti:e headset. does not r espone to : nterrQba:to:l m th. .ns a rota!')· s•-!teh Wlth OFF. ln response to an appropnate interrogating signal !rom a radar S)·stem. tu. 5~a·aoe WARNING R~ Og A!te:r visual ccmtact i s J::la.-uing ro::ary switch to :s a beacon designed to ser\·e as a ca\•iga.1-l A:XJ A.

7ce nels may be preset :U:o :he ::ransmir. Set :~smitter switch to channel ARC TYPE 12 CONTROL PANEl n.Zl A.1-1 SEC:"IO•• !V A AIRCRAFT RADIO CORPORA':lOX. F ive chan . Type lZ VHF :rans- ceiver m addition w the A.!ng frequency. craft Rad1. Tune rece ive :: to !:-equencv corres- po:lding to ces.ge ! .1p.nstallec on the !ower m.:ning is proV!c!ed . 7u.sh in on tuning c~ to obtain higb-pt~cnee side tone for . .ra~:on. No ARC .3 VHF RAD!O SE:" When the set is tu.ency high-p~tched s ice tone to a:d in tuning.re 4--Zl.~ter.fine :UU111g. :'his set connsts of a very . Ope :-aeon TYPE IZ VHF "!'RAJI. .. a control pane!. A!ter coarse tt:n1ng by reie:-ence to numbe ::ed dial ?.de tone :o rr.. control pane"l is shown in Hgu..~C-3 radio se: rep:a.de conso!e on-staoon. 13Z megacycles.ccb is prov. 3.t b:-e~er to :he equipment Certain airplanes are equippeC.anua! transmitter c-.ose m'=erphone Ctrcutt brea.3.e:: which covers the frequency range of !.!=equency ::ac.~EIVER ARC-lZ drccl.aximum ai:. ":he set cottstst. a:ansm:ssion !s contto!led by :he microphone buttons on the :"he A:.unbe:: co::-responding tO c!esired c-=ans - rna-..JUnction box.rned on..hlg!l.=planes. receh•er must be ::nanuaUy tuned.. lo to Z.er.47 . F igu :-e 4 .i selector panel.ces the thror.3~. The one mtnute warm.0 Corpo. :'w::n voh:. 4. tune s. Se!ect 'IHF on CO~n.rn set on by rotating vo!~.~ ARC .ZZ.d release crank.n the nght s.tch cocn:e:-c!ocltw':.s . a t=a.. nsttu_"'nent paneL 5.ded which g. 4 . o.nsmi:+.se to O FF to deene:-gu:e :l:e set. ':his -range o! :o0 .prnecr bay !latch.red recen"!ng freque:::cy . of 118 to 148 megacycl es. panel.ves a T:·us :-acio set ope:-a~es tn the VHF !re~.!e and on :he conn-o! wheel. a power c!ockwlse !rom OFF ?OSitton and al!ow supply and an oscillator-relay unit."'I ARC .L"'ne kno:. itefer co VHF !::e - quency card on . :"ype 1 Z ::ad:o set on some a.s o! s ide tone i s adjus~ ~o a maximum to get a control ?"Ule!. when csed. C !. 7he equ.15o me. w1± an A i r .y mus: be closed. AF (C) ..rne sw. ':he contto! pane! u shown ic. ba. A wntst!e - :hrough swi.~/. a rece1ver and a power.. a tranSn'l4tter.. figure 4 .

which i s 0!1: position. 7raesm.c:e at VO:.RC-3 cnct:.tly during the ti:m:e that a filter ts being exposed The fol!. When it ts carrieti_ m.er o: the :-eceiver is p:ovtded. I: is installed m the equipment bay. compatible Witil the F -2 hatch.nnel selec:or to desired channe!.r:s - through Ute fi'!.:~.tn . The camera operates inte:-nune::. A d::-ectioo f. Start set b)· plad-og 0~-0FF switch in tion .just vo!c:.ec-:: VHF on CO~L~ se!ector panel...eDl ba~cb contains a pa:rt:i- cu ate am::ospneric sampler. ~o P-3 Pla:fo:n:n sys-::em when m. by depresstng :he D F :'0!\'E b.te:r. m.r. an a ltil:neter.:che$ on the tino:-=!e and !ilter.al t:ning o! the t:-ansmi~. The oue excep- 2.acc. :'he samples are co!lect:ed on a seri es oi six lb-incb diameter filter papers. 3.1 AN/ARC. Set cba.ost o! the other major items which may non::c. :::-~s batch is A.15Ston is cont:-olled by the m. SEC7IO~ IV A AF (C) . 5. Se.posttton :.mp!ing ?QSttion by an electric actuator.G. Allow one ::n.ic:--o- a !ree atr temperature indicator.:E c1:-cuu b:eaile::-.ME con:::o:.1 .on .. six phone ke)·mg s.. F -2 FOIL SYSTEM The F -2 F otl Syst. When a Hlter :s tn place.3 VHF CONTROL PANEL AU70MA T:C OBSERVER :'he automatic obse:ver is provided to record pernnent ia!orm. Eigh~ p:-eset c!lall!lels a. Move 0~ -0FF switch :o OFF :ode - energtze :he set. filter papers are rotated into and out oi Refer to VHF !requency care on insttu- sa.stallea. 4 . meot paae!.ghts !or the F -2 fo~!. These 4.ncte warmup. and ex. s the P-3 Pla:fon:n System.:t breaker ~ tile eCiUlp!::lent bay mounted to the lower openUlg o! the equip- mc_st be closed..ad sue indicator Eghts !o: use with t.hausree bac~ oct- :t::litted b • :be ptlo':. its exoosu:e is controlled by a doo: m. the air ~et dttct.22 ver panel: A Rate Rate meter. -:'he door is opened by an e lectric actuator a!loW:ng outside air to be cuctee in. passed b.nder :one may be t=a. AC. 7. the contro! wheel.owing items are provided on the automatic obser - Figure 4 . It is composed of a slnall insttunlent panel autolllatically photographed by a 16-m:m camera.atiou regarding the sample and the eav~roomeotcone:tions f roxn whtcb it was collected.. s ide .he are selectable at the conco! paael. a clock.aUy be L Close !N:-ERPHO.48 .. ment bay. iusta!led ~ the equtpDlent bay cannot be used due to :ack of space.

:'his swi :ch advances the next n:ter U:l.t:on.:shing O?f!:"a- :::oa.C.r ou!y cr.OPE ~ ?OSttioo tAe doo:. 1: ~ecoces a_-med dur :tg the no:-:n.due-: c!osu=e cioo::-.is in F-2 FO IL CONTROL PA EL the l:P .fail to aciva~ce :ee swt:ch should be ac!Cat.Operating and adJusted .igh:s .n1e:-a ci:cci!S Before scar:ing: are e11e:-gi%ed when the coo:.nc!ica-:o:. 3.OSE o :.at:e Meter .? i.l sec. Fd:e:.ON..to posi!lon for exposure.0. When .:'hese g:-een The layout of Swt:ches and !ights ! s as !o!.he C:.tghts show which o! !:!le s:.:te:..! -:ce door is open whtle :he !ilte:.e .TER sww:h . "rhls would non:naUy OCCu...::!te:.mbe:. figu:-e .. ~s locaree in the le!t systems ?ane~.OX.Iter i s in tile fi.UP.a._1:e::ce o! placU:tg the !:.:o'llrs: !.CLOSE.moved to :. Amber C!. A co:-- respouciing a..:.. Changed 1 September 1968 4-49 . open posniou. Fi~:-e 4-23 4.>QS.is m :he Doo:. :he d~c:s. AF (C)-1-1 SEC':':O~ IV A CO~l"ROLS Z.s as the door .7bis switch ex-:en.s !uHy O?en or fuHy c!osed.ds tile !tlter !or exposure when ?laced m the :>OWX pos::ion ar:d :etracu :he Elter F .ad~ce swi::ch . fol!ows: The automahc obse::-ve: ca..to the system is controlled by maste-r position. A co:-:-espouding ambe:. '!'he control pane!. •.. Green .eci repeatedly untit the ! i!ter is !:-ee.>QS!:ion.t=ave!.X fi!te:-s :.m. FU.tl F I.:. ! . Doo: swia:b .OSE :igit: .-23.n·:::g due~ f!.Trus swi:cb O?ens aru! ctoses ti:te a1:. Ft!ter ?OSttio:: !.!ight will go ou: '!.!~ght glows when the !:.light g:ows whe:~ The ao:-:nal se<:11:ence o! evencs :. NOTE Should th.be:.GP !:ght .ter switch .s m pos:noo co be eqosed.l!y up or fully down Powe:.Z Foi! Control Pa:le! when ?laced to tile UP position.::ER ?OSI-::':0~ !~b: . swtcch on MARK I!: hand coorrol.swi~cn . NOH :'he t. R. Fi.s :o the se:ected . A.

.24 prevent possxble overheat ti.:n.a:ed Z.. OFF . Wl::.0~.-aoced !o-:. Green • 1 FlL7ER POSI:'!OX E gn: RATE RATE MEJIR PANEL Rem.::: !nd . :io:: l:ght.."i:ch oce more :ime v. SEC ':':O~ fV A A.CLOSE. 7 h.red . The pan~! mcorpora:es the followtng: Duct F lashing l. Ac=a::ng the F!L:"ER ADVA.he sixth sample has been te:-:n~n. R. Amber UP lign~ .E ~~kator.1 :"o expose hher: F:!.~CE sv. :-~.~CE switch.a:o:. FI!. o.AR-~ ADJ Control...a.0 ...e unoost:-~c:ed at this rime aiMi the cue: 4.':'ER s :ten . Al.R!! ..er a cn:. C0~7ROLS ':'o tennmate sample a!:er the :-eqturee expos'"-!"e time: :"he coa:. 7he door -switch ana 3.he !Hter.! :. A!.:'est}.:shed oy ?!adng :he eoor sw. may be !!.ON anci ZERO A!>J Coct=ol. !l!ter nritch !igh:s remat!l oc.d-l)osi~oa.a:or Jill:l:S in m ~. p!ace the DOOR swttch in center O FF p osit4oc.is p :-o - . 7hts comp!etes one C)·c!e o! o~:-a:~o:1..DOWX.un::g.t!ort hghts ~"l!: :. A.~!! set!!! :he •o ?OS: . NOTE !l: t!:e evect ti::a: tl:e door ac:c.r:nner DO\\-~ hgh~ .1 .ch . Green • l Hght goes ot. 4-50 .tcb in tile OPE ..F!L7ER A!>VA.t •l ca:::tes o::_.ams 0. Greet: • l FILTER POS!TIO~ light - ReJ:nains ON. !sg . The B 400 :-ate race me:er syste%r.0~.pos::.eu :.F (C) .U P .rol panel !or this sys~em (see DOOR s"' .A :"E-RA:". Push-to.ignt -hand system pan~l. RAN"GE Selec:or.OPE • .s will remove :. tics o! the ai:-flow io :. :'ne l fil~er may now be ad..he F -Z Foil. as ces::-ec.TER swn.ca:o::-.L:gh: (Dt.mage.ght . a~ l o! :..o :- E!t.. :"he duct wi. V"!dec to monitor the radtat:ou charactens - Al::lber OPE~ l. -:he :.gbt ....:><X>R swttch .. except pos:t!on •o.. •. -Z4) is locatec ic the cockpit tn Ambe r CLOSE !.tcb ...e o~t.he e!ec - t r ica! powe r from botn acmators anrl F igure 4 . •.exposa:e at a ny tune by ?ress:r::g the .. • ?OSttion for as !ong a per~oe 5. R. ~ ces::.0.-\.

0. RA.R.g the h . Al. ZERO ADJ Switch . the condinon (C P.M SYS:'EM turnic. set the :neter to zero.ooo A1. A.AC GENERA- POSl.ooo flight.>Uipose o! o~taini:tg i ag U?OD which range is setected.i?JDent bay inscalla- S. ZERO SE7 Switch .:. OFF-OX.ptes. 0 Met. When the R.M Light . AC Generator S witch .hen slo-ly c!o<:kwise 3.0!\l for 3 0 to s.RM ADJ Switch ."~~GE selec:or 5.ooo 3.er setting pos i tion Z.:"'ON CPM TOR posi:ion. OFF-0~.. I: r:1ay be instal:ee adjus:z:neat of the A.es on at different r.':'hi5 cout:rol is presec so ALA. OFF -0)\ ZERO ADJ Switch .ete: shocld be set at ze:o befo-re reach. RA.. by and s:o::ing a t :: sa.AR..This n::e:er is as follows: shows the rate of change (inc rease or decrease) of CP.m. The rate m. (:S a l so used in pres e ':ling the a 1. 7his control can be used to tu.GE Selecro: .M value. if it be<:o~nes NOH annoying.A. 7his system is ior the . !.e clockwise dt:-ecnon.alues of radiation depending on which OPERATION range control positi on is selected.AR. A:.Rotate is in the 0 pos t ti."'.he F -Z Foil air due~ 4-51 ..) in the equipment bay ace i s not com~dole wtth a ny other major ectn.Couaterc locx - wise to si!Op.it:g the scu:n?licg area. R. switch i s turned clockwise to activate the S)·a~..-n of! the a:artD light when it ccnnes on.minu:e wannup..an:n ligh: ope ra:icg 6.ight ope=a:ion i s desired in 6 0 to so.:. 1 0 to 100. 4..on.000 8 0 to zoo. (-he !ight i s ?:-eset :o co:ne on at dif!erent vah:es of radiac-!ony depecd .A.7bi s meter ind icates noc except the . the OFF -OX ZERO as necessary to retu. 1.ooo 4.R.XGE Se~ecwr ..Set to CP~ leve! point.IDpled in :. RATE RA:'E Indicator .'-i ADJ switch. 1 0 to 1.g hc shie ld in t!t.. z.) reGUired.ooo 3 .'!h:s rotary just :o ?Oint where ~ ight comes on.NGE Setecto::-.F -Z Fotl Sys:ern hatth.test type and can be ciun. then c l ockwise until 4 0 ':0 10.000 RATE Indicator :sat point where 5 0 to zo. AF (C)-1-1 SECTION IV A The !unction of the panel mounted equipment 6.t\.:-he ala--m ligbr is a ?U5h-to.rn RA 7E :nd"tca:or ADJ s~~h i s rotated as necessary to to zero ...M :ight co:ID.n::ed by P-3 PLA TFOR. see OPERA TIOX.:lge Sel ector has 9 posi C:ons as follows: 1.. RATE Indicator . 000 z 0 to z.M ADJ .:'he Ra.M) oi the air be~ng sa.A.ARM !.

or light is OS.Six green contpressor.o switch from a bottle full i::ld:ca:. OPERA":"!o_· ~ ·onn.le full indtcat.or light to go OC':' full boule to an enlpty one.0-25. Sa:nt:t~e::. and lights are provided to show when each stored 1n sue spher•cal sl:.me auto.:nanc a.tion lS required :. 4-SZ .. it is ?05sible !or a leak or cooling of the Operation of :he sys:ezn 15 acto.!e a~:eady passed over.SECTION IV A A:F (C)-1-1 The air samples are taken from the engine 2. Bo~le Full utdtcator lights .'!'his selecro::.OFF when bottles provtcieci: are full or when •: 1s cestred to save em?ty bor. Pressu re gage .mple r. success ive boc--e tS filled • .Each bottle is J 3 i nches in diameter and has a voh::rne of 944 cubic inches.EC70R so. :: :he sw-itch is in any o:her ?Os!cion. It is possible to select scccess1ve bon~ es with this selec- P-3 PLATFORM CONTROL PANEL :or S'Wltch. 1.15 p::-ovided to g~ve rnam~al :'he con-:.le . bor. ':'he NOTE contpres5or 15 driven by a Z 3 / 4-bor5e After a bottle bas been filled anC.SAMPLER when a F igure 4-25 sample is desired. !l!led ~ n 1s required to override the auto1nauc system. causing the pilot a~::. its power lS-~·olt DC motor.les for later use.This SWitch ~-us on tl:e sa.. but t~ !s no: possible to ::-eo::ro ~a 'bo:-. SAMPLER switch .EC:'OR s~:cb shou~d be m the l posnion.switch . ':'he sa. Sampler swt:ch .les. NOTE W"nen entering cockpit on a ~ssion ~s ing :his equipment..:ld no t:tressU!"e to dec::-ea5e.r. the SE.. The air i s cont?ressed by a 4-stage compressor..ro: pane! ~ s located on the lower change o~·er or selection o! bottle to be le!t console as shown in figure .Indicates the pressure in the borde bemg filled. It is no: possible to go back matic observer _nsta~led for the F -Z Fo~l and ::-e!Hl tius boc-. aga:n. System batch is used. Six positton SZ:. contp:-essed to 3000 ps1. 7he !oUo111nt:g controls and im!:ca tious are Z.atterproo! boc-.tch .a: O?eration is as follows: 1. check with the ground crew for equip- ment status. COS':'RO~ 4.:. 3.

::osti.000 !ee: the pwnpmg :-a~e to the rear of the le!: console. A .=:ia. :'his swab consists o! absorbe11t clo:h ~ to an 18 mcb stick. sprtng- vatve. the next ball siunlld be seteeted .e of 100 psi increase per minute. will drop as al:cl:ude is increased and may take as much as one hour w fill a. If it appears RELIEF BO::::L.f. A wu:uishield swab lS provided ~th the ah- vided with a movable sucshade for pilot cra. between the left co:lSole and the seat.nii:g the windshield side panels in ilight. At altitudes ':he :map case has no cover and is !oca:. Operation a'.Inwn requi::-e.. this can be U:nproved by cOin- pletely closing :he defroste::.valve to make more air avatlable. is powered by Z8 V DC. 7his is a: the ra!.des ~:SRNAl. 000 feet will :-educe pw:nping ra~. bottle bas a funnel to? having a. The forward section of the canopy !s p:-o. and i s ~sed fo-r c!ea.0FF-LO :'he pressure should thereafter huild conaol switch i s on the left console.nd 50. REAR v:EW MIRROR lowe:. the bott!e should be CAUTION :-eplaced in the b:-acket.f!. the cockpi-:: defroster valve shou!d de.ng -the canopy. -:'his ment.mencs. 000 feet. altitudes above 50..ed above 50..nged 6 !'love:mbe:r 1967 4-53 . I! inadequate A retie!" bottle is stored in a br-acket rate is snll obse=ved. lt is ~sa. The !an be place<! in a pa. AF (C) -1-1 SECTION IV A DEFROSTER FA. shut down equip. ball fro1n zero to 3000 psi. After use..81.ding o! DC ll"Ot. The up !rom ze::-o to 3000 psi in 30 minu::es..than 4Q 000 feet as over:oa.a~ly stored in the fo:-wa. rubber -bladed !an is provided !o::- At.or COOLe :-esutL :'here are two swivel IDount:ed rear riew mir:ors located on each side of the wu:td- ~ELL~XEOUSEOmPMEXT shield frame ins tde the cockpit.E that the pwnping ra~ will not meet these Dlini. altitudes betwen 40.:d colll!ort. fan blades are guarded by a circula: shield. canopy to :he right or !e!t of the scope. Do not ope=ate sys:en1 at a :in:.'X NOTE A sm:aC. 000 a.lly open posz~!on. It is mounted on the canopy on :he left-hand side. Cha.

nfo:-n:ation to 7hese ptngers p:-o"·1de ceteCtlOn and :ecovery compute an~ c i spray Wlnd t:-ue d~:recnon ca?&..ve ~ egs of a mtsa ton.go of one )·ea :-.n: dispLay scope. and BASE. In :his sechon and the other ts on the bottom center n1. ground :rack anrl the number Z wate r un. :'he :he navtganon COID?I. :"bey each employ a ::1erC\!:-y bat - tery _.un of 1999 c. ta:rge! z. One .nnec g iven ttme: CCU"get 1.54 .l.he snck bas a hook th.tion lantude and longitude.~r rudder pedal s to normal position.go !:-om pr&. dtver held sonar.e :s pro"•i dec to anacb :o the groc. aad ve!octty. The cOJnpute:. ASN . it Kee?S tng 1t on the Do?pler control panel.system measures d:u: angle and A :ubber co:::~.:o .o\.1 .af.b.~. information is d:sptayed on the BDH!.SEC:'10X IY A AF (C)-1-1 7ne other end o! :.66 dead :-eckon1ng c. (See Cigure 4-26.. selected :arge:. t.~.cent position ?!)olGE R to a selectee ta:ge: o:. navigation computer uses the drt.utic a 1 miles.h angie.- at the correct distance !ron: the scope whee :ion to compute and dtspl ay continuous he uses the opt:. merged.non computer systen:..rnersion closes :he ct r cui t be::w-een pot nter shows relati~·e bearing to the the t'A>-o e ads . p:-esen! pos:.ation to drifu igbt and sext:a. The dead r e ckoning navtgauoo system co:m - b i aes a modllted A.nd speed and feeds thls in!o::n-.'AP~ .ci:l has a We of ap. to an un~!l:Iliteci nuznber of targets.g mfo::-:nanon and dtstance .) The number 1 potnter shows Oj)eration i s t. First.a.ca! s y stem..!t fuselage a!\ o! the d ive !laps.splays the cou:-se :o !ollo.ately 21 days tn contmaous serv:ce. lO t:le a•rpla. ':he coordtnates of :h:ee dilierent targets can be set tnto the naviganon coJDputer a: any Two small hgh:weigh~ oeaco!"ts a:-e mo-.to .also d.a: DEAD R.153(V) doP?!er RUBBER CO~ system Wlth a z:1odifi ed A..ne . 4 ... The compute r a l so uses Doppler .at.lter &Swell as d!sptay- cone serves ~-o purposes. and a shell life Steenn.ECKO~G XA VIGATIOX SYS7E M c an be used for reru:uing fold .destlll. ':'he Dopp!e:.1p to a rna x·m.aviga.Dt~&ty !or tee a: :c~~ if it becomes sub .. and d i stanCe ..!on:na.:i:te S}~tem can be useci to c.noxur. its tengtn places the pilot ' s eyes ground speed anrl ships compass m.mmediate aod auto:mauc when actua. Dis:ance-co-go :o tile selected :arget is shown 1D dig~tal fon:c 7he pinger 1s ccnnpa~ble W!:h A!" PQS .•igate o! t~ a. s on the autopt!ot Targeu l ace Z are used a!ternately on a ccess cioor on :he r:ght stde oi tile nose success:.anne:-. Second. :'he out stray light when using the sextant.on.

AF (C)-1-1 SECTION fV A BDH I INDICATOR Since the two ?Ol. 7Z !or tLe spec~.y lose .. :he g::-ea: c .AS~-66 position.cues to !ur.i ~e pl. -:'he c.nd velocicy in..a.len: to track will !o!!ow the great c ~rc !e rhu. 2 ?OLnte::-s a:e ~ep: tent is operated m t. 1 and N"o.~h .ons su. ti:te on :.e ground speeds: 304 kno~ or a speed ec.antndes rettL.s "!:own" to the number 2 pointer. (':'his speed would be 414 k.ne follows a gre~t circle course to a potnt 200 na.tr.r- two poun:e rs are :te?: :oget.:-cle durtng ~. together.n 72 degrees.1nd s?eed .n exactly the same m.c ::::uss.:te :>-G ::node.s transfer s~:ch. o! course.c.!U . ':'he navigation system steertng ..:lters on the B!>H: can be used e!ti:er for ADF VOR o:.-.~!t:..r~t at ::he top of C:. :! :.a.bed above. potnter . and :he ct:. both pointers -. I: there ~s a hand corner oi :ne BDHI . When the Doppler :return s tgna: :s 4-55 ..ring co crosswind.on day course desc::-.mber ! As ~:::g as :he l::lemory E gb: is t lum.rk.i::a.on .a. and the compass sys- When the Xo.e r of the BDH: Hlt•J':l•nates whee.con oi the ADF I VOR-ASN-66 selector swttcb.e naviga- t i on s y stem functions.a.1..s prov1ded on the right-hand console trim pane : to en.e BDH: merno:-y ltgtu located near the !owe:r :r!gbt- (atrcra. A XAV l.a:.-cs a: 3ank ang :es exceed.nca: r:ules !roxn the target a.A.inatec.ght !ocated nea: the lovrer left-hand co:-c.abte the pdot to select e.-c under cer!a:.uiva. The nw:nber of !orecas:s.1! be :o :he Doppler gro1.s on a s:acda:-d da.he :-ight.) A XA V T AS swnch the two potnte:rs . :'be nav1gation system conn.fo!"':C.atlo:t.ng 1 Z course contmues :o the :::a.he drift ang:e dae :o located jus: above the naviga •.Ule:r the distance-to-go. 12. nor the VOR cou:se icdtcato: {!D 249) !unc~ions are ef!ected by the ?4)S.ci :he from the te!t. c:osswind !:rom :..ts stgz:a course !:-o1n that ?OUlt on.cn:s degrees between the BDHI tndex :::na:~ and on a standard day.nner.u.y}.ndex sbowtng on :he na"~tganon coot:rol panel wJ\ mark.for ti:.ch as greate:r :.ot.he tncex ma.viga:io:t systetn can be ttsed !o: ca. the path o! tile ~trpla. the :-wo potnters will Oot!l be these ?er1ods of reru::-n signa! :oss. :!!.nters..b t~e Mach 0.M (4:4 k. ':'he system ts set up Figure 4-26 acd used . pane: a!lows the select!on of e i tl:er S:'D (394 jmou) or .a.y avat!able as long as tlle switc!l ~ s tn :he AS~-66 posicon.ft magceuc heading) .s re- rL&ht of !he m.s :. .on con::ro! c rosswi.::.Vl- ga:ioc by grtd ma?s.SX-6o u:uo::-m.ner.nd.rge~. i s on!. (At . Xe.ton both po1nt:ers will be to the le!t of the . i! the re t s a crossW'lnd 3e !ec toto :ne navtgation compute:.In. a:c.he:-e :cs cieg:ees . the win~ duec~ton a.acee W!tn e iti::ter of :wo "ca.nfon:n.:l!ledu true a .ther ADF VOR or . a transfer sw.n cond:..dex m.nion:na:.ction rega:-Cless o! the posttto:t of t:l.except :hat g:r~d coordinates rather than standard coordinates a:e ::sed.na:e. :>u.. the swttch is m the . or over smooth wa:er.uon to be !ee to the ?O. In an)· case.nd a r~ hne 7he Doppler system m. Conversely.

The power systenl bas The center s~'io:b.ber l 10ve:rt:er when the no~l 1nfo:rma.) The fo:-emos: SWltt:f:. Z posinon or. the men1ory lights will CO!\'"TROLS ex~ingui. :I Syste. (See pane l. In the event there i s excessive opera- tion of the 1nen1ory light.he AC genera- tor !ails causing t=ansfer oi S ystenl 13 to ·t he number l inve rter. the OFF position should be sel ected !or a few seconds.ended pertod a! ti:J::ne RIGHT CO. NAV POWEA. very h:-::le acttvlty. the navtga- non system wi!I continue to ope rate. :!.SECTIO~ IV A .sb and :he wind and speed i. press memory push -to . may be detected.''YER7ER NO.t such Xo. 1.. inverter selecror swnch i s m the D. if known. F tgure 4-Z7 then S:'BY for 1 minute.'iEL as evi denced b )• the metno:ry lights. Z D•'V posinon and an OFF poslt'tou. 4-56 Changed lZ December 1967 .nforma- ~ion function5 w ill automatically revert to the Doppl er s y s-tem . XAV POINTER ':'he oavtga cion ?Ower swtlcb. Under stabilized co::tCi - : tons.1 posinon. H gure 4-Z7.AF (C) . the TEST position shoc!d be se:ected for approximate ly l minuc-es. ':'he norma! inverter sel ecror swi tch is in the ~"VER':"ER ~0 .lSO:.·er. :hat the navigation S}•stenl W1. No illumination verlites loss o f sys:em power..test lal:np.1 .E TRIM PA. can ':'hree :wo-position ~tches are on a pa.t-on to be fee to the BDFn po1nters . sel ects airc::-ait power or external po-. however. :.. wind uno:n:nation frOJ::l forecasts. then to the applicable operating condition to allow :-ecyc!i cg of the equipment.ed.nualiy on the navigau on on the r i ght consol e trim paneL..ael be inserted ma. I! the ligh: is still illwninat. if any. selects ASN-66 or ADF/ VOR the ru:. COMPASS POWER. Z. Durmg normal operation. NOH The Dopp er conttol panel shOl!:d be monitored occasionally to ver :iy operati on.Jn 13 AVIGATION CONTROL SWITCHES is not turned on. bas a been dest gued w'ith a prior~ty ClrCQ. loss of power i s suspected. energizes TRA1•SFER..1 picked cp again. !I the Doppler s y stein XA VIGA ~ON COX:'ROL SWlTCHES has fa iled !or ao ex-.m.ll be sbut off aulOmattcally if: :"he ait swnch. and no activity J! the Doppl er sys~ bas los t power.

. "!"G:' 1.on CO\:oter must be set to 0 degrees du:ing se!! . LA.ng kcobs. che w'.nd s~eci .nte :: with s l ewmg ~b. Iuncnon switch . l l. . sle-. AF (C) -1-1 SEC-:'.-tem i s no: pro.otnoos: ?reseq:: post - tioc latitude and !ong.!0~ rv A APN-153(V) ASK-6h The APN-153 (V) Do?pler control pane~ (figure 4 . OFF.ob which mus: plays a d.wing knob. a varia.gatio:n. a dri!t angle slew .TES':'. icnots .. and ':EST. (figure 4 . the drift angle reads 0° counters wn. is indicated when in the TES7 posinon.tu~e and tongimce :.non COWlter wtc. ta=get la!l. 7he d. i s used when fiy'lug over water. Ti:te memory NAVIGATIO CONTROL PA El ASN-66 Itight g lows when the sr.. SEA.""in o r SEA position is s elected ac.).es L. AN / AP -153(V) CONTROL PANEl F igure 4-29 Figu:e 4 -ZS In the rES:' ?QSinon of the rota-ry switch.nons .h I the system automatically performs a se!!. and 3ASE (:b. 5) deg::ees and 167 (: 5) knots.s ro:a::-y swnch has a men10ry ligh:.OFF.Oe counters wtth s:ew:. the sy~m automaricaU:r pe:forms a self- test. Proper operanon.LA. Proper opera::on ts tm!tcaced whea. S":'BY. p ress .»ast:ion of t:e rotary switch.D&knob.h s.e 1warmup p:eriod. The va:iat:o. TG-:' 1 or "!"GT Z.d a wind knots cou. a desrinattoo (DES':) S"Witch to selec: et~e:: In the TEST . after a 5-minut.fiyiog over land.nd counters read Z40 {::: 1. C hanged lZ Deceznber 1967 4 . STBY.lB) contains: a rotary function The A.Z9) contams: a sue ?OSttton ::otary LAND.ri!t angle and g-rou.Y:.72M other provisions contaUled in :he AS~-06. p r ior to takeo!i. switch with five pos1. a w<u: ~tgb:. systeJn.-ift angl e and ground s?eed slewtng knobs wtl! no: b:e ased during flight because of NAY TAS s~.test. a ground spe_ed _stewing ~ob.a. be pressed m order to select BASE posltiot:.57 .-iding re u ahle data to n.:u. and SEA posttio:J.to -rotat"e oa: 0::1 the kl:. a w:ttd !N)o (2: Z~ and che ground speed reads lZl (2: 5) C:egrees t:rue counte= w1:h s lewu:g knob.'lD pos ition i s u s ed when ..S~-66 nav1gatwn con:ro! panel. and an tmbcator which cus. io :he TEST pos itioo.ewtng ..__a TG7 z.

starting poin.ca:o:. putat~on or ope:ation. SAV function switch ..ry switch . lo. ~esen: ?OS:aon counters should ~ove :Sorthe:-ly and Easterly. 162 to 1-z knots.ares 7. nor does lt change tile targe: coordinates " mernortz. 17.set to 0 degrees .-wa:-mup).atton to the BASE sae coord. Drift 1nd.fu.:-tn 7ARGET :readtngs. takeoff.tes rem. TARGE7 coc.push l l l ane S minutes fo :.ST3Y. Z.gates to and d1splays steermg wo:nn. AS.ld :-ead 21. Varianon counter . ASN-o6 function sw:tch .S':'BY. ASX . computer na.c:ers . al:ov. AS.oe:.nc'tion swttcb.X-bo !unc-::ion switch .--mup).set i n BASE !a::t - a !l ot. lZ. on the target coante rs .ed'".set to correct that :he proper coo::-ci na. slew tne proper 8."'V.!Dters . ~AV Po'llle: swtrch . Ground speec counter soo\. ASX .·. Memory hgh: shoc~d be o!I. OPERATIOX 15.at::ou for !t:rst leg o! target counters ~eio:-e selecung anothe: misston. allow WAI7 ligh: to exungutsh and Wtnd dtrecuon counte:s should read con!.-c.am on :he ::n.TEST (wait and pull swin:h out. Dopp!e r !~ct. !'lAV-TAS switch. howeve:.TG:' I or ?G7 Z 10. TG":' z. Doppler fune:ion switch .set in TG':" Z la::itude Accon:pH sh items 1 through 23 be!ore and longi n:.set to destred llo to JZo moLs. ASX-o6 function switch .set ro TGT 1 3.push m and l.dtngs .!uncto.ons are overrtcen and Ule tude and l ong1rede..set as bne!ecL the rotary swttch a::-e sel ected wlule slevnng tn respecttve target and BASE coordm.. Wind-knots counters sbou!d read ZO. 13.red TG:' 1 -..a:. la:. 5 to 241.de.o6 function SWltch .cte:s . 5. 18. 7be post::on o! :be :-o:a.shot. w. coordinates tn~ ta:-get coun~ers and w. AS~ -6o fun. 14.1'"~e ac.on ts betng d!sptayed . Va:!. After se ecnng a 7G7 or BASE posinon. wo. ASX-o6 Iunctton swi tch .-:-ES7 (vocut 19.set TGT Z and pull switch out.csfer switch .6o funcuon switch .SEC:"'O•• :V A AF (C)-1-1 :'be 7G7 I.ASX . Pas::-ro~ cOI.AI7 ltght extinguishes and ve::-ify 9.on swacn .u: unnl the W. NAY ?Oiater :::-a.~ hght to exunguuh and TGT 1 or :'GT Z and :he no::-tn. :-otary sw. Target coc.STBY. 5 cegrees.rl longitude.ed to al: ow WA. Target counters ._: :atnude and long itt!de. ~ se! ec'-Or caa be retu.i..tcb pos::•on.a! techniques confln:n BASE rea. -o6 .nter .ttGE':" readtngs. T he 11. Wuu: Direction and Veloc i:y coanters - has no e!fect on the naVlgation steericg com.66. 238. Z D.SO.set :n desi.push :.Wll..ld imhcate 0 (= 2) degrees.o::t. Z minutes fo::. ace BASE ?()Stttons o! 6.set to BASE posttion o! dte DEST swttcb dete:-mi.icb target stee:-mg tnform.agne~'tc va:x.&tio-: co~. . resumed . !n :he BASE posn..n ami l! destred.ccon swucb .na:es.nes and pull switc b out.n e::be:. set to approx~te values .~-= hght to ex:nngutsb and conftn:n ':"A.

BEFOP . DES-:' s"Witch .ntch is pu:led out to insert new the DEST S'Wltcb 1s svoi:cbed to ~ target coordinates. !o:- swi tching to OFF or TEST' and bs tl:e second l eg o! :he mission.l SECTIO~ !V A 22. AF (C) . The s-.ag TGT 1 and 7G7 l at:ernately on successn·e .DES":" sw:tch :o ~tcb ~o S:'BY and ser.) through 30 us.on swltcn ?ushed in (nonnal).. Fo:- (Nangation sys~em does not start to addit:onal targets repea: steps Zo co~npute unt1l a target 1s selected.7 10:-.hen directly ove: the Ja:oWt: cheek- poillt. Obvio~sly.!. counters to :he p:-oper coo l:"ciinates !or the known check potnt.n target 3 laucude ane lor. NOTI NOTE When over 7G T 1. ASX-oo !unction swia:b . 30. 23..I:nber 2 potnter.nce-:o-go inior:nato:1 munber Z potnter wit! swing through de!tvered to the BDHI.on 3!. and the : ag and dis:a. 180 deg:-ees..\ .e funccon SW!tcb in.cor.ng :. Doppler !unction swttcb . ad.7G'!' Z to systein. .ng the P OSIT!OS 7GT 2 and steer to TGT Z. T!::.66 !unetion S"WLtch .. :'ARGE7 cow:ters . dtspl. b r te!ed.ed. the 7ARGE'i' Desnna:ion (DEST) switch posttlon counters and POSITIO~ counters determines selectton of target steer.. and t. potnter : o a h gn w::h the ::\!. Z8. tl:e p:-oc:edure should no:.A. Move the ASN .rotate bar to prevent accidental selection of BASE..on switch back :o the appropr1a:e ":G7 post::on . With the !l!net.. as ::tecessa--y.?usb m and a Uow WAl:' hght to exunguisb and 24 .ne ASN-oo !u:ct:lon 26 .orates a detent !ea:u:e to prevent acctc!enta! 27. 7he POS!T!O.. Steer :o 7G7 1 by !lytng tile n't:!D:>er 1 :n1ss:on. ':'"n.1 .se: . should read the same.7G7 l.s c!~splays 7G7 1 coordinates and star-ts cavigat.'IT>.egs oi the 25.7G7 1 as conit :-:::c 7ARGET readings.. T'G7 l positton. ASX -&6 function switch . be used U: :here is any coubt about the icienti- ficauoa o! the chec~pomt or.g::ude . a press -to. stored target coordma:es The POSI-:':0:-l counters can oe are dtsplayed on the target COW'lters. VAA:A.i~ coordina:es .ion swttch . ~ -oo fcnc:.66 funct.ust.ne distan~e-to -go counte rs wtH start revers :ng . When over 7G7 1 .• C01!'"lters can be cor:-ected a: any ~e by mov. u necessary. lmmediatety ?rtor to ta)(eo!f roll: 29.se.ASN.TG7 l ~d ?ul! switch out. 4-59/ 4-60 ..ay 7G7 Z coo~c~tes..

. .-nt:a: .ght Hmna:ions were EXHAUS":' GAS 7E.... •• • •• .. 000 ieet ~ .ance capab:~:nes rn ce r::a 1a categories exceeding any:. :.E.. so c ~1a..••• •• • • ••••••• •. . d·roam~c ! t.l to ?rov.:-:n!S shown on !:ga:-e 5. . 5--a. . rn:ss:on a nd has pc:-!orl::"..mw:n....:acard l. .... •.c mate! O~S) . :~!:7A :-:o..tg h:.ssion.:se oi maxtm\lm powe :.!PPER OR . .cme :-g c:ncy on!..... .a ! Che:-at:on .. . .akeo!! iJnpose ve:-· de!tnite strcc:ura.l::'A :'!0• . I wt::g ou.. 000 feet to oO.o\Ri<I!'\GS .~CE l-L'fi:'A :':0.tv stay~ng 9i t~n t.rruta~:ons .Ma.:-ements . -~ - :'i::e a : :-!)!ane has :-ece.' ~!:":'A 7IOXS ••...~ W::'~ S....! tins tact t s remembe red by tne p. _ •••..g o.~STRtiME. 000 fee:.• 5-1 JP-4 A.S @F • • • • • • • • • • • • • • • 5-o WE:GRT A.axlmw:n E GT tunu: for :he eog :ne t s 665° C however.:ve:-tng capab:Hty..! t :c tr.xs ...3C7A7:0.ght te sts a nc o~ ra:.a"•e no dili.. at:?!ane was des ibneri !o: a spec... • •. !PERA :'t:RE A:-\D es:abhshea and demons trated in r.. '-:" ~i.. .ffe: :na:-g . 5-o SPEED Gate oower for norma! :akeoffs (a?p :-oxt - 7hi::.~ e:nergencu:s.. C:.M aximum.SPEED :. • _ .de stancard a t :-plane performance and mane. • _ •.. 0 . ope rate dle engme to tne 630° C ~!a. "'''he :n...xunwn. •• .• .:v~r:ng cnarac:e :.''~\D B~~"\CE ~!:7A7:0 • .'l:l JP-5 Fli"E!.ona! expenecce. except ...xum. oO. • 5-. .'le .... d1.A..-0. OS ••••. ' :'ROL ~!:":'.. shoul c h. --s EXG!XE Ll. 1967 .. . operat . ·s ® ....••• •• •. AF C)-1-1 :"AB!.xi.'\KS D:S:'AL:.mo and Descen:: A'oove oO. .on in excess of max:.. .m...ecs1ve static :oad !es ts :1.. _ ••.s:!cs .bing 100~ RP~! !or full powe:.y).. . :nax.to meet these requ.gt~e..:. 5-o WE:GH:' A. .mwn EPR !.rm:.•.for t. 000 !ee:..vec er.:e t a::a cec:-ease the mane.:. :-- ? l ane sn~:d ont oe !!own ~ a :nanne:- OVERSPEE:> :-ec..n o : rest.. Taere!ore :he a . !n o :-de:..:Lo\ :'~G ~•.E OF CO~TEX7S PAGE OPE... .l PROH:B:':ED MA. .::>ROP :'A.c:-A :":0... t th :-espect :o 48S°C .... .mi:s tl! cec:-ease &.:.. • ACCE :... 'S 5-l ... Changed o :-\oven1be:. ne l 0 3.uued to accomphsh tile bas:c m.•• •• _ •• .!.•• 5-4 GUS":' CO.o\.....-5 5. !..:oc.::>. .ng ouffet. !...'"D BA. :.. :t i s necessary to A "·otd .. .. 000 feet a nc! a txwe....ons. . .ct. TaKeoff :o ... ":"10. ..ERA T:O. Safe !!. ID .e to excess th:wst or:~ l33 er...'. E..m EPR 1.3 . and ae:-o . 40.''"EGVERS 5-Z A:a. prevtous y ava1lable ....XGINE PRESSURE RA7:0 J -'"' 5 EXGLX:E :_:M! T A TIO~S Xor-m..Thfl':A 7:0. ..... .

-a lves and t..1 Du:-icg c!rmb.:.m..55 :o oO psi a:-e be closely obs e::-vec.:1:-e co::.e 5-l shot<:ld oe obse :-ved ~o a~o1d engine ro':!ghness and comp:-esso:- stall.s acceptable.M ax:..:iag the m.O:lS shoc!c oe co:-:ec~ec -T.oe exr.. . made as soon as prac:. :-Jo:-rnal descents D'\a)' be rn:lde b)• open1ng the oleed .s NOTE Accele:-at:on ane S :eac • S~te A: !u:! :. lng sno~.... PRESSU3.1 . o r rr.o avotd any poss1b1l :v of flameou t durmg ~o:-rna. ·o:-mal. The e~gme sr. 14.ZS psi.mu.pera:u. 030°c -_ . Changed 1 Sep~mber 1968 5-Z ..l..ben retardtng the o :.7!0.aust gas :err.. va!ues hsted in !'1gur -.:l~: o! p!~s o :.tn engi~e p:-essu:-e rano as :ab~ ­ cond. Du:-mg descent the mtn:. Oi! ? :-essu:-es of !ess ~n 35 ps...° C :~:: without exceedi::... 000 :ee~. 01.. ..xi:n::. ~~ -_ akeo~ rr to o 0 .r.'le &6.. nt:a. ._~"'!". 000 Ove:-s~ec a::c o\·e:-tempera-:. Minimum o~! p:-essu:-e a: :c:e RPM du:...cab!e.. A !1-c : ..:. the EG'J and EPR !in nts a s OIL TEMP~ RA 7UR. :h:o:tle pos:non i s va:-ied in orde :- c .E sho~-n :n Ci~u... Above oO. oH p:-ess.scon:i::...s! nea:.:_ PRESSURE :nrottle. I FUE:.! a descent. • A:' AL7:7UDE :'he pruna::-y engme ope :-attng va:-iables CAUTION are eng~ne pressure r a uo E?R) and exr. se for d.h=o:::!e ~eo!! powe:. • ?O'W'ER REG t:i:J.mu.SECTIO~ V AF (C) ... a nd a lac.:. a :at:C. ° 15 ..a:ion ::hin a :.ore ihan oO ~Sl are unsaic-...oc!d be opera:eci at the lowes: RP~! :-equ~:-ed to :na. !eet..ss~on a.m:~s 2 psi .: . ca .~cg g:-ound ope :-a::o:1 ~s 35 ns:..:..ld shou:c be :-e?O:-:ec on F onn DD 781.gin.dmg should b e AH acrobatic :maneuvers are p:-ohib l 'ted. tatec in !!gure 5 .meo.E S:art:ng ZS psi Max1m m:n .1m::.~ld be ::nace as soon a s pra cucable. .fee! presscre may drop to zero.:-e a : o:- ate!y a :1c :-eco:-dec :n :>D F o:-r.t.aust gas tempera!l::-e. :o keep :.n ~.... the minu::::um EPR scheeule shoalc! n:-ess. 5-l snot:lc be onse:-~ed.g :':"'a.m E?R 1ZJ°C .::-e o! 35 :o ~0 psi o:.!::-es are ~0 :o 55 ps:.oc ca!lllo: oe co:-:-ec:ee.ngtne Ove:-tem~ran::-e !.12! C :\'o::-roal..

35 40 485 155 1.45 71 o65 3.os Z.Io 2.AJC. 35 I 35 •540 130 l.as 3.as 180 1.zs 68 o65 3. 35 45 485 185 1. Z9 1. 35 I 44 . 8Z o2 o&s 3 .ECOM:MENDED F igure 5.1'-i: 1.oz z.59 •a. AF (C)-. 61 60 .38 70 665 3. 0. :.30 1.l Changed 6 Noveznbe:. 54 12 o65 3.14 2 .) 15 ' •S40 zs •S40 130 1..ol ! 73 oo5 3.11 Z.lZ 67 6oS 3 .. EG:" oc BLEE!> BLEED ALT (FT x 10 3) EPR VALVES VALVES M. 90 Z. 35 I 42 485 loS 1. 35 50 485 l. 65 1. 93 oS oo5 3. ~ffi\"L~UY. 35 38 •54(1 HS J. Z7 l.31 I 69 &65 3.ZO 2. (After •540 7.09 2. 18 2.24 2. MIN DESCE~T MAXIMUM OPEN CLOSED S.49 74 665 3.. 35 36 *540 135 l.15 Z.1967 5-3 . 40 Z. 44 55 485 1.32 2.12 l. 24 z. Z3 z. Z7 1 .-1 SECTIO~ V EGT AND EPR LIMITATIONS EPa .

gb: connc-::e do'III"U..4 fuel should be kep: •. acn:.Dle ma!!ltnction coa!d ::»e hazardous.:ns.red 150 Knots Gust Control O:l 170 Knots :'he load facto:-s are indicat. However. oJ! l.ll'UtatlODS must be the speed sbou!d be d t ss1pa:ed as ca:e. the gust vcJ. ':'he foUOWtng o!. as possible .JP-4 !uel. max.ed in the flight GENERA!.s Wing F laps Extended 130 K::tots Speed Bra.E :XS:'RUYEN:' ~GS AlRSPz:.SECTIO~ V AF (C)-1-1 AiRSPEED :.:el. the:-e- fore. strength diagra.l40 mots. The a t :-speec . A!. 5-4 .H.ce Fa..t~A:R.. may moment ei!ects are produced ... ::'he there . ffi Fa ~. Since this is the placard speed The au-s~~~ hm: tanons a:-e shown U: the for :.xi.U not nonnaey ar i se. ROUGH AlR ACCE !.. !es•.4 fuel wetgh: the range co-.guration.unu.E..ERA TIO:S LI!lo!ITA TIO. Sicce th:s type of :s 70..s not requi red.aps maxi ml!ID allowabl e a ln :ude with ~-4 fuel m.trol should "lOt b.. F:-equent or continued 45.:ec :hey re?resent H. resu!: in co."ully observed.mi-:aoons that are no: Gust C ontro! O:l necessa:i:)· :-epeatec elsewhe:-e..'f!:'A710XS sures o! JP-4 !. Ll. ~e to the hig~ vapor pres - GUS'!' COX:'RO!. :he use o! JP. 000 feet.an.m a aowabte ne~cle 1s set !o:....z:.he ra~e of c!:.Dg flaps above ....a~eci !:om GUST Hgu.e atrcra.Cn:ocs m JP. COX?!GUR.J unth tr.A7:0X MAX. this condi- foHowtng :ab!e. LandJDg Gea: Extended l40 Kno:...s a reJDote posstbtli:y ti:a'! '!he P.he FAIRED con!iguranon.!"l.(es Extended 240 K:lots JP-4A.ower.a.nce section should to . Sgures S-3 through 5-6.:-es in tile ?e:-fon:na. 80 shoutc :he a trc raft reach a speed tn excess Mach number o:.0.o:~s­ v.. whichever is o! l20 knots in the F AlRED cou._"D JP-5 FUEL LDe'TAT!O• .!.>uu :eet per minu!e :o avotd dangerous y n:gc p:..he p:-i. sic.. 150 JenOts or s.OWAB:.!I':'A TIO:XS :'he gust control should no"t be acwaced froxn F AlRED ro GUST at a.a~:ng :he gus: coo::ol !:om the sure :n the wing taclts and loss of fuel GUS'!' posi:ion to the FA:RED ?OS!:ioc.ndicator non vr.!t ~~ slowea :o be reduced )CO: for planning pu:-poses.howeve:-.~hen acc:.. ~o allow !or possl.D.ung o! the fue noz%:es. -..rspeeds above ZZO knots.mary !ue! i s not available and m.mh n1ast be :estricted to a mac..ance must be taken of the instruJ:nent ma:-kings as shown on figure 5-Z.. cverboard th:-ough the vent sys~m.S WARNING JP-4 grade !uel can be used if t. .o a ='i n imum .r.000 feet since dangerous pitthteg operation with .D SM007H AIR Cogl:liz.J:nu::n range :-<ever extend the Wl.

. z.l.X!lltJW -.){t..CC7CA 7tOS UKJ7S "' Z PSI F igu::-e 5-Z Changed 1 Septe:moei 1968 5-5 ...OZ POW!:it 7AKEOFF.-Eil WILL WOY£ TO ts:):CATE -:'HE t.SPE:i'::> ~.oiULAJ.UJ 0 G :-.Ul..ne~ WACB ~"'UlCJ!:R OF o.-ci n£E t..Ls PSI :-.rW Js PS: ~:... AF ( C ) . WH:CR£Vi:ll ::s LESS. 4tt-55 PS: XO:u.."CWU!o( F!.::WI':"l:NG ~iltTCTUaAL AIASP££0 OT Z40 KSO':"S. ° Ill C WAX!..1-1 INSTRUMENT MARKrNGS COLOil COD£ THE~~ SE":'~ !S SUCH 7HA7 7HE WAXDoro'W ALLOWABLE A..a. OR 7HE: Al!BSPEED .:¥!:"S z O. PS! WA...tA.S t.Xl.WUW 00 ?S! lolA.rw :lSOO PSI tu..L USO-lt50 PS! SORWA. OIL PRZSS"JR£ t>. o PS! ou a_~ FULL F U!CTOA-:'!O..OAWA!.REP~'"':"!..

:n.. utH:z.the ?&::-~­ :."'lle :tme.rplane :I deta: ed weight tnfo::-C"~­ :'.S to the S&.on to the fue! tanks. craft ! t .r:der the !o!lowicg cocch~ton: ::'he z.ns also ma.cgs.e::-o fuel CG lu:ni:.:o fuel o:her than those mecuoned fuel usage is shown in !:gure 5 .s necessary to determine :he z.~o n i s des i :-ecL 7o. book sbo..he !ue l should 0e :>ro? tanks and shp?er :anks shou:d ca: :-led i n :. ::':'le CG c. Ca:-=y~ fue~ in the m.y ... :'he va::-tat.e:-o ! . .~( coc.be We~ght anc Ba~nce Data Ha:ldbook fo::.~s or d:-o? :a::Uts nEIGh~ .ED .-cailed canks of! sets ~e • a nge advantage ga:ned in data . el weight center o! grav .ai ctains a bigber fue l !evel iJ::: the sum. S ince variations occu::.be:weec a ir- requi red.3.e addttton of s!.F -255Z.-\.fe ~-i so~ec wnen e.he awu lia-~ tanks WILL !1:0::' g:avi:.gu- tan..d .:ons .o"l<. See f:gure 5-9.a:y no: be ca:r: ec at tne Sa. res .l~cH.' l.7._ and 28.:??ER OR DROP cu:ar a. a small amoun: o: tai~ ballas : may JP-S.SEC7!0X \' AF (C)-1-1 .10 :>ress~:-e ::ra:l.A. F~rther. : s a !ow b<t: :-e qu:red :o st:ay 'tlrilll:n the fo::-warci vapor press~.MAC ...i ??e:..a:.of gravi ty l. !or the U-2C a::-e 2o.. ci :-o? :a:lks shou!c :n . i s 25..~ WILL GRA V!7Y FEED but :. Howe"·e :-.ites se:-vic~ng !he a irc ra.f: easier.a:.~CE :.feed..ao inspections down..ne We:gnt anc Bal acce r-and- s. ::-eason for c ar=y~c.:h may be used .an. \\"hen ~si!lg l ess than a 1035-gal!oc !ue! load !or a !h ght.n the event of the loss o! a i :.p:-essu:tz.~XD BA!. 5-o Changed 1 September 19o6 .) :'he z.tS ace avo:ds an a!: CG !o::. 5. 5 : .ero iue! weight center o! g:-avity linnts F o r occas:onal usage.a: a!r.1ld be consulted for mo:-e c... hke ~£L-.S L"'5:'A:...:se fue! :ation and •.? :an...re. gear doWTt . Refe::-ence snou ~d be made to .he main '!anks. t ne d:-ag of tne e:D?:).>OSition :-.nnt.Sfe::-:-ec !rom :ile e=?t)' c::-op ::-e!1ect a ::-ep:esentative a 1::-pl ane con!.:P-5 g:-ade !~el . The p::-:.8 ili:-~gh 5 . may be . rate of climb rest:-:cnons a:-e inlposed.z:::. although cot tesrec.h·td\la: •n::-c:a!t.rnj) -:. \ ·tth c er!:Ain loadings. ou.::-ves.I(. 7HE MArX 7A..ty f>OSi::ion fo::- NOTE each i nd. ( :! re:ainec._ Y-~C.g the fuel in ~e J::la io tanks 1s that :.:ng crop ta nk fuel.~pty. s ·ch as !o:.!:-:"A 7:0~5 .::-e !~el :'here!o . :. no cente:.on o! cent-er o! gravit.:sed as a:1 eme:-geccy !ce! c. iig::::-es 5 . gg i ag. gear ferry ~:-poses .-::-H 5:.ta..iMI1'AT:O~'S ® does cot c!::ange :he a~:-c:-a!: t!Ir. 5~ to 26 .ld c a. t.

AF (C) .."lE CAPA. tf_5:t-:..=: .~ .ELE.=.. Figuze 5 .: ·r ·:.3 ... ZOO LB GROSS WEIGHT -*. ~-€! . VELOCITY ROLL. ALL AIRCRAFT ARE TRADITIONALLY l... • V FliGHT STRENGTH DIAGRAM L_ WITHOUT SLIPPER______.BlLITY FOR SYMMETRICAL FUGHT.t::NT FOR ABRUPT ACC.. ~ : _.:.= -3 50 100 150 zoo 250 300 INDICATED AlRSPEED .R.l -! = ~ ~ ~ ~=<- • .-=E:E.~:=:.A TED OR MAXIMUM.oi:.KXOTS CAUTION '!'HE ABOVE V-n DIAGRAM DEFDIES THE AIRPLA. ~.l w ~ .1 SEC::'IO.§:. <=- . HOWEVER. TANKS 15.1 ..-= __. ·- z -• 0 ~ 0 1 ~ u < ~ Q < 0 0 . -...= -2 .lMI":'ED TO A REDUCTION Df THESE VALUES OF FROM ZO ':'0 33 PERG. ~=1- ._ . -:._.

A. HOWEVER.J\lE CAPAB!LI7Y FOR SYMMETRICAL FLIGHT.. : < CAU7IO..:.:ED :'0 A REDUCTIO~ IN 'l'HESE YALUES OF FROM ZO ':'0 33 PERCEN:' FOR ABRUP7 ACCELERATED OR M.LB GROSS W ...E:GHT • 0 ~ 0 ---- ------ --.L..l FLIGHT STRE GTH OJAGRAM WITHOU7 SLIPPER TANKS ! 9 . Figure 5-4 S-8 .L •. AF (C} .M ::>EF::!\"'ES ":HE AIRPLA.:RCRAF:' ARE 7RAD17:0XA.. oOO .t.6JCI..1 .:.LY ~'..MUM VELOCI7Y RO:.• 7HE ABOVE V -n D:AGRA..

~1. ·t. : L.'-"J:::::..:1:-::.: __ = ·'" -~~:::a: : ::::·~~ !.. l Q < 0 ~ ~ 0 z :>· ~-----:=­ < ."'fKS Zl.l .o. -Z ----t ... r ~ = = • 0 a: 0 f4 =r=:-.F=~-~ 0 -====.1 .-'-ffi.f= =~ ~..• ~ .• .. ~~_E:::-:::1:.~ -E:-4="~_b.:-= < (:.~ ·~fi:..LERA TED OR MAXIMUM VELOCITY ROLL. _:.DUCTIO!If IN :'HESE VALUES OF FROM 20 ':'0 33 PERCENT FOR ABRUPT ACCE.: ~ -1. 0.-.:.:. ~.--.- -3 0 50 100 150 zoo 250 IXDICATED A:RSPEED .KXOTS CAUTION THE ABOVE V-n DIAGRAM DEFL-. AF (C) . ~ - ~ ~==::-~= ~ -1 = .O!If V FllGHT STRENGTH DIAGRAM WITHOUT SLIPPER TA. :::=~ .~ ~ :E:: k§• S: _§ _ t" :=€. ::-=r =-=--=·. .:..-c. .o. .. 760 LB G-~OSS WEIGH:' ~ -c-r=~ ...t-t:: : t::= F =--:z::ta:rF=t:= =:E:.=-:.=.l SECTI.a:S THE AIRPLANE CAPABD.. ALL AIRCRAFT ARE TRADITIONALLY LIMI':"ED TO A RE... HOWEVER.n~~~. F igure 5-S 5-9 ..• ~.ITY FOR SYMMETRICAL FLIGHT.c :::k-:' _.:. =-~===:.

EL.n DIAGRAM DEFINES THE AIRPLANE CAPABILITY FOR SYMMETRICAL F . -< ~ -! -2 -3 0 50 100 150 zoo zso 300 ~""DICA':"ED AlRSPEED .UGHT.l 0 - !a! z < ~ c...ERA TED O.£0 0 < 0 .1 FLIGHT STR£NGTH DIAGRAM IWITH SLIPPER TANKS I 231 240 LB GROSS WEIGHT 3 c -- -0 2 ~ - 0 E-o 0 1 < t:.KNOTS CAUTION THE ABOVE V . AF (C)-1 .G GS:" CON":'ROL 0 FAI. ALL AIRCRAFT ARE TRADITIONALLY LIMITED TO A REDUCTION L"'i THESE VALUES O F FROM ZO TO 33 PERCE11\'T FOR ABRUP7 ACC.R.R MAXIMUM V£ LOC17Y ROLL. . F igu:e 5-6 S-10 . HOWEVER.

14 GA!- ' I ' Z4 .:- I ZF W C.E.E!..41...- v~ \_. G..J. i ~ Q zo .:EL I fO ~~:... --.-E:-G~o..· I 14 1L fl r-StrMP F UEL ol GAL I ZERO FU.1 lZ Z4 zs Z6 Z7 zs Z9 C E~1ER OF GRAVITY. ~ '8 9 ~ 950 GAL ~ ~ \ I C:l) ~ c:::: 16 0 \\ ~ -G~ EX.._AUX FuE!.-sL~!P Ft:... AF (C) .. ~C Figure 5-7 5-:1 ... LiMITS (GEAR 00W).J 0 I I I - 0 0 I .. .L -Sl.ZC C£Nl£R OF GRAVITY VS GROSS WEIGHT I WIT H SLIPPER FU=::..1 SEC"::ON V MO D EL U . ~~ V ZOO GAL I I [:>~ Z2 .PPER FUE.-MAL~ FUE~ I =.:... -~ I 300 GAL < ~SL~Ft.l .

MAC F igure 5-8 5-lZ .1-l MODEL U .J zo 0 0 - 0 - 0 18 t.ZF CENTER OF GRAVITY VS GROSS WEIGHT I WITH SUPPER FUEL cr: .5 ~ Cl) sa! o lo Z4 Z5 Z6 Z7 Z8 Z9 CE~~ER OF GRAVITY -f.SEC7!0~ V AF (C) .

C. • I I --r-'--t-- ~ Cl) -81 GA::.re 5-9 S-13 .j I 20 I v I I I II I I 'I I . 23 24: lS 26 Z7 28 CENTER OF GRAVITY 'l.lF GROSS WEIGHT VS CENTER OF GRAVITY VARIATIO I I I l I rl4GALSCM. St.~p L l. C .. Figu..950 G J W. c:: 18 \ \ ... j I I Cl) 0 ~ 0 I ZF'Jl I 14 I I I 12 I I I I I I~rr:'S I -~ I I 10 GEAf ::>0\r • ZFW.G.A::'S I I I I I I I I I I 0 - 0 0 I ~ \li - ~ - 0 16 I I I I II I I ~ I ) rG~=t ~TE~~o. M..1 -1 SEcno_· v MODEL 0 .A. AF (C) .

.SECTION V AF (C) .I y~ 0) ~ a: 15 I I~PI ~ I 0 14 I I I I -~ 61 Si.. 16 I I I I I \ ZOSUMP ~ - 0 ~ ~ lo I I I I I .I. 10 I I I I \"' I 0.1-1 MODEL U .MI:"S lZ Z4 Z5 Z6 Z1 Z8 Z9 CEXTER..~!.ZF CENliR OF GRAVITY VS GROSS WEIGHT I WlTROUT SLIPPER F UEL I Z3 I . 0 0 - 0 18 .. OF GRAVITY . MAC F igure 5-10 5-14 .P ~~ ~ ZFW 13 I e.G. Y. Jsj _ I ~7 I zz I I I ... (ZFW) :. I I I Zl I !I I I I l'l) zo I I I I '950L~ I I I I 11\ I 0 I z ~ 0 .. ..

.... I II I ':... r-1 24 DROP :'-~''l<S A:--"D ZOOGALFUEL ' h : .:. Y-AL~ FCE 9 50 GAL :.':KS ~·UY.- zz ~ ~Vi'!.F (C) -1.) 18 I ~ I I \ I \ I I I !I) :1) 0 z 0 :I 1o • I \ / _GEAR EX:'E.UC':'S I I I (GEjDl~-~ 12 L 24 25 26 27 28 29 F igure 5-IJ 5-15 . 0 zo ' < VT ~~~.1 "K 4 GA:..l SEC:'!O.P T A. ~ V MODE~ U -2C CENTER OF GRAVITY VS GROSS WEIGHT WI'i'H DROP i"A.. AUX FUEL Q ...I I I I I I 0 - 0 I I! --- E-o 0 l v v. A.~[":L : 30i GA!. "S!O~ I I ~ [ SUMP FUE L ~1 GAL ~ ZERO FOE~ 14 I I - ZFW C..G • I .

t 18 I' ' ~ tl) --- U) 0 ~ v 16 _l--.. I I I I l2 I I l I I ' ~ FUEL_ c:. EXTE •• SlO~ J I I ll Z4 Z5 27 l9 CE. " 0 - 0 0 I ~ il i I ~I 1 -- :.. L_ ~ 0 l GAl. \ - 0 c.. FUE::..ZF CENT£R OF GRAVITY VS GROSS WEIGHT s UMP TAJ\"K DROP 7Al'\"KS A-'\'D ~ 14GAL - ZOO GA!.IEL ....:. ~ MAC 5-16 ..: . ... H I ~ GEAR -::::::::..SECTION V AF (C)-1-1 MOD E L U . "':'ER OF GRA V!TY . lO I I I I !\( 950 GA:. ZERO FL~L 300 GA. ~ z.L---K~ I I f::1L1 SUMP FUEL T AUX Fl..

.IGH7 CON"!:'ROL CHARACTERISTICS •..•• • · • • • · • • • • 6 ..•••.•••••..••.. :'he fLight coc. •....••• 6-6 AIRSPEED ACCE. • ••.•.. .a... o-lo I:NTRODUCTION F UGH:' C ON:'ROL CEARAC '!'ER.••...::nounted 1s devised io_r ml......•.rfaces gain tnaximum a ltitude ?er!orm.••••...•.ne CO~RO!.o\1ffiD\G •• • ••.•.. . ...•..•• ..• .••••••.•.... AF (C)-1 . 6-2 LONGI7UD:ISAL :..••••••••••. 6 .lZ GUST CONTROL ••.ected to :he cod9it con- cOJ:::tple:.•.••..•..•. .•.lZ CROISE C~ . ..13 DESCE.•.CB ••• .•.lTY ••.••••.••...:. 6-8 s~ . 6 -4 RO~~ MA.••. .• • . ...•...••..L STA..••.GES .•.......••.IS:'ICS 7he flight characte:-i~tics of this air?ta..••.• .. bili:ies..•.• .:ICS •.••..•••......16 FORMA "10~ F L ~G ••.s ...•. .•...•••••.. ."R.....•.•..••••••••.. .••. .••.••...•. •• . ••.•.....• • •• .• • .:e conventional con- bility.. The bicycle landing gear vri:h pogos sis:i.~U"\~RS •• • •• • •• ••••••••• •••• • • • · • • • • • • • • • • • 6-5 s:-~r.:M CHA!. . ...•••.....••. ..•••••. • .• · • 6 . ..•. • .•• .al and siJ:nitar to other a i :planes.•••. .•. . .lZ SPEB:D BRA. • • . ~o ?OWe:.nce.. •• 6-1 F!.• .s design i s predicated ou ynaxnnmn pe:-!o:n:nance consis~nt W:th re!. .•• • ..ARAC":'ERISTICS .R..•. o-s LA7ERAL TR. • . ..••. . •.. • ••.vection.•• . 6 -4 DIR.KES ••..••..a:ion 'With the a i:-c =a.•.. ••... · • · 6-H _ . ••••... •.• .. . .•..•. ••••.•. • ••.. A are di:-ec:!y coon... ..e Iamilia:iz..••.• • •..S a....••. •••.•..•••••••.. . ':"he in!ormanon i:l thls section is based on extensive !light testing and opera- tional experiettce .Bl. . 6-l LO.G WI:'H EXTEIL''{A.••.•• .•.••.:e !n general coc...•.•.'Y:). is provided..••.••....••.. • •.• . .•••••....nin:twn weight :u o rde:.••... ...•••• . •....•••. .......n& CF.••. •.ECTIONA..... .ng oi rudder pecia:s and a wheel ..••.....boos: is essential ::o full utilization of its ca?a. • 6 .•••. 6 -7 MACH ~ER CHA.••.... ...••.. ...•....~ STA3IL!':"Y ••.•.•.. wnlG BUFFET •••••..ERA TIO~ •• .1 FLIGHT CHARACTERISTICS 1 SECTION 6 -:'ABLE OF COXTE~7S PAGE I!lrTRODUC T!OX ... .. ....ia .•...••••.•.mn.•GITUDJ!Ii.!..•.•....•••. •..... ..•••••• • • · 6 .~C7ERIS-.••. • . ......'\7 •.••.•••••. ..... 6-1 ...tro:s a. •• . · • 6-.• • • • • • · • • • · • • · • • • • · • · · • • • 6-H GO-ARO~~ .•..•• · · 6 .• • 6-15 F:. l:.•. ...• .••••.••••• . ... AU conttol su....••. •••.!t t:-ols by means of cabtes.• ••. ..L LOADS •..13 APPROA.w on a cont=o! co:u...• • .....•...••••.

se o! the red. the gust conttol .e•e e!feets.. ':"he airplane is staucally stabl e.en- .:itudes :he st:atic stability i s satisfactory. ?&=ticcla:!y a: :. been pro~rly se: for a particular a. but at high a ltitude i s subject to non:na.sed er.l p:-obler:ns .y and chronic wing hear-- o! the elevator con:ro!. since conttot force change with speed i s pensate for a stde shp...:s no: feed fue: even!. Aile:-on and elevator trun tabs are acw.!ld cot hold a cons:cera!>. :ru:nzned a: a g ivec speed.s a i rspeed.lTY ing !ull ailero::l !or recovery from steep atnn:des causes ~o st. pos1tion.!fective . the control wi:teel may At 1aad. S7ATIC STABll. :he aile:on coc~ro: fo:ces will t":". Rudder control i s not c. ou: rather steacy ness will result.!eron ::-ave!. downwa:d ro. GrOWld adJU Sttneu:s qua·t e.e rol: with ya•.t erons . adJUStable beud tab.~c:x:ra. With the gl!St con::ol u: :he GUS: can be m.hng man~evers shoclci be hmhec! due to tile reduced a. ho!d . Whee a ctuating ":'hls i s dt!e in pa:~ to tee !o!lb wiog s~. attention shou!d there 1S ve-ry .Mach RUDDER nUJ:n'ber effects which result i n "w. The and lallding w!:ten :a:ge amounts o! :udder force 15 usually !ess than 10 to 15 pow::Cs.m chac. At !ower a. S":'ABILITY low a l t i tudes a. At LO~G:TUDIXA!. S:nce A~ or cea: ?lacard speeds.g ::akeo" fo:-ce t s re~uired to decrease speed. the a!leron forces are h ghter bu·t the Dl&lUmum ra~e of roll is lowe : becau. a ~enoon.. noted by whee: postrion.n1tts due to inattention o r outside upset be!ore the pilot becomes a'tllr&re o! i t .:rb. as !eel heavy. The speed may increase beyonc l:.ae it -:a:e!y requires any further :s large and re~anve !y e.g ~s not co:-:-ect the left and right wil:.y are much lower a:tO :he ra:e o! :o !~ ~s ade.ateral In general..itt.ri::g flight except c.ck" or i ncrease o! nose down p i tch mo:znent whh speed.ated e l ectrtcally and controllable !:-om the AILERON cockpit.. durit:g :he approach and !andio. &wever.ne h:gbe:.n red to conl.l t=:. a push force i s re(iuired to increase speed. and a puil sive!y d. Gece":"ally.a. when the airplane is - The rudder cont::o! forces are :noeeratelv high.L. smal!. if «Lrecnoca. Once this tab ba.cg j)at~e=n s~ees tile con::o! forces rotate bu: shcv. At lo. ':'he:-e shou.SEC TION VI AF {C ) -1-1 ELEVATOR The e levator contro! forces . m.ay be necessary to mainta :n r-.-u! GUS:' postti:on.ge wi:h cbatlge in speed.m !o'!'e.l ..s~eds .gs will stages tllere shoalci be no ab::-c. eva:or pl.ade to minir:nue tD. Howeve:-. cL!!e:-ent pos~tion. "i'here.i r- speed the forces a:-e Lght but :he e . vary• !rom Rudder trim t s provided by a ground light to heavy depending on CG posi::ion.1ced tra~·e! o! the a. and other vartab!es.. only a not be dlVertec f:-om !!ytng the airp!ane small amount o! a tleron i s :-eq1.eup acd to counteract crosswind drii: ."lW"a)" !in.!d 'be no substannal !. light pressures . 6-Z .»~ move-ec.

At for- This con:tbinanon us not nor=a'ly encountered.nce a com:Ja:-a:l.o:ma!..dec:-easin. b ui!to .g lift fla?s and htgb approac .!le bl!i!et.th po-w-er..et: a~:-speed. observed.H be fo re . 6-3 .e use oi !ull flap. the the ai-rplane ~s operat:ng a:: htgb Hi: airc:a!t will go ::lto a c!:nili or dive and the coef!ic ien::s. Below oO..gh:er.. an a~imde .! !laps are comblned w~:h 7'!le :maneuYer~ng sticit force no:-rna. T l:us is fairly stow i.he fo~ o! :.ir::n:ed becaase oO.ter::ned~ate a ritudes. a..) However. AF (C) .aca:d speed is change LS re!. Under sorne condlttons. Dc:ing approach and ta.::ds pe:..s a t ordica=v approaca speeds. f!'hen ranges from ZO U» 40 pounds per G at a!: these al!ects are combmed.!fe:.&neuvers w il! also •:-d.s :he encoan~ered when using ZS" to 35~ wing atr?lane ts flytag_ at very high wi:::.b!e. !Jc.he pi!o: correc::s :Ze st:ua:. Ha:d push- the airs::.ase tarRe a:ntnae ctuLnge :tn.ate and in...L. 11 c'A'"?U~.f!erent rc:qutres Ule P~t""S:.ly 50 :o --o pou.ou.manual ::li~h: degree of bclfet w:.. At duced with bands off.on wou!d pe: G ao. T:Us m.ntro .ffe: wttl oe e"lCo.g o:.actent:s. The coe.asin.o.1 . l genera lv osc1U.:pset The accele ra:ion t~~:s a:-e saowc. ':'here. !. It ~ s ""Ot aL. the !orce 1! !t were. G 's. an upset wou!d have to be .or..e•the: s:ahle or unsta. if upset and eft hands of!. speed.ne a tti - tude.bed.er b. ~s a. Wi:h tl:. oe!o:-e any u.s are aot present...usa&l high a::i~c!e.cal to fly exclus!ve y by ::eiere:Jc~ to speed. sc.nc:-e.peeds. :he force is l. ward center gra~ty ?os::!ons..A devdoptng after the upse: is introduced aad is eas1ly cor- rect ed by the oilo:. ::.cn~de and ai rs~ed. 000 ~~t:s durtng maneuvering !ligh: a t low :eet Ule aac:ra.:l.IlCre. ce or i.ot engaged. or air :u:bul ecce .a~ c.tore :he s::abt~u. DYNAMICSTABILI':"Y Ma:leuve ra.capability t s .. ec:eo . co:-recnons sh.n.:.G. air- S?eed a:td _.a :. Above mde :he G . (. together with changing a t:pla. high power..an:uc ~euveri. !n can c a use a long period motion which may Section V.!! vary wi:::. Under :hese couditi.:nu:g :he dyc.o a. speeds near E. these ef!ec:. 000 feet. I: i s poss~ble :o reacn these be .l: W1.. the force can be !00 pow:..ower. a t slow speed W1..-\It service iull . !! !lap ?:. ~d aurt!li.bil itv I! the atZ"?l&ne is flown hands off and tl:e au:opllo: is a. a i rspeed wi!l cont:. both t.-d ca-se no con::ol dt!!1culcies. an unstable monon canoe c1eve!oped. The a~:-pla::te wi~l become less stabte 1! tu.-planes and wtU tnc rease with i:::creastng praco.ch as using cente: of gravtty posit:ons.cs motion would develop.:nterea a:: .-r::ing.l SECTIO~ VI At high a ltitude and heavy weigh:_ :he a~r ­ In addition to :he effects descr:. if :: occurs.~ly higher airspeed and higher power.aps at 130 knot.ng S:ic£ Forces st&bili:y is afiec:ed by !!. crease nntil :.g mu:::!be:.a'! occu: oe.:e :o decrease or ln...s wit:l cons iderah!e ! oadmg.. At hlgb a:~i ­ slowl v h·om a speed a!)()ve ttun. plane is operanng close to :he limit o! tts I r on: incipient stabilizer sta l rnav be capabilities.vely over Ir. vr.eed iadtcator s:.minng Mac h take '.1/10 c.e c:ild a.on..d be by reurenc.

kes cause a nose up tri. If toe power is t::rcreaseo uom :»endieg !ce! !rom :. o! the gcst control should not be usee t. :'RIM CHANGES 25 to 30 pounds :n the firs: 5 seconds. If tri:m is used to reduce the force i t probably vr.ods.o~G:7UD!NA:. :'be r-..utred !or :.~t:o"l causes a nose up t=i. I£ desi red.force will build up to 50 or 60 LANDING GEAR EX7ENSIO~ pou.ugle i s the e l evator trJ:n tab rate ts scl!:cient :o about 12° with full :udder deflection.Forwa-rd :movement o! the center of gravity ac tu.ot alti - rude.1 . 150 been appHed. paso torce is required m about 5 seconds..a:ion of the gust con:-:rol.cg climb change. :he GUS':' position force is required in about 6 to 1 seconda.ation o! the gust control to the GUST EFFECT OF CG POSITIO~ • potntlon causes a nose up tti:m change.ite ma-n ::a::ks. the trim chacge can be res: sted by a push force oi :..this co:::dition ii speed i s a llowed to . the turces may be reduced by applying some counterLD.u:ne c:me the ! taps are be:og :re::=acted 2° to 3° Stead)• stdes!ip.SECTlO!'l VI AF (C) .o. GUST CONTROL OPERATION ~ctu. :'he !orce reql.. oe nose up or down.on..pou:nd push During cruise condttions.U not have a significant e!lect until aboct 10-15 seconds. untt! tile e!evator :ab setting has !)een cou- siderably reduced. 2tt when the auxt!Ul. As may oe seen in figures 5-7 :h:cmgb 5 .:m to ttim out a n e!eva:or forces du::.. toe . a 1o-pound couditious.!ore .J::J.! the fl aps have been ex- 150 pounds pedal force is reG.m change occu:-s .10. However.g ttim tab be.c. .!l:lt o! t=U:n :birds rudder will develop aboc:t 10° side- clange required by the OfM!:-&tloo o! :he wing slip. do no: adc !u!! ?Ower a: the poc:ads pecia! force t s required to develop s. the CG W:U :move ait d':.d!e :o par: power stop =p:m.le to ke! usage !rom the s bpper and S"3mp c:a=lks.!ired is A 10 to 20 pound pull !orce is required in 5 p ou-nds or less. Above 115 knots a 25. The maximu:m stead)· s i deslip a.mo-..F POWER The CG .:dder forces are relat!vely !laps.s are feed:ng and Po-er ap.EC ':':ONAL S 7 A.. As !he atrplane accele :-ates a: cousta.ge. :.b travel ':'he speed b:-a. Higb push forces will be encountered unde:.%!ng and results in higher stick forces.nc::rease too :-ap•dly. ':"wo keep cp with or exceed the a.to 35 . D:::R. t s sc:abi!. 3 to S seconds. wi:! remam essen::ally coustao: wh. Power The trun change is very shght and may reduction causes a nose down ::ri:m chau.i!e ex- c hance. 6-4 . EFFECT O.U~ move !o:-wa:d ~at 3-1 .:»H. At approach speeds. At Z50 knots.o relieve a nose be&V)" condtnon since this wiU cause w1ng buHet.ry ::an. An Opj)OS•te e!!ec: : s produced by hig~ at approach and landing speeds about !lap retrac: .1 HIGH ALTITUDE TRIM SPEED BRAKE EX"''E!\"SSON There is sui!icien: elevator trim :a.BILI':'Y A nose down t:..ended a:ld fu!! nose up eteva:or c=-:m l::as max!mcm sideshp.

cnarac~.c.-fa. :m.d ro ll~ both dtai.ru edged spot. results in a decreased :--ate of :-aU witb a :-esu!ta.at.s which might.ED ruddPr as c.. About Z 3 rwide:.b~e.ed by easi n& thP co::uzo .a. col!D:.et... In addition i: tS landing app::-oa ch. With :he r .n s:at recover1e~ a: 15° ?er second =ate of ~11.nt increase ill !orce requued to stop the roU.urn'l ~o rwa:o and ':"he a ileron forces become heaV!e:.ng approac~ aqd a t the stall.u. Recovery i s effec:.g oscillanon. A full aileron deflection possible to induce engine :!larneou: w'-th roll at 8> knots will devel op about 150 l ow airspeeds and abru pt a i rc:a.re:Jnety difttcult due to :.eruied durln)s stat. no=xnal stall W'aril!ll..racte:-is~ics should be controlled by u.!t st:a!l ::. evaluations and !a."a:UVERS high angles of attack which i.. Du:-icg :he approach to the sta'!. SJnall sha.Ul&• · 1 c.1nds pedal force are requtred t.. particula r ly at lowe::.t..ne Redder should be c. ":'he pitch down va. however.. However.tanks wiU sUghtly agg:=a . :he air?tane de:t : t:eaon.euv e::-s.se o.the !e£t o:: 40 tO 50 pouud. Recovery 2s ext.o a.L.ped by using the ~dder. The retrac:able s::aU St:rl pS should be ex:t-. At ZOO knots i.sed ~ coordinate :he n:a:r ow range be:ween high speed bu!:fe: roll.timde.Sider-ably higher at .st coutrol r ight. A heavy we:ph~ the buffet u ':'he heavier weig!n of the U-ZC and U-ZF l ess no:.speeds and durU:g and l ow S?eed s:all . ADVERSE YAW S:alls should be avoided at hiJZh a '!.e stall warning . Slight yawi.ay roll modera:. 45° ~r second at o7. ocetu can be readily ':'he ai:'?!ane has a mode::-ate s:a~l with cla. "!'he tota l wheet !orce is abou!.ec~ssary. :::G posi ttOo..r:.nco : rect. Slip~:. some the U-ZA which displays characte:=istics as roll and yaw may be encountered. 6-S .m. adverse yaw i! it is not coordinated.Jnpinges on the horizontal su.a SG-'DOunr whee: force.c.ct yaw aJ:.and 150 po-. AF (C}-1-1 SECTIOX VI The a. in me lowcor a.nd- 7he rate of roll i s co!l. This ccu::cpa. 000 .he :--ate o! 1t a!t CG '?()Sttion t.feet s. · !. GUST pos~tiou the force is redcced ~ 70 pounds.le roll due to pw.o r educe the yaw to zero.ed rou l S about lc>-> pe:= second w::h 1ull ailezo:1 yaw .acP.ers loc.n J 6W wt-:h ail e:=on and 1s mcreased.Jeed but ?rov!de sp:n::netr:ca.n ~e FA:R.-c:-a!t bas very litt-.-eco~~ry ma. O!'i:E-G S7A.g oc. co.s.e:u : s:~ps do no:: affect tee s::a ~ high altitude.udes.er- a.tu:a roL an....::-:es f::-om s light shifted to the GUST ?OS ' .en on the wing le~ edge near dle fuselage cause turbulence at ROLLDfG MA. this action is nry slow.b:-u?t at a forward :-otl t s about 10° oer se(::ond. If the wings are At approach ami l anding soeecis the rate o! cot held l evel and !I :here is u.. ':'hese fo!lows: cha..e ty to eithe::.as s?eed c_onco.f aileron and ~dder.LLS vate the ytwing teudency . Right rudder ia :--equired to lilt the le!t wing and vice versa.ce and provides th.!srics on each wt::lg and.:. Annhca:ion o! positton an 85-pound force is requi:ree for power is e!!ec:ive :.risoa wa_s made wit!~.ust prior to :he stall. s:a!: fo::.

a. any !arther wing heaviness i s ?robab. 000 lo 000 18.he a. If a. Howeve:-.ng :he :.:e o-1 6 -6 .a!! i s no:-m.. see C:gu=-e o .s: for any basic aerodyn.sic aerodynam ic tri:m oi a parti - F lyutg i n a bank maintaining a l t i tude p ::-o - cu~r U -Z aircraft is not prope:rt)~ adJwstedy ci. requires that the ve:-ocat component o! llit they may be traced to this cause .ent o! !i!t be eql:al to E!.-:th all fuel t:anka full. tril:n characte::-istics.'iGLE ...000 0 1o 81 So 91 95 99 0 30 81 87 92 98 10Z 106 45 90 96 102 108 113 118 60 107 114 l Zl 12. -r'he:-efore.IW CHARACTERISTICS If the ba.DEG .SEC '!'ION Vl AF (C)-1-1 EFFECT OF BANK ANG !.lo!!.000 I zo.KJAS \\~G B~'XK GROSS WEIGh-:' .E U 'I'ERAL TR. tAe fi:gh:.mic creased.!~ greater :'he coo!::ro:lable aile ron tab should o!lly be clan the we:ght and s:aH s pee cis a:-e m - used to adjc. '!'he fuel cross :::-ans!er s yste:m shoal.xi. l ater during back pressu:e.000 24..:-e p::-ecedec by bt:!fe:ing . ooo 22.EC:'RICAL AILERON :'AB the centrifugal force. LBS FL~ A. ACCELERA:'ED S:'ALLS I! a ~eofi is made with full .mic anrl should be cor:-ec~c with :-o!.. STAll SPEEDS .DEG !4.lces ao effect on s2U speed w hich is s imi- 1t will res ult in uneven fuel feeding. Any steady turn a i rcraft has chronic fuel feeding problezns.1.. the air- p~ne in a steady :l!:n develops a U. it can be Accete :-ated s::a!ls a.8 13-4 140 0 73 78 82 87 91 96 15 30 78 I 84 68 93 98 103 45 a: 93 98 103 109 114 oO 103 110 !16 123 1Z9 136 0 69 74 79 83 87 91 35 30 74 80 85 89 94 98 45 82 88 94 99 104 109 60 97 105 111 117 1Z4 129 F igu..l eron ::al:>.d be used to co:-:-ec: fo:r !hi s condl non.main fuel tanks or . Recovery : s made b y :-e!a.&ne and the bori zonta: Co:::lpo!l. assumed that any late:"'&t Unbalance is :'he s:.y due to ~even fue l feeding.n !ar to the eifect o! weight.a! a:td Ina)" show shgh: a e :-oeyua. be eq\a! to the weigh~ o! the a i "r?:.

AF ( C ) - l - 1 SEC:'IO!': \'1

AlRSPEEO ACCELERA "!':0. •
Sepa:-at~on ,.,-tH occt.:- at htgh Mach c:':.:Jllbe:-s
at spec :!!c combtnat.ons oi ~cc ou..:nbe:-
anc an;!e of attac.:<. wntco a:-e a characte :- !s~c
P OWER
of the pa:::cc.lar Wlog. :'his se;>arat:on
resuhs ~n wi112 Mace ou!iet-
The combination of ae-:-ociylla.Dlic cleanness
and btgh thrust gtves th:s a i :-p:.ane an a ccele -
-:-a uoa potellt~! wruch :na..kes ;»>SS.o!e Ue :'he \!Sa~~e co:m::»~!lat!Oc: of angle of a::ack
rapic an:ainrnent o! s~eds ~n exces s o! acci Mach awr..ber a:-e i:>oacced b)· :.he wing
s tructura! limic:ations Power can be app!.ed staB ·:>::.iir:. ho..:nda:-y and the w .::g ~.!.ach
as fast as aecessa:y a: :ower a.tirudes. bw..:.e:. boc.cc.ary. :'he !n:e:-secuon o! :he
stall buffet a::c _;tach bulfet boundary forms
a • co:-... er" tn. wruch :.he no:mal ~·tng low
CAUTION speea. sta!! .s ta.eot:ca. to .ts n:gh speed
~!acb bci!et .:.rn.t. Th.s .s iH\!st:-atec. .n
Extreme caution shou!d ~e eo¥e~~sed f:.gc.c o - ~.
to prevent exceeding a t :-speea lu:nh.a-
rtons when large powe r inc :eases are An a ir?lane can rna."lt:ai:"": : eve: flight at the
made. :'his cond:.tion is more critical sta!l ollfiet o :- the ~iacn ouiie: bot.r.da:y .I
on powe r apphc a tion Wlth !anding fl aps sui!ic1ent powe: .s ava.2.b:e. A large
extended ~cause of !owe:- s u:ucru:a l amouc: of power .:i ava:.lable :n :.ne U-ZC
l Unlta.tLOnS. a nd V -2.F a ! :-c :-af: a:lC !eve~ £l.gnt ts ?OS-
s.bie a: high ang!e oi a::.ac.:<. anc moee:-ate!y
htgn .Mach n.c.Inbe: stm~l :a::eo~sly . ":!:e
G -ZC a.1c U -ZF :.nus opera:e nca:- Ute
"corne :-".

Care should be exerctsed during any descent
m.aneuver due ':0 the rap.d a cce!e:a :ion of
F .g.; res o-Z, o - 3, and o-.; a:-e ?:"OV:ciec! :o
:.he a !rcra!t. Do ao: a !!ow any descent a t:~­
a.escr:be gra pn.cal!.y the bu!fe: boc.nd.a:.es
mde to o.eco.::ne so s:ee? u:a. Y"'"" cave cu::: -
of t::e U - ZC and U -ZF a.:-cra!t. F .gure o - Z
c u.:r..• oose~vu:tg :he structural !imitations
~bows the Mach bu.fet bou.~dary for max!-
dunng tile recovery.
mi.IJD cn:.se ?Ower tn :e:-ms o! ~iacn num-
be:- versus a ltia.:de. F igure 6 - 3 shows M..ach
W':);G 3UFFE- buffet l30l..:C:Cary !or ma.x..mum c:-u.se pov.-e :-
i:_t ter.ns oi :AS versus a!:ncrle . • : a.so
r'hen the au· ~o longer !ollows :he Wlng shows the stall warntng oui!e:. Une for ':he
contour, sepa:-at.!on occurs . A sepa:-auo:. m.aximu.m "UO-e.gnt for a g.veo ait.:cde zuch
i s usua.Hy uns table anc the :-esulting :ur - ts aclueveC. to :n.a.ximt:.m power c rc1se ch:n.o.
bulen: flow which shakes the a i rirame rs
c a~led wing bt:i!et.

In figure o-4:, :.he bt:!fet Ooun<ia:-: es a: con-
Separation wi!"!. occur a t . ow Mach a-:unbers
stant wetgh:~ wbicb are inde~::de:n of
as a :-esu!: o! angle o! ar:ac~ a lone. a:1d a
?Owe :-. a:-e s ~ =- tm?Osea -.poo the enve!ope
fuHy developee Sei)ara:ion ts ca!!ec sta.l.
created oy the var:auon of wetght with a~n ­
The loca hzec separa-:ion which precedes
tude data f ro.=n f.g.ne o- 3 du.ri:tg a m.ax:.::n~
wing stall res ults in 'llt'U!¥ s::all wa:-rnng
bo.f!et and t s a warnn:g of U:npemhng sta.l.

&-7

SEC-::10~ VI AF (C1 - l - l

,owe:- cru!se profi~e. :'he par:lcu!.ar con-
stan: weigh:s shown are !or a-.a.x:m~ powe: MACH !~."UMBER CHA.RAC7ERIS7:CS
c:utstng at ob,OOO feet, 7!,000 !ee:. ami
14, 000 feet. Refe:r!cg to Lgc'!'e b-4. i:
.... ~: oe seen U:.a: !or a g.vec we.gh: a 7his is a subson1c aircra.!t ane ts subJect
:ecccec power se:ttng W::h the accol:n~y ­ to the sante tuck and buz.z teneencies
ing red~;ced a 1t.:ude '11."111 :-esult •n a.o in- associa~ed with most subso111c a!rcraf:-.
crease tn the s?eed :range existtng be'='Ween It is placarded tO a nominal Mach number
the staB anc .!ach b:.:fiet bot:nda:- .es. Tne of 0. 80 . However, under conditions of
:-ecom.menc!ed chtnb speed sc'heci~le, neavy we ..ght, high a lutude, and !aired
tnere!ore, provsde s greater S?eec! marg.ns gust controls, i t ts il'npractica.. to :.y
betwee" the oufiet bouncia.::es '&'hen c:u.ts.ng faster than 0. 70 Mach ou.m.be:r because of
at reduced powe:-. buuet. ro lc!..f antl/ o r sn.arp tuckln.g ten-
denctes. Tht rollof! and tucking can be
F igc:e b-3 sho"'· s a s hgn: wtdentag o! the minunized by pl.actng the gust cont:ro~ in
corndor as a ! ti:cce : s inc reased. 'Thxs IS the Gust "POSition. The speed canoe in-
a result o! the we:ght/ a!:: :cde re ~auonsht? c::-eased ::o 0. 80 Mach nu.moe::- and o~y
fo r ma.x:.rnurn c ru t se powe :r. bullet w!!l still be present.

Cold ~::"pe:atu•es tac :e~se the th.~s: o! a As Mach m:..mber is tncre.a.sed tn the £aired
Jet engt ne a~ a pvec alL.tuc!e anc! EG:'. On a ?Osition, eleva10: c.onnol forces .3117'..ll
co!d day, an a : r?!.a.ne can !!.y a: o :ghe:- a:ti- snc::ease raptdly . :'hese higl: pcll forces
~des a::d b :ghe:- a!'!g!e o! a::ack at a g~vec can be rebeved by p!.a.cicg the gl!St control
we:gh! :.can a : no:-ma! tempe:a":'l!res at th.e :n :.he GUS': position. A: 2~~~-J<t-: :e' -::JW
sa..me EG:'. :'o:s woulc! :-esu!: :c a c.arrowi.::.g 35 . 000 fee: tto d!!!icclty .....n be •ncoc.nte:ed
uf the "cor :-!do:-". ~a r:-ow!r.~ oi :.!lee co;-'!'!co- due ..u ,MAC}: e!lect if the pi!o: aoes not
does no: occc - ,..... ,.~ t..'le a:rcra!: t s ilow::. to exceec the :>l.acard auspeed l U:nitanons
:ne rn.ax!..-n"Unl FP.,. .5 c h.ec.; l~ l:s:ec ~n Section Y !or tor urcra!t. At a L a.t!•u<Jes ~h
since EPk 1s a c.rect measc:-e o! thr":.ts· ace coaracte:-i stics can be agg:ravatec bv high
r.; u:'la.!rec~ec t)\' var:a::ons t n o c ts.de a :r te=- g :oss w·e .ght or by extendtn.g the speed
b:a.kes, or by wing hea.vtnesa due to uneven
fuel load.
Durmg m.axinlum power crui se flight at the
propeT speed, the a t rplane should no~ en-
cou.nter bufiet . !i. the autopt lot should a:low
the speed to i nc:-ease by several knots and
then make a cor:-ectlon by pul!:ng :he nose
uo :oo sha :-p!y, oce or !.!le other b:fiet
bou:ldary may be encounte!'"ed.

Wttit tht! ~ust co n~rol : n :he GUST pos.:ioa.
tl::e oo.:..f!e\ ~c9mes wo:-se s.oce a h igher
ang e : s nec.-ssa:-y ;o :::c.aintaio !evf!1 n:gh~.

o-8

SECTION Vl AF (C ) -1- 1

1 -G SPEED ENVELOPE vs AlT JTUDE

MAXIMUM CRUISE POWER

~!CATED A:.R.SPEED - KNOTS

6-10

AF (C) - 1-1 SECTION VI

STALl AND MACH BUFFET BOUNDARJES

---;:...E . ": =-··'-+-'-''
75
~·~·--~- ·-----·-
-......-~~--
MACH BUFFET .EXVELOPE 1
FOR CRUISE CLIMB A7. ~
MAJC14UM POWER .. ~
-~

10
-
~

"'
0

-
0
0
65
w
Q
::» _._
foe

-
o-4
foe
t-
< 60 ---:::._. ~~· ~
,.._.~ --:::.
ES~. ~~ STALT WARNIXG BUFFET
~ - . r-.;....,... . -= .E!\"VE1...0?' FOR CR~.:SE
r==:::;. - 0 . 1--Jo e:;-; :---
~~g. ... C:.!MB A-:' MAXIMUM PO'\\"ER
~- . - ~ - ; - -=::i"':=.· - · =r- =r---= >

·~ ~~ ,
~_;_,_,. ...._-::r-: •
, ~~~~·-+--·--+----<·-
ss -f
.,._ h;.:: ·• :::;-.!J::;:.... ,.. I J: :=r-'~
=r.-~=:-r. . - ~-~-----r.:::
.• STA:.L WAR...~G BUFFET~
-~- -c-
FOR,
CONS':'A.V'r WE:GEF- ~
• t---o -. -------l-..___,.::

f - ...
-~~.
=:t=.:=:"-I -=,--.o-

1---t
50
60 70 80 90 100 110 lZO 130 140 150 160

INDICA TED A.UtSPEED - KXOTS

Figure 6-4-

6 - 11

SECTIO. • Vl AF (C)-1-1

In order to stop ~ aile:on or :ruddez buz%.- SP££D BRAKES
ing, it will be necessa--y to s l ow down a.s
much as 10 knots bel ow the speed at which
the buzz SlaTted. The:refo ::-e , it is iln~za ­ Tile ai r plane bas conventional speed brakes
tive to s::au. = ~ove...-y as soon as bu.z..z.U:g i s which aie m.ode-:ately effective. Their
felt 1.D tile cont.ro!s. !! correco:ive action ~s p ::-i.Inary use is as a drag producing device
taken as soou as ':he !irst • iach effect is for desceo~ ap?roach and landiag. The
noticec, the::-e s hould be no diffico.ty ma..k!ng §?•ed brakes can be e~tended or re~::-acted
a c a utioas re.... u~ery. at any ::.peed. ':'hey c a use a moderat.e air-
Ircu:ne and tail buffeting which i g of no
p:arncuJ.ar concern.

NOTE
A lthough spins a:e ?robir•ted, :t is possible
that the airplane c:U'Wa uc all owee to enter
a spin. !! thi s should occur, every efio~ At very high a lc:udes and at :ilnit
s!loul c be made -:o eifect an ear!y ::-ecove:y Mach number (0. 80). !ully extended
SlUCe St!'"t!C:tura} carnage Or failure nla)" speed 'b~es will cause sba:-p ?itch-
easi!y result from the sptn. 1n :.ile event icg osctllations. 7he:-e !s no •oss
tQ.a• ?J':ota;Je eqt~:-s il spin. the h.6ps ::.ooul d o! controL but for a smoot~= r .de.
br ::e~r: ~ . The position o! the la.Jnlu:tg reauce me augle of descent-
gear and s?eed b::-akes tS considered un-
unpor~n,. in e!fecti11g a recovery. The
folic.. ug ?:OOCe<!ure is reconu:nended: The speed b:-aites are .fully variable and
can be set at. any desired posiuon. In
1. :'hro:tle to xdle . some cases they will c :reep closed !rom
an intennediat.e position a!te:r a per-ioci o:!
2.. Rudde:- agains: spin rotation. time. They cannot creep closed frOID the
fully extended pos ition ai the switch is left
3 . ConttQ.) ~"»"1... :orward tlD.1!1 ro~rion in the exte11c position.
StD;tS-

4. Gus c-on•,..ol to GUST. speed b~es GUS':' COSTROL
anc .andin.g gear extended to dec:rease
~e possibi~tty ol exc:eeai ng s:rccru:ral
lUnits during pullout. -:'he gust couttol is a device installed on
:his a i ::-pla:le to make possible i u s:ructural
5. :I drop tanks are instal!ed, a-""Ul and and aerodynamic capabilities .
release.
:'he wing airfoil section was se!ec t"ed to
have the best lift/drag charactenstics for
WARNING cruising flight. ':'his resulted in a very
highly ca.xnbered airfoil . This in at.-n
The reco,•ery pullout rnust :,e as causes high nose down p itching znoments
gentl~as possto.e to prrveo: exceeding and resultant high balancing tail loads. As
a~-nurn acce!eranon u uub . curs.,eed tncreases. these tail loads in-
C'!'ease ve ::-y rapidly and a sttuctnral ~eigh~
pena:ry is lnlposed on the fuselage and
horiz.ou!al stabilize-:. The f)Ortion of the

o - !Z

scent i s es-za. ug m.ten"lts .-uctural :..13 .mnmariz~· rail 1C5"cb ot. AF (C) . With the guat conttol clilnb speed ls exc:e . ...s shoa!d be high.. border to acco1n. To s.i a returc. However. i s s nl: considerable a:. figuration.. limiting wing b e nd .e guide.u:tpose s high st:.1. ~erting a ?U-11 force on the materially reduced. ":'he ouffe-: portion ol a typical fEght. down soeed o::-a.edule. Light schedule be closely mai n:ained. dris a !titwie and This is acco1Dp:ished by the portion of the the drag hems do not p:roduce much d-rag gust control which sbif:s the aileron up 10 at indica:.o-cto ~3"WD -:o 'll'~Uuu ::eet 15 slow. DESCE.ots.kes out.. :''be resulting long span i. ~o abrupt control move - oenu. center of pre ssure ID.USt be moved inboa:rd.h !he gust control FA!RED w4l probably encounter buffet:..s are . bous LD GOS1.ed.1.he wi:1g tip area loads and thereby reduces st:ructural loads on the inboard section o£ the wing.olished wi:h gear dt.roo.b speeds are an approxirnat.J. CRUISE C LrM3 -:'he descea~ should.. Usua!ly.he possibili:y of an engine !l. 'U le gus. the airplane will have buffet.'he descent irt the high alti':Ude area fro'""l loads on the wing.i:aritin~ ~t lZ<I .-y t:ha~ the n..4-y oe Dlctcec tn GUS:'. i! :he be c. These i s necessa.~ea ~.FA1R£D. higher gust loads at higher speeds. on curnb :!>uced scn. Because of ~e pro:x:uni~ fact to remember i s that :ail loads increase of the buf!et region w W:c: c:imb speed rapidly with airs~ed and the ?laca--d speed s chedule.. :"lll.. 000 \... 6 .. A!!~= 2--:ie. a! the pla. cn:a~c U1 trim.mporta. :he The eng ine powe :r. Maximum allowable heavier gross we!ghts. ~ be done slowly.e~ce toao. and/or tucking tendencies. 7he airplane will be heavier and will start a t a lower will slowly climb a s fuel is burned and Mach nUJ:Dbe:r at higher a timdes and/ or weight decrea ses.oncutlon in the G UST posirio~ the tail loads are is . to 1Doderate buffet will be encounte:red a t the autopilot will be used to fly the .e gust conrrot at nigh~ o r in weather..aDne:r exce?t that camber of the airfoi! and grea tly reduces it will requi:re more a~en. rolloff~ and sharp tucking ~ndenc!es at speeds CAUTION !aster :han :he standard climb speed scheaUle ..m.1 SECTION VI gu&t control which causes the wing flaps to avai lable. deg:rees.. A s low airspeed in- ing loads are produced if a design gun i s creaaes :.."'T The high as pect ratio of tile wing was chosen fo r good efficiency at high a ltitude. con ro t r--.s should be Jnade . !! the au~t~ &1ot ts .t..>lane the higher a ltimdes fo r the GGST con- du.n~ at .. . to proper speed should are '!.ow a ltitudes.1n. -:he airplane can be !lown be sbifteii up 4· degrees elimi nates the high manually in a normal ID. be lh:nit:ed to the S?eed The cruise clil:no comprises the maJor !o:r !~gh~ to moderate buffet. uru ing at: 2~ JXlec::. ccoselv tnonnored wnen a ctuating :h..:urrec.a=efully observed. ':he most a. elevator control and s!owing the aL-ptane card speed of Z40 knots . back to trim speed . even on minimum flow.s phase. of ZZO knou with gu•t control FAIRED must rolloff.non than i: does the ba:atlcing tail load. E levator..ormal airspeed cli.ed airspeeds at 90 to 100 kl:..al:ne - encouotered.... :'his ac:ion relieves :.~ug th. Reconunecded ecgi ne powe::r must be used to obtain prope:r de sc ent speeds with 100-ZOO gallons of performance.s:ick force wiU be The flight inst:ru=nenr.. During the cruise c~ i t fuel =emaioing are giveo below..odat:e 75. to U1t.o . A descent' wi:..

!tirudes a cie. Wlt.D.0 ma. of s:aU speed for J :0° !la?s.!.ated rudde: :o correct for adverse 70-65 0 -10 '1m yaw tendency. Tne !uselage g::ound attitude is ap?:-oxil:na:ely "'. gea:-.anciing stages of a pilots at medsum alt!tw!es.h v. S1u{»s and bouoces are caused by Wtng !laps should never be extended a. I! ful! flaps are used after turning downW!Jld.in ~ear to touch clown first. If the a tr is S'JilOOlh.ccesa!ully con1pleted. 11 Z'lt o! stall speed for Z5° flaps and 114ft of stall speed for 35° flaps. 000 feet.a. ::n sttuccnral margin and.. gear a::angemen: with the cen~r of gravity tnc r<u:e o! descent can bP constderably loca::eci a snor: distance behind the maio 1nc:eased by c:esceodia.:p w:.ds. ba•ed oa. 65-60 0-10 b 60-55 10 kn At medium and lower a. APPROACH A!te:: the early landing stages of training ':'he approach is conventioca. Ule pilo:: should be awa::-e of the possibility o! encouncertng high winds Du:mg tile early l. there is less sloshil:g and less lateral inertia. s1nce dangerous pttching moments are produced. I! it is necessary to pick up a wing before toccbdowo.. us e 75-70 5-10 kn coordJ.llg tne tna.ke a have been su. GUS7 On final app:-oach m. When tile amount of fuel in the wings is low.1 Z0 • ':"he most desL-a'ftle metl::oC o! lane~ is to contact tne gro':!DC CAUTION on bo:h the main a nc :3. above 45. Du:-ing descent.lnW'l.s !AS.g at ZOO kno:. The descf'nt should checkout.s sunr t:::t- neocsly.FAIRED The th:eshold speeds g iven !or 0° to 150 wing f'.a. M.-ia.portant.1.nding weight should be kept be pla:med so that such w:nas will not cause reasonably !ow.on which Wl:l ensare tail Wia. the lateral trim check before ::-eachi:lg :he !~eld as oatlined in Sec:Jon =· !ci:ial approach nominal landing fuel load of 550 gallons :s cons:tdered satisfactory.ade.SEC7:0~ V1 AF (C) -1 .ke liberal use of the n!dder !.1 .l couttol a pos1t. many Ci!Lses the descent can be started f:CJl:C :: su:np1ifies La:eral and directioua. The threshold 75-55 Descent on sta.ll reqcire only ~d!e power or shgb:ly more. even more im.14 .ps are co1nputed on a ba.g naps . :AS Be!ow ~eedle to co:-:ec: !o: d:Jt.1 whee!.m!a:o speeds given for Z5° to 35° wing !laps are a up lane schedule. a conventional po'Gie: approach can 'be rr.s~ speed of !50 k::tots is used if turbulence is 7hls ai::c~t has a convennonal landing presen: or anticipated. This provides greate: you to fa ll s::ort o1 youz des:tnanon. 6 ..a.s i s o! 110ft Alt Range Ai:s:Jeed o! stall speed fo r zero fl'tpS and ll5tJ.ntai::l pro~r a lignment and A~t Range A':):Jrox.a. the l. on the run~>·..

-y to GO-AROUXD resist the nose-up trim change. AF (C)-1-1 SECTION VI After the pilot gains considerable experience. the wing !laps should not be retracted until elevator WING FLAPS trim bas been applied. :hey can be retracted la~er.s a. How- ever. :"'lle uae of wing flaps lowers the stall speed AFTER TOUCHDOWN and so lowers the tonchdown speed. the added d. should be started as the power is applied. 1f not. Wid! Z5° The primary reason for retraction oi wing flaps.15 .in landi. very little drag is added.apa is for better aileron control and to flaps (full). AJ power ts applied.""orm. The method of application of the power and othe:: pe:rtine:lt factors are covered in succeeding paragraphs.e directional E levaror Forces concrol. re:move the necessity for observing the flaps extended placard speed.umn should be moved forward slowly and iinnly since a push force will be necessa. weight. DIRECTIONAL CONTROL the !laps can be started up.y and wi thoot Elevator T:ril:n drift. !! it is necessary to n se full throttle. The position oi the conttol co:umn is very important in assuring adequat.e order to hold ::he :ail wheel firmly in con- tact with the ~way. depe!Uiing on the a. elevator crU:n to oversteer.rly substantial changes in conttol force may be encountered. the fuel If the decision to go-around is made ea=ly dump sys~ may be used to obCI. It should be held io !he a!! position i. Therefore.un.r difficulty.u CAPABI.LITY of power application. 6 . the drag is noticeable. a steering correction should not be held in too loug since i~ is possible Application of nose-down. . CG position. BEFORE TOUCHDOWN landings with highe:: fuel loads can be safely accoDlplished if neces. With extensions down to 1so. available so that the:e is never a probleJD in easily reaching a safe a ltitude and air- speed as !&: as power is concerned. oi equal or greater importance on this airplane i s the added drag whh wing Wing Flaps flaps extec.in the event of go-around. .ded.rag is a major factor. a large amount of power is speed and elevator t.rb:n tab posniou. air- !n this ai. the control cof.aUy.cula. With 350 !'.ng a nd power is applied before touchdown.ry when landing con- ditions axe optim1.During the high speed portion of the landing roll.will vary and depends on the a:now.i. Fa. It is importan: to touch down Wtth me a ir- c ra!t aligned with ::he :unwa. there is no parti. if time perm i ts.:nount of power used.-plane. 7hls force .

a posttion where the le ad airplane i s easily Ule trun change is coos1derably larger a. They are usually re:ained on the tni:ial checkout !light to aid the pilot with grounc con:rol during t a.s should not be carried at the same time. JDrop tanks o:r empty shpper Qnks do not aUect the fi:ght characteristics o! !his a.. it can be added as a i:rspeeC.ation shoc.le:ron control forces and power for the go .ate. The drag created by :he pogos requires slightly :more power !or level fltght and the rate o! chmb !s red\lced.h. Usually. al:ta:C.!a:ly at the higher i s requtred. r! more power low rates of roll.rer App1:ca':Uln FORMATION F:.. Sllppe ::. ':hey can he relieved by a control £aired to provide maXlmu:m.ins po. If excesstve push forces are formed with wing flaps retracted and gust encountered.ance s!tgntly.around.up ttim change. POGOS The airp!&ne can be flown satisfactorily a~ loW" and medium altitudes with pogos ao:ached. !! the sents no probl eiD if the wing nan Inainta. a lthough i t pre- only a light nose ..!!icten: :rela:ively high a :.nrl viewed and clearance i s adeqa.nks cannot be dropped ic fhght. :'he addttio:tal weight o! fuel will dec:-ease c!u::::b anC. CAUTION Drop tanks and slipper tank.'\KS ~ny reason. movement. This results in ~te in fonna'!ion flying. be on guard for heavy control forces due to wing doWllwa.. There i s no change in a i rcraft maneuverability.:PPER TA.la.~"'KS OR DROP T A.rer :s rapid!)' increased to the maximmn. aileron shgbt reduc tton in power."td i ngs 6 -16 Changed 1 Sep~embei 1968 .. speeds. Formauon fiying should be per- toe rease5..ir- plane.1 Po. particc.ld be a voided doe tO the nig her.e per!on::::. CAUTION l! c lose !oru:ta:ion i s encountered for S:. SEC -::0~ Vi AF (C)-1 .YING The power can be rapidly increased to This airplane was not designed to part:ici - approximatety 85~ RPM. C lose the push forces cor:reS?Ondtngly much !orm. 85e-: RPM is su.

For ins~e. high pressure ra:io. which if exceeded. drone. :'his cocd.1 FUEL SYS:'EM OPERA 710!1l . J -75 A:lod:e:r condition o! possib!e compressor engine was designed to operate a: high alti- sta:l occ.rcra!: . · .trcra!t. :he Stalls vary in severity.:=s a: hlgh a!r!ccde.an on the wtng.ng sta: . :'o ~t.oss en:ire comp:-essor.y redcced..has dilliculty in following damage~ the J .c ~gh powe:. operating a: altixde where :he a:.on this separation. severa! stages.-ying in uuensity !rotn plstol shot.. . tlus . AF (C) ... the li!t is greacty !"educed of a stage.•. and can be very d:sconcernng During accele ration or deceleraoon com- if the pilot doesn't mow what to expect. par:ic...?~.re and pressure in t:!:Le barner becon1e higher than design lu::uts.•. pressor stall may be encountered due to i..an mstant in the ccnnp:-esso:. Every a rfoll i s hmi:ed :o a whee.and pres- su:es are great!. This decreases the an·£ow !or a given R. :'ius results in red~ced a1:-flow COMPRESSOR STALL fo:.ay be thought o! as m.he:-eby :-e1:htcu1g the :resul: in flameout. will cause the &Jrfoil to stalL As with the wing st:all expenec.. :he:-eby canstng abnormal back pressure on the comp:-esso:-. \\'hen the air that comuressor stall bas ever caused gees :h:. a stage. depending on a 1 :. if the fuel flow i.--. Xevertheless. tl:e contours of :he airfoit section of the co:mp:-essor stall is dtscoc. ~ore ~o1:nplete s:alls cay proch:ce co. • · · • · · • · • • · • • 7. Wi:h whe:her tlte staH invo. :'he high output. o:..ds :o ope!"at. Part'!a l stall may is evidenced as a ioss m pressure ratio a. 5 engine. e:tgi::te :ec. ·G~ OPE~ 7!:0~ .:ion do this it must operate as close :o the sta~l is brougnt ahou: by low teJ:nperaru:e and region as possible. ::.proper fuel scheduling to the bl!:uer..cernng and can co=p:-esso:r blade.O?f:rarion. .ses va.o:re ca=e ~ust be exe:-c~sed tu:e wings.• . :'here!ore. As me ai: gets colrler.m. :'here i s no eV1deace Reynolds • •u. pressor btaees m.ced in :he a.ca! ang!e oi a-::ack and causes :he a!:rJo!l sec::!on to stall. The effective aqle of attack icc:-eases 7-1 .•. · · · · · · · · • · 7-3 ENG:NE OPERA ':'10~ beyond the atr!oil's cr!u.•.•..mber effect. In the cotnp:ressor..separates !rom the atrfoi! sec:!on. :he con:tpressor discharge..exn - peratu...: :.• and com.ru:i produce roughness with or wnhout a~chb:e therefore a reduction in pressare level at accOJDDani::lent o! n::c:C>:e. Co1np:ressor stat! is sta!l ma:gin..•. t.ves on!y a po:rt..s too high.. zr. t.. both :hUl and cold.s JDaxunum angle of attack..e c!oser to sta!!.1 TABLE OF CO!'l":'EXTS PAGE E.XUe:-.na . :he very much L:ke a. etc...1 .1lar!y tudes wi::h supe:-ior !uel consc:mpnon..s :o can:Jon fire...•.•.

the powez can be increased to 66S° C EG"'' or l. the pilot should s~owly retard the th. 1 is easily distinguished ! ro1n the custm:::lary ~he power shoul d be reduced. I !ugh EG". the following EGT schedule i s followmg.oil coolers the tel.he s idle • If the s ta.:ing a com- pressor stall. the pilot must remember the c llinb.. low aznplitude "BUz z u fttgb: can be m.a. 000 - . conttol the engine power to stay within EPR lilnits.au:e d i stribu-:ion at the co:mpressor face.lneout.c.be:r 1967 . o! overtemping ~he engine do. 000 and 60.n. Engine power should be :reduced sta. 485° C from 40.sn~nded.r in the 40.000 feet in such a way that the EGT 3. known as the ''BAD:. 000 feet. Level cruise high !requency. p ressor in l et temperatures a:1d the Reynolds The banging can cause ext:relne sh. Compressor stall engine ove nemping du :-i:!g the ba.amtaineC. ::'here have been no case• of does no: b reak the s:all.. S ince there is a possibility the a i rplane and possible fiuneout. 000 feet • .ake no abrupt throttle m.es of stall recovery improve as above 4a5°C. 'This i s commonly tu.a.anleO". 000 to 1.ediately. to 60.1 To avoid c. C l»:nh at rec01nmended airspeed and ing EPR. 000-foot altitude range with EGT The cb.k. 000 feet. ':'be :::-ough:J.air .l: a descent rnus~ be made to 4-85° EGT powe:: schedule. M. However.A.•:o get the eagi ne out of a compressor stall. If desired. air stan altitude . reco:m.rs.000 feet.npera - 40. 630° C from ta. Above 60. E ngine banging may occu.nc. reduce altitude and increase ai:speed to maintain au even pres . lD banging can be avoided by climbing a't the case o! fi. .:'' s in the altitude range between W i th the ciual . The at high a l titude may result in !la.re should remain within lin:rit.. schedule deac~ibed above i s obtained at ~. Avoid a brupt or ancoordina. at :-educed power which is present du:mg c l imb. the pilot should be prepared I! banging oc.g of number effect. 000 feet. until the o il cools.eas if the 121°C temperature limit i s reached.keofi to 40.ngiug.ronle until the compressor stall stops or the throttle :r e.rting a~ 35. 60.a.75.'Ds-'.ove1nents.cu. sarily a~sociated with engine roughness .SECTION vn AE (C) -1.ted maneuvers. I z.o1npressor stalls a~ high a ltimde In order to avoid eugine roughness du:-ing with the J .i. po'Ner should be reduced to shui: off the engine if corrective action im.ENG!!'(E OIL SYSTEM ~'GINE ROUGHNESS Eng ine oil temperature should be monitored Engine roughness i s generally obtained at closely du:ing maximum a ltitude cruise.!l per ai st:a in the idle position.i%ni~. The hanging is not neces - altnude decreases because of h i gher co-m.anged 6 Novem.m. power can then be inc rea sed and altitude :regainedJ 7 -Z Cb.

t r-e-qui:-ed !or known that su!fici ent fue l bas been u.) An switch on the lower let-.rose ~p a.sed maximum exhaus~ gas temperatu:e. WARNING ~xcess ive pressures U1 the auxilia=y J!I{T. tnere can be as znuch a.ry e-ngine operating variables SLIPPER TANKS are engine speed.fLer fue l remaining will not change the powe r condition. If 1t i s n.e au. O?e:-a~ again dw-ing the LJ..tu. One cockpit switch controls the awrl- E ngine oil p:-essure should be ::nonH:o:-ed lia.tnia for A sma. a low compressor stall and eagine eve l t s low enoug h) for app:-oxu:nately flameout will occ ur . These a void engine co~ressor sc:a!L (See slip~:r sc:rippers are COt!_ttolled by a Section V for spec ific limitations. ptlot.ft or tess dian 300 gallons on 0 -ZF cau be redw:ed by ittc :-ea.. listed in figure 5 . Followmg this procedure.re ratio.ry boost ?:m:tP and continuous ignition.s 10 gallons ef::: in each s lipper due tc:. REG ULA TIOX AT ALTITUDE The p :-ima. C hanged 6 November 1967 7-3 . oi the pilors attention b ecause o! its si. holding a mini- on during la. and exhaust gas te.sed by ope ra:a..a. fuel pw:np is pro- these variabl es most be observed carefully vided in each s lippe ::. engine p:-essu. TLte altitude m.y be reached where the minimum pumps should be turned on only when ic is fuel flow setting equals tba. t:nwn oi 80~ engtne RPM so ~t the AC generato r frequency will be within the- Cu1'~ ect operatinsl range . aircraft.de The fuel system ordinarily reqah-es li::le to maz:imunl a ltitude. POWER.J:npli- city.:St part o! 7 he small loss 1n thrust with the bleed a ir descen't for five nunutes.xtitudes. :'he r-esultant fia. !.re. t:ansfer pum? .ecessa. and during descent condinoas ..znpe:ra. :he stri pper pumps s l:OQ}d be acceleration i! a missed a pproach is executed. a du. console.su:g speed or lowe r..ERCOMPRESSOR BLEED tanks can be c a u. 000 fee t in orde r to plete utilization of slipper fuel.. In the i s less ·d lan 800 gallons on the 0 . T his can be ensured b y turning the In this c as e.ZC a i: - event the ma ximum EG T i s exceeded~ it c=a.nng flight and the limi:s shown in Section second opera:es the main c:ank fuel cross V must be observed.eruiing speed 'b:-akes to lose a ltitude. retarding the :h:-otde to idle s lipper pUJDps on only a. AF (C)-1-1 SECTION Vll Gene rally.:neout '!hirtv minute s :o n-ansfer the !ue~ i:-om ts immediate and can not be avoided by the the s lippers. :he oil teznpel'amre will mcrease F UE L SYS TEM OPE RATION faste:.tank to ensure colD- a c a ltitudes above 40.xlliary tanits are ln'tercoJDpressor bleed ts reGu:reo at alotude full.:l AC electrica!. ing the gear and/o r er.-y t:o s ::rip the s lipper tanks 1' he blee1i v a lves are left open during landing to avoid con1~n·essor instability dur ing coznpletely. 'Ibis froJD :he auxiliary tanks t:o provide S?&Ce ia cal!ed ''min..if the a i :-plane is flown with a light load aod a fast climb is immediately ma..nding is not significant. Four dUJ:n? s wia::hes on t:he lower left c onsole control fuel oa:mping.ng :he ?UID?S when tb. hen ope ra ttng at engute pressu. When bleed valves are The pw:nos should be opera ted m. evel or closed and engine pressure ranos are below cruise climb ilight (aite r a uxiliary tank minimum..re rat:os below the tn1ounum:.l.i.Olow11 • ~ a ccon:u:nodate the s lipper tank residual fuel.

JX:i.!aste:: Caunon Annunc:&tor Panel."XK pressure switch The awt1hary :a... pressure switch ove:.meoat due to pump or hydraulic fatlure. Ma: n :auk !ue! NOTE cross transfer on bo:n models lS used to level the load in :he left and r ..O\.ry pmnp should be OX in altiiWfe. sunple and reliable.ary tanks and the late ral balance....float s. feed tn fligot.x:m.nks m the U-ZF start !eee.ary tallks. pressure switch may then be :e:u. :'he M . 7he cross transfer pt:. CROSS T~·SFER PU.gbt main ::an. The shutoff valve should be closed br p!.acu:g Cross transfer o! fuel !rom one wing to the the AUX TAla< PRESS switch in the OFF other may be :tecessary due to uneven fuel pos1tion when the auxiliary tanks are en1pty.SECTIOX vn AF (C)-1-1 AUXILIARY BOOST PUMP The !uel cross t:ransfer system u ¥ery The &uxihary boost pump (e.n.ectncaUy.s!er pwnp un!ess fuel load i s below 300 A pres . a. do not use au.~np switches contto! small reversible .al boost pump (hydr&ul:ca!ly-driven) This :s due t:o a drop in the wtng tank air u: the event of hydraulic system or pw:np pressure dd:!erent:ial caused by the change failure.Yize 7ne at:Xiha:y pump si:ou~c be on be:ore and raise the !ue! level m the sump ta.}tch alloWUl. NOTE AUXll. If an atrcraft has Caronic The fuel tank pressurlz...ation a i r will then wing heav1ness reGutring fuel transfe r !or bypass the eznp~ auxil.IS 7A::. MA. !he flow of ai: to :he au.x~!ia.!P The a ir pressure switch is acwated !or ta.fte r the main tanks are emptied.b..g the mau1 tanks to repressD. above s.ain tanks will tr~m o»roblem wl-. le¥el in the sm:np tank d::'Ops below the Failure of the normal pump will be evi .re. Satisfactory operation of the a.RY TAla< PRESSUlUZ. There may be a.lA. !uel cross rransfe-:r pc. ~na in tank float valves.IX :'A.:ay o! e::gine above the float: switch..-ued :o NORMAL ior normal main tank !eedi.'\X PRESSURE SWITCH ® hary pc:rnp u indicated by the absence o! an amoer warning light while the a.ps. d~tven) is installed as a backup for the slow-down m transfer rate during descent.:ld a :wn after 15 tninutes or in any event..ATI()_"l VALVE To preclude ?CJD?ing fuel ove-rboard. norm. 000 feet to eliminate possibility of engtne fia.keofi and a_{ter refueling ."'tK flameout ci\le to pa::np or b)·c:-aulic !aitc.ru::arion a lr shutoff valve con::rots gallons. must be :etu.ich should be corrected.xi. Failure of the au.u ...wcliary boost switch .iary A float s-witch in the smnp tank shuts oif pump as indicated by the amber hgbt which main tarut pressuriz.-ned tO the aon:n.-y tank cross o-a.rnp is prov1deo on that before the maio tanks are emptied.'{K denced by a decrease in fuel pressure.. 7-4 .xilt.r:des the .tion a i r when t:he fuel ts on the . h 1s \!Sually due :o a basic added flow 0! air lnt:o the m.al posi- tng a.rut takeoff to ehmica:e poss.a. The MArX '!A. 7be ac. 7be ~ TA.5 OX.. model to level t::te fuel load 1n the left and raght auxiliary 2:lks.Dg.xilia. unprove the !uel !low !:om these tanks.

1-1 SECTIO)l vn FUEL DUWP OPERA':'IO'!'J ~onn..maia.keofi.IDpty.g exists unless fuel is dw:nped about three seconds late: because i t ta. The drop tanks can be dropped at any tinle however (if a~ rspeed The fuel damp sys:.rized.re used.ally tllwninat.re observed.ally the drop tanks a:e dropped only a. turn the indicator light s~tch OFF.O:h OFF ~ tbt the indicator hgh: switch i s ON. 7-5/7 -6 .ks icdividu.fter :hey a:e e.m!»er) llghu illum iaate.l release occurs fuel re..i.e= is appL ed to the a.. Sec t j. in.es are :.a.y stay oa until aboruy alter ta. Drop tank fuel will th~ feed automatically. NOn The drop tank low pressure hgbts wlll aonn.e and ma. the le!t and right drop ta.Jne for the motor- perly reset. the drop tank ~el should be checked be!o=e po. driven release book to move the necessary distance.ircraft to oe a. A:F (C) .:ld the counter is pro.n.. Also. DROP TANKS Wben drop tanks a.nk pressure c Lrcut t breakers should be pu&hed.kea to the standpipes a.ed and builds u p sufiic ieac pressure in the t:aoks..a. wbea the engine is s:ar:.em may be used to dw:np and a ltitude lim i tati ons a. A!:tu.ally. and the RELEASE Cor ~ti&l dumps smce no indication of switch to RELEASE.ons II and ::::!) by placiq the ~ switch The system should not nonnally be used to :he ARM position.ssn:ed :hat the ARM and RELEASE nvitth. NOTE Dw:np swiu:hes must be closed before the fuel tanks can be pres- su. about that l eag:h of ti. When both drop taDks empty (gree!l) and both low pressure (a. see each of the four wing ta.

ake it dlli!cult to quickly reduce airsp~ed unless full wing flaps are u•e:d.....••• • •• • • • • · • • • 9-1 INSTRUMENT FUGHT PROCEDURES •••.'IID DESERT PROCEDURES ••. AF (C)-1 .g and se ning s of C ighe attention to fbght mstrument im!ica tioos. make a U cba.rigariona l equi:unent aboard.e the normal pre - under VFR conditions. .. At high altitude.• 9-7 LANDING OX ICY Rffi\"WAYS ••..i7RUMENT F!:.tunc tionin.hly and kee-p the air- plane properly tri..••.•••. clarity... rate of approxil:nat.•••• ••• 9-1 ICE &""in RAIN .cd :::equi:es consc:act p :rope:.•••...•.than those li~d in at speeds e. . .~ Th~ERSTORMS ..nlt will be a cedures tllac diffe:.. instru:J:l...l:nended airspeeds be adhered to on the final part of an instrun:tent l anding approach....•...xceecllng those ::-eco. However..••••.• 9-7 INTRODUCTION ~ept where soDle :-epetitio~ is necessary NOn !or e:mphasis. and any elect:onic For best results. jet airplanes.••••...mer:ded Section n are :-equi:red.••.•. .••. may re.. An approach !llo taxi cheek• othe:. 9-1 .on n.. and powe:.s~ooc... a 300 ba.... b ecause the low drag charac~eristics ..-wnent approaches are Z-needle wid!&. • ••.Lrn per second.• 9-7 BO:' WEATHER A.. 9-6 NIGHT FLYlNG ••. radios.. .••.•••.ents .•••.port:a:n that recOI::l.. TAXI It is e•pecially im.Wt in overshooting.. T-... COlDplet.E~CE A. ':'urns dll..m...••.••••• • •••• • • • • • • · • 9-6 COLD WEATHER OPERA TIO-• •••.. bank.••. or continuity of thought...!"ing standard inst.••.ely 1-1/Z deg:-ees of a.... and made at the rate of 3 degrees of tnru per second ..••.••• ••• .must be placed on the control presstl.cges in pitch.L-us should no: exceed 30 degrees of bank..IGHT PROCE:>URES PREFLIGHT This airplane has the same stability and flight handling charac~r istics duric..1 TABLE OF CONTENTS PAGE INTRODUCTION •. i~ is sensitive co changes o! Particular a ttention .••.frotn or a:e in addition l -needle width ·a u-n :and tnade at a to the nonnal ope:-acing inst::uctions.•.aure a successful flight u:nde= inattu- insttu~nent Cight conditioas as when flown Dlent conditions....!"eS a..m..•••.••••.••..g To en... ••••.. 9-4 TURBU'"-.......•••••..tned . •• •. na.. Dr.••. this section contains ouly those pro.m. .•• •. like u::ost flight inspection as given in Se"Cd...

ed l.Dg exists. under riau.al m.. below m. Z. 000 feet.me a. except aircraft m.lt:nudea • C rui•lng flight 1. but not lower than liated i.ls ing a.al cumulus cloud in tropical :region.he runway.l- cated airspeed.a.iae .ilnb a ttitude and proride a better atti ~de iodtcator presentation.~ INJTT..- tude .IMB HOLDING 1.t:nD:Xlent coDd.a& speed i s lZ.a positive ::-a~e of c hmb s hould Bank angl es of more tb. STEEP TURNS tiore climb i s establi shed by refe::-ence to the ore::-ucal speed indieato::.rely wlll a maximum altitude night in the U-2 be col!duct:ed UDder other than INSTRUMEN'I ':'AKEOFF A.re not con.flight The takeoff roll ts the sa. note fuel quantity for computation of pattern and threabol d apeeda. TYPICAL JET PENETRATION PROCEDURES For a typical Jet Penetration procedure.n 30 degyeea m be m.l.aintaJ.ax:i - reference to run"W&y d urtng takeoff roll. Prior to begi nni ng penetra- tion. Re tarn craft YiauaUy on :.D no more than 90 pe :rcent RPM.ltiou. C heck cm::npasa heading agat nst known runway h eading. 000 feet or m iniature a trcra!: o! the a ttitude indicator when clear of clouda.O knots... le.penetta. or u soon after aa poaa lble when a A c comph ab the Before Takeoff Cbeclt LS low ceili.l coudltiou.aintain 160 knots for clUnb until climb schedule requires a reduc tion of lnd. This will result Hol dJ. see figure 9-1.. Retract landing gear as soon •• air - cr1ft is definitely a i rborne and a poai .-o tb&t only an occaalon. Shift gun coutrol to OUST posi tion pri or to entering c l oud formations.. should be flown m GUS"T configuration.s will reach the U -2 c :ru. Ezperience baa CI.anen~r in i.AL viauat fiight condltioua.al VFR takeoff.don is ex- pected. m.aintained d u r ing gear retraction. Below 40.n an emeraeucy. M.te ly interpret.me as a nor.s cru. Deacent under m.t col¥ll tiona and should only be u....a.SECTIO~ IX AF (C)-1 -1 BEFORE TAKEOFF 3 . 9-Z .and alt:. in a reduced cl..-el with the 90 -degrees index ~ka on the indic atOr ease.IMB abo.ition. After alignmg the air.. 2 .ined in Section n.a la perfon:ned as outl. the 0-Z a. The attitude indicator presentation with DESCENT f ull power and 160 knots lAS is difflcult to ~ccura.at:nm::len. 1000 feet abo. '!'urn on the DlSTRUYE~"'T CRUISE FLlCiBT pitot heat i£ a weathe:.n. adjust the to F AIRED position at 40.sidered a norm. Maintain a ircraft a ligmnent by ri5Wll UDder ioJt:ruJ:nen~ coDd.D Section n. rnwn altitude is the aa.-e the te rraln. INSTRUMENT C. Ra.

108 Cl ) ~ ADC IlC"CA!.1 SECTIO!'l IX TYPICAL JET PENETRATION OYEll T:X r= SP'E:E:D &&AU 00": POYJ:a.PPtOACH ALTI'TUDE GL\.SSA.LAP~ a.0 IDtOTS Gl:$7 POISJ .I.EToa. .OY TO -nDTSSIOLD • 1e ICMOTS r:::u.. PElCE TtA UC8 .tST IJESCE!C) ~o ace AL1'1Ttr:JE OR YF'& Figure 9-1 9-3 ..ADOYM • I cJ) OC't"&CJimC) O£SCDII) e»a HAJJ or COT".E ~ CHIXX1.U.nTC"!JE tO& AS ~USB!tl?! ' I STAn<* P A. AF (C)-1 .A.C:£ Sl. ~u.A.. SPEED • 1.

It i s possible for heavy rain co cause cm:npeusation probe (not used by the in"Correct airspeed readings.l:neoul.. MISSED APPROACH PROCEDU RE Engine icing can be experienced but appa- rently r equires such precise couditiona When necessary to execute a znt.RP. Execu. however.s a. ice lll1Y have fonned A b&uk of lO degrees is :-econ:u:nended in and r em. The thro~. ICE A...ral GUST position. Extrezne cood.re encou.M).) thr"Ough engine icing conditions. Ice c:&n build up on the inlet guide vanes of the engi ne wnen the l.ne i.SECTION IX AF (C)-1-1 Initial Penetration Altimde ICING Over the fix for an in. The &"re&test concern when operating in the gear h down and the au-: control is ic i cing conditions in the 0 .y be iced and the EWER fuel flow achedule will not be cm:npell8a.s could c.s quite uncommon.te:d for altitude. happens.s tn a non:nal penetration.y Yia ible znoiatu. Raise !laps before reaching 130 knots.r ily rain g ives no appreciable engine rougbnesa is thought to be due trouble in. encountered in.ch fr01n an mstrw:nent letdown. as pra.ssed that it l. speed b:akes extended ami airspeed mission.uae a fla. If fog ia pre- approa. Pene tratiou Turn If icing condi tiona a. c.nea 3 .re. Add power as required (80 -90'.in1b o:r descent phases of a idle. .re is held to 160 knot.a. li the EPR inlet probe ia iced.rn) ma. Before a. NORM syate. to icing.l b aaucta. The £MER •ynezn a lthnde b ility. &fter flying GROtn\D CONTROLLED APPROACH (GCA. If this 300 should not be exceeded. and eugine opera tion indicates that icing has occurred.'ID RAIN NOTE Do not switch to EMER fuel system if Ordin&. find the beat power aetting and land aa soon For & typica! GCA p rocedure. the defroster should be set and the pil:ot heat turned on.le i s retarded to icing in cl. a irpla. conditions exiat under which jet eugiue icing can occur 1..uaing l o•s o! thrust and roughneaa.ained on the ra:m air scoops o! the the penetration mru. see f!gure 9 . the fuel tow level Ug. without wing icing. either climb or deacen:.ht may ccune ou during d es cezn and the pilot should pro- ceed according to instructions in Section m. a bank o! wing tank auction relief valve•.n:tered du:ring any part of the flight.tion.s flown through areas where icing couditions prevail~ Icing a! the guide va. affects the flow of air.:e missed approach. the gage will indicate e r Toneous values and the EGT gage should be used for continuing the flight.st:rwnent penetta. proceed &a follows: &Dlbi eut teznper&1D. or sent or the dew point is wit:hiu 4:°C of the GCA.ctie&ble.n.itiou.l. !light other thaD to restrict visi . If.

QI5I. I I fl I ------.a DOlrlC SPEED :auxy:s .C1.&El)OCE TO 7>-lS'ft ~ BaAJCES -LXzm r tAPS .PS.si:D APP1<».J:>----.'-"-------- ( S) GC.Cl:: Ahb POW'U TO ui &.05E SPEC) 3.& Alm Al1SJI'EEl) AT BASE 1. --. i t \.'t1'TCl:.n:rum: .<: ' .U.O'P (~ cn::Da) SPE:E0 88 A 1!:1:5 llPW ..E Figw:e 9-l 9-5 .saD!.USE FLAPS U":'&ACT SPEr!) !l&AKE$ ca:cvn: iCSSEl) AP?&OACB P10CXDC'&.El) GO AAocnm f w:s.EM TLA.u. ------(-c. I : I I I I I : I I I I I I I I I I I I / '.AS aEQtiD. ----.-----.1-1 SEC TION IX GCA PAmRN (1) DOWSWC!W UX..l"R'Rr.APPa.LT!'TtJ'D£ £XXCUTI:~ 7 SYART CL!DE PAn1 POWZ:& . .s TO 1.A Jomf A.ox n. AF (C) .EG .D • lO G£A.

al difficulties.na slush and ice. conditioJU and afford pilot ccmrlort. all snow or ice covered c:a.nless absolutely n.rect1onal control until cOining to a complete s-:op. if runway difficulties are on the ground. oil.al perfor- mance of the aircraft.at be The cL"""&g chute should not be u.ay resalt in a.e for pe:-fo:-m. Any ove:-controlllng or allowing air- certain prec&nt:tonary procedures should craft to veer m.cd~ should be ava!labl e for appllear. tailwheel in m.mage t:o the aircraft dari..on 011 the runway when J.ks. This mel~d snow must be reznoved to msu:::-e maltes it easier :o hold the wings level and necessary traction.s virtually identical whh norm. ekid J:D. CAUTION pared !or flight prior to towing from M!lger to the starn. due to the decrease in effectiveness o! the hydraulic and au lea.s for a dry runway. relatively b. The crosswind co. AF (C)-1-1 SECTION IX COLD WEATHER OPERATION WARNING Cold weather operation of the U-Z does not present abnonn.andinga on slippery runways under adverse crosswinds exist.ance of the U-Z in cold weather at about !tO knota.at be exercised to avoid . Non.&terial.1 . Takeoff :oll is shorter and initial rate of clb:nb greater. It ia very important to touch down in perfect alignment with the runway a..lly pre. 9. U it is u.mponent T.s eel.ance of all required wU:h crosswind co1Xlitions on an icy checks. runway u. The aircraft i s nor:ma. the wheels.re mu.m.cd free o! ruts. Fresh or length permits. Station t:U:ne . is generally su:z:ular to the ecor.ng area.in di. such a.n out of be e1nployed to provide safe operational control sltde.chdowu 011 ac lCe or snow covered runway are the s&.ainta.eceseary.mu. ralse the win& flaps.he U -Z should be hangared during cold acceptable to the U-Z aircraft is reduced weather operano11s ':0 tninil:ni%e fuel.s sa. however.lah crosiS'Wind couditions ehould be aYOided."''D DESER':' PROCEDURES LA!'IDIXG O~ICY R~AYS Rot weather and deserl: operation i.tiding areas muat be level a.ope:-adug .aintaLning direc'tiotml control All aircraft grou. The m.ajortty of cold weathe:. HOT WEA ':"HER A.nd to m.sed &c!equ.ud checks are as listed in Section n.b:m:nediately a!ter touchdown.Jne a. When brakes are ased~ ground operation. it should be jetz:ieoned The perlorm.u. To prevenl: possible also prevenw damage to the flaps from strw:tnral da.al operation wim these exce?tions: The procedures and techniques used !or approach and coc.

It b l owing dust on groll. craft.xcessave loads on the aircr&ft if the..l. to prevent overheating. 1 t is recoDDnended that air- coudt tioning be p iped into the cockpit..deace temperature condition. when exposed to the heat.Z.. Turn on the faD to circulate air in DESCENT the cockpit.ntered. Be prepared fo:. Hot weather bs no critic&l eUect on normal c ruiae. do no: a marked increase :. E%pec:t turbulence at STARTING THE E. e. bs been m. Care must be exercised in any con. The gust control sb.thenn. Tbe p ilot ahould exert h. The g:-ound a •rcoaditioaiag shoa: d be :he l aat duag removed before closu::.n the takeoff roll in atart the engine u.ori! a more thorough checlt bo! weather as compared to cold wea:her..lu. Bra. not aorm.uld tact with the canopy as plexigl as i s d:arnaged be placed in the GUST position to pre•eat easily ic hot weather.'""ntal turbulence is eucoo.Dd persolUlel and ia recmnmended that an ai:r conditioned equipJDent. will be followed ..h) over the cockpit should be removed. ahield the pilot from the aun..g the canopy. A!ter the p ilot is BEFORE TAKEOFF tn the aircra!t.~ AFTER.ade and sand is :-e. roST PRIOR TO STARTING E.rbnleoce aher takeoff.IMB Excessive dust acct!mulauoa on iaat:rum:eut dtals and blown sand on DlOvable flight c:on- t:roh dials and swi tches must be cleaned After takeoff~ the normal climb schedule awa)·. TAKEOFF EXTElllOR INSPECTION The U-Z will take ofi quickly under any Intake ducu should be inspected for eV1.a& i• from :he pomt o! p:ebreatlung to the air. "GINE CRUISE The external sun shield (bowca.ally a problem in the U .SECTIO!Il IX M" (C)-1-1 PILOT COWFOllT TAXI Pilot conllort prior to takeoff and at low Taxi careiully whh low power to prevent altitudes ia a necessary consideration. 9-8 . Nonnal starting procedures are used in bot weather.JDOved...l Ql. ON EN'I'ERING THE AIRPLA..ug should be kept at a vehicle be employed to transport a pilot minimum. although brake overheati. although there is of sand. '!'AKEOFF .CI.a.~D:E lower altitudes.iJ:nself as little aa possible. Deac:ent is nonna. I! excess ive sand is fOWld. and/ OT a protective sun shade be installed to Normal procedure 1.a used.

AF (C)-1-1 SEcnos IX Use a normal landing technique.mulation.use the aircraft to wallow on approach.ndtng co prevent possib:e dust accu. AFTER LANDDiG Bot weather operation requires the pilot to be caunous of gusts and wind shifts ou the ground. Ground roU is slightly longer than nonn.l. but expect the therm. POST FLIGHT All duces and openings should be covered soon after la.als to ca.n. 9-9 9-10 . Avotd stee? angles of bank u then:nal turbulence could suddenly increase the angle of ba.al.k to a daiJgerous degree. ENGINE SHUTDOW!i Engine shutdown is nonna.

1/A-Z . • • .. ••••. . AZ . :rA. . • • • • • • • . .Il4B • • • • ... • Al.RMA. .~ TE CR.. • • • • • • . • • • . • • • • • AS . • • .T • . .CI. • . • • ...S"l'ALL SPEEDS • • • . • . • • • • . • .. • . • . . • • . . • .. • . . A4-l 5 . • • .Cl. .l Z . • • . D..SE . LA. • • • .1 3 . . • . • . • • . • •. • . • • .!\>])ING ••••••••••••••••••••••••••• AB. .-. . ALTER.INTRODUC TIO~ Al .KEOFF • . . •.1 9 . AF (C) -1-1 Appendix l APPENDIX 1 PERFORMANCE DATA TABLE OF CONTEN":"S PART PAGE 1 . . A 6 -I 1 . MAX:I. .MCM ENDUAA. • • • A9 .L CROlSE ••. • • . . • .ESCE:.1 o . • • . • • • • • .CE . "O. . • • • . . • • • A 7 -1 8 .• •.! A.l 4 . • • . . • • .

ation is given oa air- The D1echa.Clut:sxde Air Temperature Relationships •••..the inst:ru.cces pe=mit instruJnent mended speed schedule and proba.••.•...••. .. Al .. lf an airspeed indicato:.ecba::ucal er::-o..••.• Al-3 Performance Da:a Basis .tiran the recom. spec ification tole::-a.ds slow by Z-3 knots. •.••..••. ..rge e~ors or an unu.•.. o • • • • • • • • • • • • • o • • • • • • • • • • • • • • • • Al-3 Cba-rts Page AirspeedPosinouErro. !lovro at a!tltudes which have been corrected cator and altimeter a:re er. It is reco:m. AF (C)-1-1 Appendix I Part 1 .•• Al-3 Fuel and F uel Density .Mach buffet.••. Gener-al information for the p ilot i s provided in this section.•. .••..ste:. Any t:Une the encoWlte:.1Z'e Correction ••.ons applied so that the proper corrected airspeeds are !'he ..•••• o • • • • • • • • • • • • • • • • • • • • • • • • • o • • • • • o • • • o • • • Al-Z Cluts ide Air Te121peran.••.. ..•.~ ALTITUDE COB. .REC-:'I0.•.•.m.. •.por:ant !or instrument mechanical error. The saxne s ituation airplane cruise altitude does oot appear m Al-l . •••....Introduction PART 1 . .•••. Al-5 TAS ..•••.ness 1 should be replaced. . and true air- cator can be checked by referri:lg ro ~e SPeed variauon wtth altitude and tempe::-ature....snal cunou:nt of 1 sticJc....rs in the airspeed indi. and for this :reason actually be flying fa. AIRSPEED A.:-5 Altimete= error sh.....••.~ er:-ors as great as 1500 ieet..D1eeded that the correc1:ion be applied so that the proper cruise airspeeds are a sed. •• o o o o • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • Al-Z True Airspeed ••••••. .••. .nica~ Instrument Error •••. .•... o • • • • • o • • • • • • • • • • • • • • • • • • • • • o . A l-Z Standard Teznperature v s Attitude ..•. ..• . indicators ~th !a.. .nical error in the airs~ed indi - soeed and aln·b lde correcnons.•. • .••...Altitude .. . .••.Oly wi..•.•• .. • •. . •• ...ete r reads loY by an apprec iabl e aznounL Therefore. • •• .•. . .. 000 feet the altimeter is operating Jnccb cruise at altitnde..r Correcuou ················· · ·· ••o · •· ··· · · · Al-4 Altilnea=r Position Error Correction .ould also be checked by Mechanical Insttuznent E::-::-or referring to the co::-rection card fo::. closer to the desigu limit of the mechanis-m rea.:reJDely i. the airplane will than at lower altitudes..INTRODUCTION Subject Page A i rspeed and Altitude Corrections · o • • • • o • • • • • • • • o • • • • • • • • o • • o • • o • • • • • • • Al-l Mecba..• o • • • • • • • • • • • • • • • • • • • o • • • • • • • • • • Al-l In.. Al-6 Ou. correction card for :he instrtanen-:.••..rnen: and :he cor::-ecti..... A bove becau•e of the 512lall buffet margin duricg 60..•. In!onn..7 INTRODUCT!O~ wiU probably occur if the a ! t im.m.•.•...• .. o ..tside Air Te:mperature Cor~ec tions •..stallation Errors •. .

alF:-anz - one knot ·.n:ude .3 applies only when flying at the ment e:-ror should be rechecked.rspeed co:-rectton is !ess ~n an unproved moch.all.. However. still c:uise cor:.:. gust co:::!:ro! faireQ. !igure Al-4 can.elo.4 may be used to correct the observed ten:l - oerature readings to true outside air tem - 'rhe correction to a i rspeed anc a ltia:de perature. For this &i:'plane.RECTION There is an a irplane angle of attack and Knowledge oi the outside air t.ance and for obtaining ttue a.a.. With no au·!low through the probe.al purposea.all loss in accuracy.l . F igu-re Al .3 can be used to obtal.osttton e-:ro-:s.nd should not be used at other a. Boweve:-.fiected by oa.:e recovery. i! the air - ciete!"Dlinic. an At sea leve • wi:h stancb:d ~y presau.ty :"atio ( 4 1 Z). the instru- F igure Al . true a tr speed i s equal to calibrated airspeed. OUTSIDE AIR ':"EMPERA TURE Installation Erro:s CO. For tlle l aociicg co~go­ rure recovery.aviga:ion. ai!ected by radiated heat or direct SUJ:l- light as long as air is moving through the probe.. speed ts merely one or two knots o££ the dule shown ~c SectiOD fi.a the gust post non the :-e i s no peratu. 9Z inches be obtained. 7he syste:m installed i s ration..R. Figure Al-4 applies only when -readings for this e!fect are shoW!l ~figures Al .l ~ A l -Z.100 j(nots !AS. Appendix 1 AF (C} .de will also be a. A.:-p!. but has bee:: accounted for in given in Sec:t.-a:ion. the Lrspeed correction i s oDl:r abou~ O':le knot or less and the altitude c o -r-rection £s The corrections shown in the cha.enlpe:ature wing flap eilect on the static pressure sou. the a . teinperatu... standard cl.ll ttue airspeed directly from the observed temperamre :eadings.:.!ication of a sped.f. be used wi:h only a am. This S)~tenl is un- correcnon.gu.ts~de ai: airspeeds .re and a i :-pl&ne g:-oss weight. -root of the at:mospher!c deDS.ne is on the g:oun:d . .Unb speed schedule given in 1t mtUt be remembered that the c:uise alti- Section n a.1-1 Part 1 .re e:-roceous telnperature reading will and tempe:-ature conditions of Z9 .Z . Wnn the gust Howland probe which has lOO~ total tenl - control .irsoeed and ahtmete-r readings. !or n.. 'rhese a:-e ccm:monly known as tnstallatio!l or . the erro-r flying at the standard climb speed schedule is small. ln the DO:-ma! standard schedule.Introductton be correct fo-r the fuel on boa-rd. about 100 to !50 fee~ only to a sy s tezn wt th 1 OO'f.re .rce i s valuable for evaluating a i rplane and engine wiuch introduces small errors in the a i rspeed oerform.g tile op~um c lU:nb speec sche . Airplanes are equipped Wlth a sysUJD !or measuring oatstde air te:Inperan. total teJ:n?e ra - at crwse a . TRUE AIRSPEED NOn True a i rspeed ('!'AS) is obtained by dividing Do not use the temperature indication equival ent a i rspeed (V T4' I Z) by the sq-.S°C.are when the a. Figu:e Al ..:t apply corresponding!y sn:. of mercury and .on n.

re of 1S°C. The standard fuel weight is 6.3 .s 4 a. 000 feet and at higher a l titudes the teD:Xp"eratu.n. this patt.al condi tions. Usually the reg ion of coldest temperatures is !. The standard day va:ia.nce charts are based ou flight data rather than cal culations. 100 pound inc:e:u:enta1 change in zero fuel tion of outside air t.nd 5 o! Appendix 1.nce i s d i scu s - sed in Part.. 4 minutes for ea.Int=oductioo STA. Changed 6 November 1967 Al .~ARD TEMPERATURE VS Range changes approxim. 58 pow:r. for a given totalizer reading. How- ever.da per gallon a.ro:m SO.u increase in fuel volum.t- iq of tile fuel resulu in a.:ed by the totalizer.dard outs ide air tem- perature ou cruise per!orma. auie is not alwa.e increased approximately z. Data should be use"Ci for mission planni ng purposes only for aircraft at or nea: the zero fue l weights !or which the curves were made.iles for each 100 pound incremental change in %ero fuel we igh~.s in the case of the U-2 airplane.. 4 m.t a.p heat the fuel.cb 100 pounds decrease in zero fuel weight and decreased 2 . based on an NASA standard day unless chAnges ap?roxil:na.ya representative of a.ea.su.as m. weigh~. the fue l -oil heat exchanger and engine - driven fuel pam. AF (C)-1-1 Appendi x I Par: 1 .. 000 to 60. The flight t tme will :.emp~rature with alti. This hea.e of about 3f.tel y 100 feet for each specifica.ctu.itlut:ea for each increase in zero fuel weight. te:mperatu. a.re i ncreases about 5°C to 15°C. The effect of tlonsta. However.Uy s1a~ed. The perlonna.e r-n will vary in cilHe rent parts of the world and sbould not b e inte::-preted as being a uni versiLl te.nce shown in this book is not Altitude. FUEL AND FUEL DENSITY All of the data are based on tests "lll'ith JPTS fuel correspo:nd.mpe:raaare variation.ing to MIL-F-25524A.ately 16 tlautical ALTITUDE m. PERFORMANCE DATA BASIS The perlon:na.

=-.-t "-. r:-~---- ·-:-:-·~:::-=.. - .·-.:t:::-::=~ ---....____ .. ..__ _. .: - ~li .:. !:-=..1 Part 1 . zoo ---r--· --- ·. 160 i--::=::1 :-· · . -= .: . ' :Y: ·:-... ~..···~..add CORRECTIO~ ..~. • t.KNOTS CAS = lAS .:.... -. ----:.• ·--. ._~ Eol ta:3 .---t-· -= (I) -~ •I ··--= ~GUST CO.. ...-:.·. -.:-:-=.-\.flVt CAS = Ca.: ---~ :=- z ~ -=--:-:.• ..·::: :==t=· --~ ::. -~ . ..·: ~....::_ . f..:::.~Vl ..:.:_.10 TlO T20 c reads hig. -J: .:..-====.: :t-·.. 120 ~ . I .stib':ra. --.. .. +-. :t. ------ foe 0 ~ GEAR UP : --... ..-. ! · =~ ~a-:.· I -~ -- -. r::::::. -=-:..... .::. -· --~-- .-=!::: ~' 0 .Ai:speed corrected !or but:ru:me.: ··-"------. --=~ J: . ...:t ·. •.l . ... ._ - P.:.·.:= ...::.__j::m.3..::. -.:::i...- .·--_j_.· ~~~--:=-· · •· · · ·-=--= . : --' :::=::· - ..:=::--·- ~- ..:- -- .:1 . .1 .:::J · -- 0 ::::::L . ...:~ ~ t - 0 z 40 ~:..:..libra:ted airspe-e d = ...:-. ..h .-·--.-~~.::::-...:. . - - Q) . .:.-:-.l ._.:!. 1=""- +:-. ·-:-RO:..--=t -· ~· . .lnt:roducdon AIRSPEED POSITION ERROR CORRECTION Zero correcrlo~ with gust control ON. ::c:=. ..: .nt and position e::-ror • .- ~ --=:.:.-· :.7:!.. J ·~--=r::: ~- .·:::-:- ..:::-:t~-:-. FA!RED --...:.:~~=--~=:-= < 80 - 0 ~~. -o ~G FLAPS t-· .":-~ .--- < ---.: < ·..:.=: :_ -..:AS = Airspe-ec co::rected fo-r instrument er-ror.. ::..::::1-.-:-.20 ...:--::-:::1:: :.=:.-._.-:: ==i--- - U) c:::: G EAR DOWN . .:s=-.____ 0 .:--:.Append1x I AF (C).::. --:1: t '· ...::--::-::.. • :t::· t-c -.:::- .... .-=--::... .:. .. ·.. J .. 1.Ct reads l ow . -- • .:::=.· :·_. ::. Figure A l-l A l-f .-..

_:·· . ....: 160 .'·=·:_--- :\!~- ..• •• .:~ "'· -.-·. --::...: --::::z. Therefore....FEET Elample: At a...--~~-....~.~-......• .:::::: - - -· ~: . Figure Al-Z Al-5 .r:....._o.. -.• 1::::.:.::..--1 .=·_..:-.. ·:·:· ·:. -.••--1< :-- .~ ~~~=:t:~ . . ~ . •..:... __ .. ~ . ~ . --·--··t::··· __ >+:::t:... --· -.-. .~.c:..-· i:::-.t.... • '....::t:::x=:: ·- ..t:. -----·-~·.. .r..•• .::::t ·-:::=:.=~-... -:~ ..... _:_ -.. : __ .:-~. ---:r ~~ ~:J:--:---· ~..... .=::: -.-:~:· ··:... --. . • • 0 -~. ...:. . ... -:-::_:__· .. --. •.=._..• .subtza ct. --~-:: .•.. -..-_. ....-. _.d:X I Pa:t 1 ....:::--- f:... . 000 feet. . _... . 050 feet . --- .•.::.. the corrected reading is f 60... . -~::= --- 40 --::- ----=-.. -~.- ~6~- ·.50) = 60. ..- t::::= . ••t: . ::: • ·::: .:..:: ~--·... ~~ •.-.- ~ ~'\..·· o · · .--...~ zoo ..add AL-:ni.P•a.n indicat~ airspeed o! lJO knots and obse-:-ved altimet.· t ..._... --- -.--1-•-- -. ~ :.E7ER CORRECT:O..e:r reading of 60... "' . -- Z40 --1--'·• .' ~-..::·: :-. • l l-..zoo 0 .= GGS7 CO~TROL F AIRE:>:::::: ..:+· ·-- -- .1::-- - -=t::: ....... ..::: < ~t~ ~ -. \\s~ r=. .-..· ~-:-t:!::::-·... ----. :. AF (C) -1-1 Apper... Ul > :--e •..-=·-: -.~~ ~=-~. -:: ~=.... ... ..- :q~r:.. o -: ..----::c::~ -:--:r:-:-' ---·::= ~lot\· --=..~·- :=.r . •• .___.. --.&: ..<\ ~---. ·•-· -.·==--~: • . ~-.. "-. :reads low .:___ .f ..'::::: ~-- .-. .::::-::· • . -.J-•t-• 1:::: r:::::-::~~=: r:=::::. .. -· . • .. p. 000 .' .=.. .·--··- .!\..:.-·:::t·..:......=::=r=t:-. the correction i s +50 !eet..__:. -..:_r:--..... --- .. _____ ...::r·-. .-- 'i. GEAR UP ::::::J:::-· • ..~~'..:. ==:i : o o ·· o :--. -.. zoo T-WO re~ds high ..::. ...::: . --: .:... . .-...l ·:t:- 1 r:-::...--~= ( I) -s -__-_-- . -:.• ~-- -· . . . •. .·A. _-:. :==::r.:::-:. -~- ....-~ _:r=:: .::t::·:. I~ ..·?'? -5' -t::. ---·-······-. -··::::t::~ 0 -400 .... ·:r:. ~ e ..:_ .---.- ··--:..'0.Introduction ALTIMETER POSIT ION ERROR CORRECTION NOTE': Zero correction with gust control 0.. .----~----... ·-~ .: ~~- . ..::· - - .:::= ···:::-- =.::~-- 0 :· .. _•.-=-· .ii - > ·o o o .. -.-=~ --- -:::o!o~o -. --·· :..._- . :. . .:--. ·'":-.. ---·..:..::: ..

OE •DSPEED. 360 TK.ALTITUDE ..--~~ Q.Appendix I Part 1 .• § . -::'his chart appticable only if OA. A irspeed ?er stancia:-d speed schedule.. -.u-es 100. Z.Introduction TAS . total tempe- r!se . .OOTSIDE AIR TEMPERAT\JRE RELATIONSHIPS J. T probe mea- s. ~~~~~--~--~~-----------.IQfOTS F igu:e A1-3 A 1 -6 .:k .

lZ.X=' >..nda ::-d speed schedule. ~~ _:ir. OA'. Fo:..W).= -30 corre. OAT -°C~ z. =:: ~ ·~ •..24 .l OUTSIDE AI R TEMPERATIJRE CORRECTIO S 8( !'\OTES: = Airspeed per s ta. . therefo::-e the co:rec:ed OAT is (-. an additional .ust be applied.20° OBS.-54°C : = .ction of 1 degree =I=' :-4u JD. = == 0 This cba=t is applicab!e == 0 0 only if OAT probe m.MPLE: ~ For an observed OA::.ea ..::: s-. :... :oBS......every 3 knots above ~E"' sed schedu!e a!. AF (C) ..==.:-~.:_~ L=' ~ ·~ I -= 1:".of --i0° C ac rlOo~ 4Z. = F" -8 . c=uise ~~·· a!titudes. .. •.::" ·lU '= t:=:E..°C F igure Al-4 Al . 500 ft (ilyic..28 COR.=.1 .f'=. ~§:· su:es IOOC!: total t-empe :-a.. t ~~ i ·~ ~ 20 EX.. •T = the correction i s -14° C. : : · ··=-~ §...REC T:O _' .g s:C speed sccecu!.e) ..~ ~e~ ~ ·.:::::1 ture r i se.::§:-_>" -.A.. . Q !e:: ~ ~ ~J. = . -° C §""-1E :==.7 / Al-8 .:.(-14).:.

.ve shown that distances are not :"educed (a) Engine th-. Both engine thrust and air density are E F F E CT OF WIND AXD RUNWAY SLOPE :reduced as air teznperatuze or a ltitude is increased.TAKEOFF TABLE OF CONTENTS Subject Page Tueoff .•..•.•• A2-l Ef!eet of W:.. effects of wind acd runway slope are o! leas significance than for au·planes The sea level standard day takeoff g-round requi:"ing longer runways. .... • • .. . . •.A2 . . ••...re very short. • ...Takeoff PART l .••.• ..•. . •. • • . .mended that norm. . Dis . A2 . 1 Takeoff Speeds •.. TAKEOFF SPEEDS F igure Al.. ...iteo!f :refusal speed are not s ignificant for this a i rspeeds shown in Section II a :re about 115 airplane. .•. the takeoff d i stance is increased..::n days or ar higher field e l evations. ...•• • • • ••• • • •• • • •. A2. the distances on war..e same with flaps faired or with flaps do~ 15 degrees ... . ••.•••.. .. I rol! distance with a 15l0 -gaUon fuel toad and at throttle scop RPM i s 1300 feet.rtab!es weuch have of s:all speeds with naps !at:ed.f discaeces.. • . .a. • .•. This results in longer takeo£! Because of :he snor~ r.. •••. degrees flaps..ng Flaps •...al ta... ••... .. ••.. AF (C) ..2 TAKEOFF EFFECT O F WING FLAPS Accel eration ts rapid and takeoff distances It i s recom. • • •. .1-l Appendix I Part l .. . Changed 6 November 1967 A2-l .. •.-ust.. (b) Gross weight. ..1 Effect of Wind and Runway Slope •••.• •.••. by using wing flaps t! this stall s peed mar- gin is maintained a: all flap settings .keoffs be a. line speed and made With flaps fa i red. 7ests an eiiect on the takeoff are as follows: ha...re..U speeds..•• . With l5 (c) Ouui de air ceznperatu. • A2-l Chart Page Takeoff Speeds .• • • •• •• •••.. • . .••.. The taj(eoff speeds are about 11 S~ of the s:a.eoi.•••••••. . tances are about th. .•.• • . The norlnal ta.&. Tnereiore. ••...l shows the stall speeds and re_comznended takeoff spe eds with wing flaps faued.. • ... . . (d) Field a!titude.. . The major va.

:t: .: - } 4()0 =·--::~~f:· · · . :.::::: .. := • 0 :....::.':.:~.~.. 1...:. 0 ::: ~ ~::. ..IXS Alll"D AUX · : : .--=--·.:... .:. 20 0 0 :-..:.. · . .. -.L·_...::··· r. = ·r·-:-:::-:::·.:-...._.: - t l) ::l -l l 200 ~ :: .: •. ::: .:::_ ...$1::-~: 1 -:.· --.: -.. · ·.· 0 F:..·i . .£:::=!·· ·: ::.: I ...• · · z·••:...-. ~= .'lOTS Figure A2.·..·.-r- -· · -~L:• 1:·· =. :: I .~ · ·- ..:::: -·--·· · 4 · · - ! :·. 0 r=:::: :::=. ~:-~·.--r~--~ :i1~·:. .•-.. ::~~f: -: ..J...=. ·--=- .t:::. ·:.·.F ~.. z=_ r . -:-....:.. ·. :. =···_:-::..· ·.L_.: ...1 Part Z Takeoff TAKEOff SPEED WITH OR WI'!'HOU':' SL!PPER TANKS I _::·~••.-· ·! i_-. · ·:-~ ~ .··---:·..J:'. ·---. J • i .( ·· -.AP S-A.·-- ·:...'-::·:·:-:--~!.. ·:··:.t ~ • ==· ·::-. ·•· . ..· · -. .. ~. -~·- •.:. •• _.:..:. .-L SP. .•.F ULL W.:.. •.. 1:.:= -.• -· . .K. ~-- =-=-~a:2-F~. • -·- -·. · · r:::-:f.1::·..·§·::·:: ·.. • • • I .····· :-: -:i. •..Jf·~ r ~ l :.:.:.:.:· :-: ..~~~..·. .:_: ..' ...... ...:t·.· •·-t·- -·· • •-' ~ -··-- =·==: ·= • · ~=-. ... ~:._ l·. :_.:...• • • • •• . . :. :..• . ••...~:~•~..-. · ..·.. f • .:.. . .- _-::-:: . """"'! 22 0 . • • • ::::::=-:-.I .....o.:::.!I :"·:: ··-···1E······:......:::..: • • :·..·- I ··••• --:•· ··• • .-_ - ·-:-:-::. :::-·f:: --.Appendix I AF (C ) .J:: ..:+ : j :.!...:1.. ...l AZ -2 ... • :• • .._ ·:. : : :· ·-:-..-~-:s·J. .-~ . . "~ ~::= ··r-~·-:: : = :.·~~~~..·..: ~..·. ••... -~~..:.I -.~~-:-··-_..·.:r·· •. 1.' -..:-=..:. · ~:._..• .. =~. 1 :..·..::c:::.-.:.A.~~···- -.I • · ·=-·=-r--::=-.•.-..F --~-~· :::. =-==......:•• ..:-==~ .- • •.:1 21 -..:~:~·..:.•••• ••••••• ·. to-• ..'l-~ -< 800 0 Th'":>lCA :'E:> A1R SPEED . f ·. • =~=--~ .:.. . ~ -J.-:~_:.. ! • f .- : 1::::. -~-- ~0 1000 1. .:.:...) ..· . ~-- : =-. 0 0 r-:- --.::..: . ..!.:.·:::· ~~- ~-:::: · t· • • -:=~:::::·t . .·::~:.····· • · ...1. ·. • ' · · r. -:.:z.}-~-~~:~ ·-~-~-~~ ~~:~~. ·• · ==... . i· ~ ~ -·--··--··--t ...:~ . ~ .. -:::~ :·· -~ -. 23 ···=:=:t::..:.:::~~= ..-: :-:-:-:::_ :• =::=~ -=r-=-·- • · : ·:-• • •-::.·._ .... --- ·-••- · -=::=·t-·-·=·=- ..::.i~-:~I~I.:..·:-t=: • :~ ... _. • :. • . . ...

un to baae.:. speed . ••.n un.ance when l"equired.ree gallons feet.•.Wi!h Slipper Tanka • • • · • • • • • • • • • • • · • • · · • • • A3 . This excra fuel burned on the g:-ound witt de"Crease the fuel available for F igure A3-3 sbows :he climb performance cruise and. • •.2 show the cHm..l .1: pea. wi...gu:-es A3-l and A3 . The~e ­ to m•ximum range c:uiae a !titwie (for that fo re.'lTS Subject Page Climb •• . This a:lowance assumes tha: the !ormallCe in the !onn o! time. A fifteen gallon fuel al!owance is provided for start. 000 Feet Maximum Raage Crutse Altltnde _ EJnpty Main Tanks .. •• . per minute of fuel is expended during ground id le .m. h is recom:m.b per .••• · · • • • • · · · · • • · • · · · • • · • • · · • · · A3-2 Charts Page Ti.Chmb PART 3 .• • .g ed 6 !'loven::be r 1967 A3.imiting EPR above 60.CLIMB TABLE OF CO!iTE. This u:l!o:-mati on is useful ia case cousm:ned prior to takeoff.B altitude to reo.•• • • • • • • · · • · · • · · • · · • • · • • · • · • • · • • · · · • Climb from 3 S.empt which may requtre a ch. and e ag!. D i stance. takeoff and accelera:ion to cl~b F i. fuel.b to maximum range cruise CUM.L.Dway and the d t stanc:e reqwred to clu:nb f : o:m one a!titude ta. l i dus pro- to any other altitude up to start of cruise cedure is c. 000 Feet to 64.ate. AF ( C) ..• • •. .~ of a m issed reJuehng ac+.keof! is made U:nntedia:ely.ne is s carted on the !'U.. and Fuel to C limb A _ 3 4 Without Slipper Tanka •..empt.aucceaafu refueling be made to minunize :he amount of fuel a n.1-1 Appendix 1 Par t 3 . Cbaa.• • · •• • · • · • • • · • • · • • • • • · • • · · • • · • • · A3-3 Ti. F igures show the ~rfonn.ot !o!lowed and taxiing is climb. D istance .ended that every effort JTO•• weight) after a.••••.ze !he range.a. r:nore chan lS gallons o! fue ! wiU I using 665°EGT/.• · • • · · • • · · · · · · • • · · • • · · · · • • · · • · · A3-l Effect of <lutside Air Temperaru:e .000 be expended. and F uel to Climb With Sltpper Tanks .ate. A?proxU:nately tO.••.•. .

Appendix I AF (C)-1-1 Part 3 . HOwever. C limb perfo::n1ance will vary 011 d:fieren1: day s due to changes il:.dec~ea. Fuel to ceiling .se :wo miles per degree centigrade warmer than staneaxd te:m- peratnre.e:J:::tpe:ratu. Cotd Day 1 . the cruise ceiling is higher .:\.'te<f as follows: Hot Day 1. but less time and fuel are requtred ~o cli.decrease one gallon per: degree centigrade colder than st:a. Crui se ceiling -decrease 160 feet per degree centigrade wa.increase cwo gallous per degree centtg:rade war:rner than standard temperatu:e. 3.inc::-ea.r e . '. Cruise cetling .. !'URE Z..:' OF OUTSIDE AIR TL.Climb EFFEC'. Distance . However.2 . the climb d i stance is also shorter. outside ah tenlpera. the efiects 011 fuel to climb degree cectigrade colder than standard and distance to climb tend to cancel. On a bot day the cruise ceiling i s lower but more time and fuel are required to climb to ceiling.~e= than stan- dard tempe :ratu. t.se one mile per tu:e. F uel to ceiliDg . On a cold day the opposite ef!ects occurs. 3. which com- pensates for ~ decreas ed fuel consu:D1p- l:ion. Ho-wever.:'hese variations !rom standard pe:r - fon:nance can be approxima.re.Inb ro cei:ing..increase 135 feet per degree cen:ig rade colder than stacdard temperature. 2. the clilnb distance is a so greater and this will compensate for the inc :-eased fuel consumption. A3 .nda rd temperature ._MPER. D i stance .

..J 11 It lol - 0 -( 'I ... ....S OlSTANCE · NAUT. (") < ~0 a (") - r- :t co 10 10 lO 30 40 50 0 100 200 \00 0 100 ~00 300 TIME · MINUTJ<~S FUEL USEO· OAl. MI. ..... t §~ 30 I ~ ~ ~ .. I ~ I >4 .... - -t ~ • 50 ~ ~ J!l • ... 0 0 ~ ~ ~"''J ~ ~ 40 (I) o...

Appendix I AF (C) - 1 - 1
PaYt 3 - Cli.Inb

TJME. FUEL AND DISTANCE TO CLIMB

WITHOUT SLIPPER TANKS

ZERO FUEL WEIGHT 14# 100 =
T. 0. GROSS WEIGHT Z2, 771 LB =
T. 0. FUEL= 1320 GA:...

oo

;:; 50 ......::~r-:-..:....:...:~~::r:.::~~-i
w
~
0
0 ~0 ~~~~----~+-~~-i
0

~
Q 30 ~~"'---~---;....-~--f
::.
....f-4f-o
J z o ~~~~~~~~~
<

0 10 zo 30 40 50 0 100 zoo 300 0 100 zoo 300

TIME - MINUTES FUEL USED DISTA.."-'CE
-GALLONS - NAUTICAL W:.ES

Figure A3 - Z

A3-4

AF (C)-1-1 Appendix.!
Part 3 - C:D:nb

CLIMB FROM 35, (XX) FT TO 64, em FT MAXI KIM RANGE CRUISE All

I WITH SLIPPER TANKS I
70
---:§;:; -...::_.::;: -
-== = - s:E-::E.
- ·--~~ ...
60 = ;-F3
I --l- .l
.
so =--~~~
- :-_ :- . ..:.=:;:. -
--::-=- =-=r==E=·=f.:- ±:7 ·:::;::
§ -:-n~ E ---:-_-E:l::: k =Fi."-=". ~. - :;;::;:;T.,;=.£
-!-
::ns -AXC=.. ~
-~- ... t=-:~

Cal
Q

-
:;,
f4 30
.~... =
<
zo

10

0
0 10 20 30 0 100 200 0 100 200

F UEL CSED-GA:.. D:::S':"A~CE-:'iA UT .M L

F igure A3-3

A.J-5/ A3-6

AF (C)-1-1 Appendix I
Pa-rt 4 NorJ:nal C r uise

PAR:' 4 ~OR.MAL CRUlSE

!'ABLE OF CONTE NTS

Subject P age

Normal Cnuse .. ... ... .. ... ..... ............ A4-Z
Ma.xi.Jnw:n Altitude Cruise •••••••• A4 - 3
Level Crwse ••••••• • • • • ••• •• •• • ••• • • • • . A4- 3
Maxi.Jnw:n Range C ruise A4-3
I Al te mate Maximum Range Cruise • • ••••••• A4- 4
Split P rofile Miss ions .......... ...... ...... . A4- 4
E.xte ·rn.a.l T a.nJc.s • • • • • • • • • • • • • • • • • • • • • • • • • A4 - 4
I Aerial Refueling M!ss ious F
Outsi de A i r Tempe:-ature Effects
A4- 5
A4-o
Use of F u el- Time Curve • • •• • ••• A4-7

C harta Page

Maximum A lti:cde C:-t:i se Profile
Wi:.hout Sl ~ ?per :'an.ks . ·- ............ ..... ... ..... .. . A4 - 8
Ma.xunum Altttcde Crwse P=ofile
With Sl..tppe: ~ank.s •• ••••• • •••••••••••••••• • • • ••• •• •• • •• • A4- 9
M;ouomum Altitude Cruise Profile
With Empty SliP?er :'an.ks A4-10
Maxnnum Range Crui se Profil e
W ith Slipper a:n..d Dro p "':"ank.s • •• • • •••• • • •• •• •••• • • ••••••••• A4-ll
Ma.xunwn Range Cruise Prof*U.e
With Slipper Tanka ...... ... .. ..... .... ... .... .... ... ...
·• A4 - lZ
F uel Tot&lu:er vs Ti.Jne, 13ZO Gallons at Takeofi~
Without Slipper Tanks A4 - l3
Range &r: Ti.Jne vs F uel Totalizer, 35,000 F eet Cruue
W ith Slipper "''an.lt.s A4 - 14
Return P :-o!ile a!ter Unsuccessful Refuel Attempt,
W\th Sl!ptJer Tanks A4 - 15
Oxygen Consumption ............................ ........ A4-16
Oxygen Consw:nptt on., Model U - Z-F • •• •• ••• ••••• ••• • ••• • • ••• A4 - 11

C hanged 6 November 1967 A4-l

Appendix ! AF (C}-1-1
Part 4 - ~rmal c~ise

such as:
NORMAL CRUISE
1. Fuel burned on ground prior to takeoff.

Croise i s along a clil:nbing flight path at a Z. Differences in engines.
ver, low rate of clunb. The cruise climb
is very senstnve to ab·speeci anci the scbeci- 3. Dt.fference in a i rplane gross weight.
ale Sbo9"0 in SectlOn ll Shou!.c be used for
best performance. As the wetght decreases 4 . V&riation of outside a i r temperature
a t a given a!t.itucie tilere i s an i nc:-ease in from s ta.nda. rd.
the excess thrust. B y m.;untaining the speed
schedule, uus excess thrust is converted to 5. Variation froDl :..he standard cruise
the proper rate of cli.Jnb. 1! the speed is too a i rspeed schedule.
!ast., Mach nwnbe:- effects and reduced rate
o! cli.znb can decrease the miles per ga!lon.
The g::-ound fue l consum?tion prior to take-
Pe:-!onnance data are presented fo:- maxi- off t s not included tn fue: totalizer versus
mum a l:.tade cruise. le""el o!I crutse a.c.O ::.me curves because it c&n vary 'With d:.ffe-
ma.xunum raage cruise m : ss ions . rent operatiocal procedures . Howeve:-. if
possible. it shou!d be muu.unz.ed because
Alutude versus 7irle cu:ves show.· :he va:ta.- the fue l reserve will be decre&sed for a
t~on .n altitude wi:h time for vari ous m i sston misston o! given duration. For example.
p ro!tles. ':"he noauna.l tota!.zer readt.og !o-:- if ZS gallons o! fuel are burned prior to
each hour after :a.keof! ts also shown on the ta..keo!f. the fuel rese::-ve will be decreased
curve. F or a par:tcular c=-utse cltmb t)•pe by about ZO gallons for an 8-bour :mission
m t sston (e.the:- maxU::u:m alo::tude or maxl- under standard conditions. ':'be range
mwn range) a g t,•en standarci day a!tt:ude i s would be u.c.changed. However. t! the nusston
a l·'r."·s reached at :he same gross weight requiretnents specify a g~ven landing reserve.
( zero fue: we.gh: plos fuel). How~ver, then range mus: be sacrificed if the ground
d i.fferences m feel loac ings aod or zero !ue: fuel consw:nption :s high. For a tniss ion
wesghu wo. U result :n arr~vtng at a g iven with full internal fuel &nd a specified 50 -
a lucude wttb different a.xr.ounts of fuel or a t gallon landing reserve, ZS gallons burned
a d:...Uerent elapsed tilDe a.!ter takeoff. on the ground can reduce the range about
75 miles.

Variattons i n ou:sH!e a t r temperao:ure wt!l :'he standard fuel -tiJ:ne curves are based
affect Ute a !tlcude and !ue'!. readtngs versus on crui sing a: !he a ltitudes shown. If tile
:i me as d1scusseci ..:.nder OGTs::DE A:.R cruise attitude is low the fuel consm:npd.oc
'TEMPERA':"UR.E EFFEC-:'S. The curves <rill be mcreased. This can be c a csed by
llli:.ude tile fue ! used •n c i.Dlb.cg to a ltimde . temperatn:es :hat are honer than s::andard.
!':o a lloW&nce i s made for the appa:-ent u:nproper c:nase S;>eeds or heavy atrpla.ne
LDC rease tn fuel capac i ty d u e to "Jn.anu!actured" gross weight. If the cause is entirely due
fuel. to temperature there is a negligible effect
on range because the increased true air -
!! addutonal tune due to ''manu!acmred" speed compensate• for the higher fue! con-
fuel were shown, :.he ume would be tnc:reased sumption. However. hea,;-y au-plane g":"os•
by about 15 to ZO minutes maxunt:.m. These weight or improper cruise speeds can cause
curves can be used du: ing fl.gbt to keep a a !oss i n range. The c~ ~ se clim.b proce -
Ho;._-
T"'.;.,cnh tg chec« 0::1 f..te: consumpt~n. du~es OUtlined in Sect-.0::1 fi should be
ever. it must be enxpbasiz.eci that the feel - followed fo~ best per-formance .
time curve can vary !or a nwnber o! reasons

A4-Z

AF (Cl-1-1 Appendi x 1
Part 4 - Normal Cruise

MA.XIMUM ALTITUDE CRUISE

Ma ximum range is obtained by fiying a
consta.nt EPR. constant Mach 0. 72. crui se
The tnaximum altitude mission i s a conven-
cl!l:nb starting a: 59 000 feet without
tional cruise ctim.b using m.axjmwn ?O~:r .
slipper o r drop tanks, 57, 000 feet with
This mission sacrifices range for a ltitude
s lipper or drop tanks, or 56, 000 feet with
and result.S in the shortest range and flight
both s lipper and d:op tanks. The initial
titne. The speed scheduLe shown in Section
climb is made to 56, 000, 57,000 or 59,000
n JDUSt be used to attain the range . Even
feet where power i s reduced to 2.. 30 EPR
•-mall increases in a.i:rspe~d will decrease
and W..ach 0. 7Z speed set: up per speed
the fue l e<:onOTDy and result in loss of
schedule shown ~tion ll. Thi s EPR and
range.
Mach is dlen held constant and as fuel i s
burned and weight reduces, the airpl.ane
will crui se climb.
LEVEL CRUISE

If desi red. the ::aoge can be i ::tC::-eased by
l eveling ofi and cl"'U.ising at constant a l ti -
tude and airspeed. The initial climb to
On a. s~udard day , the czuise climb should
follow the altitude t i me relati onshlp shown
i n the char~ if the pro~r EPR setting is
established and the Mach 0. 72. airspeed
I
the desired cruise altitude i s made at schedule is followed . This i s the optimum
maxjmwn power. M fuel i s burned and g:o ss weight-altitude Te7.ationsbip !or
weight reduces, the power i s decreased to crutse a.nC WlJ.l prov~de the bJ!.si mtles. ?"'!7
hotd the a ltitude and. a irspeed constant. gal!on. F.owever, la:ge varia~ions io out-
T .b.e standard ai=speed fo::- the a l ti:ude is s cie at: tempera!Ure are comn:o o in this
used. altitude range a nd can aUect the perior-
tnaoce noticeably . This can be cau sed by
~ear the end oi cruise the weight i s changes in temperature w ith increasing
reduced conai derahly and as the power i s a.ltitude or can be due to flying into geo-
decreased to bold a ltitude, minimum EPR graphical areas of hotter or col der te..m -
may be encountered . \1rnen this occurs, pera:U:es. The airpl ane wdl cruise
altitude should be betd constant and the climb nlOre r&?id!y when ilymg into areas
a i rspeed allowed to increase as fuel i s with colder :emperam res. When flying 1nto
consumed. S ince th.e airplane is !igo:,. wa:rmer :emperatu.res the a irplane wt!l
the speed can be mcreased wichout en- climb s lower, tna}.. c.ot climb at: all, or
countering a one -G buffet. Allowing l:he :may actua.!ly descend u the :em.peram:e
airspeed to inc rease at constant a ltitude increases enough. A ~emperature increase
will provide s ligh':ty better miles per of 10°C may c ause the a!rplane to ily at
gallon t.ba.o clli:nbing at m.inil::l.u.m EPR a~ constant a ltitude o r cescend stigh.t!y. Then.,
:he slamia.rd speed schedul e . wh.e o colder temperatures are encountered
the airplane will cli.DJb rapidly until it is
back on the fuel-altitude curve. The warmer
te.J:nperatures will also increa•e the fuel
consumption rat:e, but this i s partially off-
set by the fa.ater true a i rspeed a s the tem -
perature increases.

Changed 6 !'loven::her 1967 A4-3

Appendix 1 AF (C) - 1-1
Part 4 - Xon:na! C ::-o.se

":he standard fuel totalizer semng for a full
in~ernal fuel load i s 13ZO gallons. However,
most o! the ai rp~s will ho!d somewhat
NOTE
:more than this m varying a.Jnounts. !n a.ddt-
The engine bleed valves must be
tion, the !uel i s heated b)• rhe !uel-oil heat
closed or a loss of range will result.
exchanger &.nd eng 1ne-driven !uel p\!mp.
Observe the :minimum EPR ltmits of
':"he ~perature o! the fue! measured by
f•gure S-1.
the totalizer ts the:-e!ore relatively bot
cOtnpared ~the fue! ten1perature when
!ilhng the tanlts. :'his beating resu!:s in SPL.IT PROFILE MI.SSIOXS
an increase in fue! vohune. The inc rease
in volurne will vary. depending upon :he
temperature of the fuel when the tanks are At the star~ o! the cnuse climb. the air-
fiLed. The ma.xu:nwn tncrease which can pl..ane ~ . heavy and the maxunum power
be expected With u.nre!rigerated !ue! lS pro!ile ts the least economica! cruise con-
abo<oJt three percen~ ':"ni s ts equ. valent to dit.on. The mos: econom:ca.l c ru1se is
about a 40 gallon 1'l.C rease wuh a !cU mte:-ca! the ma.xu:num :-ange p:-ofile. U this p:ro-
fuel !~c! and a 30 gallon mc:-ease with !ell fi:e ts used during the heavy we!gbt portion
ma.: n tanks. 7o achieve !l"'.axtmwn range, o! :he mtsst0%1. the miles per gal!o!l are
advan~ge sboc!d be :aken o! tne ac!citio:J.al 35._ ::o 40r. bet""-er ::han the maxu:nu.m. power
!uel capac ity anc "manu!acn.red" !ue!. fuel economy. ':'herefore. tile range can
Stnce both o! these factors are var iab!e, be inc:reased by !irst crui sing at the m.a.xi-
they are ignored when the fuel counter is ~nu:m range condition and then cliJnbing to
set. ':"herefore, the counter may read the requirec m 1ssion altnude. To take
below zero when the fuel low warning ligh:: fc!l advantage of this. it 1s desirable to
comes on and !u!! reL..aru::e mcst be ?lacec !:)• the maxim~ range profi!e !or as :ong
tn the l:ght. as possiole.

EXTER-~ TA...~

ALTER..'lA:'E MAXIMUM RA.'OGE CRlJT..SE

li range and altitude are both important
!or a mtssion, an alternate maxunu.m All U-Z airplanes have provisions for
range crttise procecure can be used wbtcb s!tppe:- talllt.s. 7he tota~ fuel capacity
will result to ap?roxim.ate!)• 3~ less ra.nge, with slipper or drop tanks is lSZO gallons.
but a:: a c:-uise cEn:b a lcr.ude an average
of 1, 500 feet higher than :ha: of a uor:r.al
. .
-rhe soeed schedule is the same with or
without slipr»er tanks.
:naximum range c:n:ise. Es:ab!tsb and
maintat n Mach 0. 7Z and Z. 45 EPR starnn.g:
W~th ful! interna! fuel and full slipper tanks
at 59, 000 feet :I flying with shpper tank
!uel. (~o tesus have been conducted with
the flight time is increased about three I
quarters of an hour. With the S&Dle a.mou.ut
slipper tank fuel and Z. 45 EPR. ) U flying
of fuel on board the maxunum altitude
wi:.bout slipper tanks (or wnh emp:y sHptter
cruue is about 500 feet lower than tha: o!
t:aclt.s) estabhsb a::1d m.atntain Mach 0. iZ
a n a.rptane wtthou: slipper tan.k.s.
and Z. 45 EPR starting at 61.000 feet .
7be c:-uise altitude :s lower, even wtth
em?:Y talllts, because o! the tank install..a -
non wetgbt and the added drag.

A4-4
Cl:a.nged 6 November 1967

e to the reiueling s ite.ai. and the desceo: perform. :he ma.. Cruise speed i s ZZO ba.nce in f~gare A7 -1..mg to 35.. 000 feet i s shown in figure A~ .5. For rendezvous and refuellD. 540 gallons o! fuel i s suffic i ent to retu.nt:er.a.ddttiona ! Level crui se perlorm.xcnum range cruise periorDJa.7.ation was obtained for a P-13A engine. Changed 6 November 196 7 A4-5 . 000 feet :s fuel a e owance lS :-equt zed for return to l •bown in figure A4 . CRU'". AF (C )-1 . charts may be cominned in vario~s wa~ to wde ~d then descend. an a.g.tea to figure A4 .. i t i s considered Yalid for U the ::e. MISSED REFUELING ® I Thi s in!orm. tanks ( 540 gallons remaining 3 1/ Z hours T he speed &. hgure AJ-3.m.SSIOSS ® LEVE.SE AT ZO. a 8 10 nautica l miles. Zero Wind range to empty main obtained for two low altib:lde conditions.m a point 1540 m iles ou~ The profil e is shown lll figure A4-8.ng on the fud counter.8 gallons !or descent ~ rendezvous. 000 feet !:om mum range c::ui se proVldes 1940 m.axi. S40 ga Uons ::~min& on the fuel cou.. 000 FEET On some aerial refueling Jnissions i t is Level crui se performance wtthout s h pper du ireable to "buddy'' fiy with the tanker tanks at ZO . the proltle shown 111 figure A4 . ase with the P-13B engine.. For this CruLse speed is 170 knots lAS (ZJ1 knots reason. LEVEL CRUISE AT 35. lcrer leTel performa..se. M ahown. 000 FEET I! the refueling :s to be made at a range greater than 1540 m iles . Zero takeoff point i s required. boweorer.:.-n to base !ro:.:tce in ! tg a re A4.an be obtai ned by The perfo:nnance shown in the precedt ng cru1sin& out atmax: mUDl range cnuse a l t i .1 Appendix 1 Part 4 .IAL REFUELIXG MI. MISSIO!Ii PROFILES Longer overall :ranae c.on after t:a.ane..~eling a nempt i s unsuccessful.Nonnal Cruise AER. a climb to m.keolf) .b-1 &ir?lao.aximum range cruise I a l titude is :required for the return flight.ance at 35.7 • :he chmb per!on:nance ~n 640 gallons rem. were chosen ao as to be compatibl e wuh speed and a lthw!e capabilities o! a parti- cular canker a irpl.nce data were true speed).ks i s 1540 nauti - cal mile • to e::npty main taoks. m. 000 feet !o::: deternune overall missi on ?rofiles. or an a lternate b ase c loser than the knots lAS wtth the gwat couttol ON. wind range with d i pper tan. Allowing 100 ex:&m?l e. was based on the :-ange at 35.Dd a ltimde LD ~h cond it.

However. li the tempera- the gross weight-a!:in:de relat!onsh-. if :ezn- altttude is lower !o: a given !ue! toad and :>era:ures are very wann.-er cra1se cli. the range . cal gross weight-altitude relationshio.Appendix I AF {C)-1-1 ~rt 4 . T his can be caused by rapid changes IS proporrio::1a.Jnperatu:e with increasing a ltitude or m•les per gallon a:-e still :he same as a can be due to flying lnto geographical areas standard day.a:ionsh~p :s mai.ane will c:-uise climb more raptdly when flyi ng into areas wi:b colde:. whtcb is the rea . 7hls is ch:e to :.:rue ai:-speed as the te_xnperature increases. This re:. The:-e.red for tile sa::ne !emperature a. the true a i rspeed ts propo:- c Hmb !1own at the optllnw:n gross-weight- :.nce nonce- is decreased. maki ng a. la:ge vari a:tous l!l outside au- Site.t al!.::-e va:iations gene:a!!y because the cruise altitude is lugher.he !ue! cons1!!npnon ra::ge and can clect the perfonna.ge.naximt:m ?O'·er ::nission co-c. !l:ormal Cruise OUTSIDE AIR 7EMPERA TURE E. of hotter o:.atel)· !aster and :he c::-uise mo. is parti a lly offset by the !aste:r is s:.an:re of tile .. This. . the aL-pla. Howeve:r.d Cay the e{!ect iS oppo .on.ay sson..rd day.temperatures.moo m tins altitude iooicated airspeed and :. Roweve::-.re reqwred.Fo::. on a !wt day the cru!se not clu:nb a. This increases the fuel consump.ay descend. Less power !S ::-equ.he !ac: unfavorable. a:rp!ane will cl:mb s!owe:.tures.ch that :t is flown at the most uneco-_omi .les per altitude relationship.alUDJ g:oss -we ight -altitude rela- impr-oves the g:-oss-we !ght-altitude re latio~­ tionship. to have a are spent cr. per gal!on are ob:ained a: tlus condition.p i s ture tncreases :o the point where 1: is about not the same as a s::anda..Using at these conditions the s 1gniftcant effect o:: the range. .xtre::ne telnperatu:e \"aria .the higher Basically.ctua.atered the best miles per gallo::t. which pcrpos·es tl:e :naximcn power range can be i s not the case !or a !eve! m rssion. the maximum range can be obtained by set .te. Howe\•er.re depeadent on mainra'ning :he proper re!a.Fo:::- A4-6 Cbal:ged 6 November 1967 .cruise c:LC:lb a :titude at :he opti.e.nge.• son this miss i on has the shortest :-a. the change .•er.enlpera- an altitude and too heavy a gross weight for tu:-e vartations of this order are eacou..tude mtssion a little more power ts requued to fly the scheduled indicated airspeed !or the a ltitude. This will also tacrease the consumption. which nearly co~npensates for..fiect the c!"Ulse clin:tb :a. The best c :ruise miles ga!lo::t a::-e essentia!ly the same as a s:an.te!y slower and the cru. The maximum range mission i s a cruise tio~ bo.t: tempe:a:u. E. co-cstde:-ed nea~l)· independent of ou::side air te~npe rature. However.ne is fl}-ing a: ~ high fue! consumption. t!ng the power so that the a irplane will climb Conseqcentl}· a lo~:. requi:-ed for thls to occur and fo-r practica! tionsblp o! gross weignt to a.re com.I:cb mis. The air- p!. fuel con•wnption and if four to ftve houis nons a. 0n a CO. fue!-time re lationship can be aboc~ Z5 to 30 gal ~ons below the handbook curve. when t.m ay be slightly better on a bot day lhan a standard day.colde:.FFEC':'S this reason.ne fore.and a.se i n te.lly m..ard day. it t s el%lpbasized that :he range for a c::u!se climb m~ssion is that extrel%le te:r:r:~rature varianons a. d.mpera. the airp!a. during a bot C:a)· !evel alt. the tTUe airspeed ably.n ::rue a ! rspeed : s not wllt not clunb until colder telnperatures are quite propornonal to the dt!ference in fuel encountered. 15° C warmer titan standard. o! :'he n.Jnple.c:ained ship and tile cn:ise :r:r:iles per ga~~on. 7bt s same effec: is L-t:e ~ a large exte::t When flying into wa---mer temperatures t:be for the maximum ?0.nge mo:e than the the gross-weight-al~itnde relationship :r:r:ore level cruise ::-ac. however. A cold day W!ll tend to sbo:-ten the range s lightly Outside a. exa.titude.rse. or m.

o11 ever.me ctLrve .n the the range l S dille rent for ~ese days.l for these pu.lculat".rposes. preGisht p1aanllli ane1 checsu:rg the me. On a cold day the ef!ect whethe:. Basically.and:Oook curve. items I and Z consu.er calibrat!on.o11 fuel does no~ !all more :han 1-! ZCI'! to compens a~ for the variations in fue.g conswn?tion to vary apprec .! Z~ J temperature variaoons..:ate tne aQ. con- sumption durang a mission. n ca. Engme dete~iorahon.:ve for cOJDpa.uite satis!ac:ory.mpe rabU'e which would cause the fuel and eng i ne combination can show varyic.s. Flight l ine turns dc. Vartati ons in gross weight wi:h differen: equi:unent l oads. Fc.Uect bo::b the tune and range and are as follows: is especiall y useful wheo range illformation is not avai lable. how-eve:..rcra!t in service opera- tion and generally is c. The fuel-til:ne curve bas two :. :t I m i asion pe:-4'-a:-n:.ably f:o"Ul :he !uel consumption on ch!ferent days. making :. These will a.a. This There are also other afiect~g factors •h!cb method has been a sed to evaluate the per- must be accounted for when evatuating :he fon:nance of 0 . ::'hec tile outside au temperature tUne plot wi lt get:.. Pa:t 3.a!J.x. t:Une and iow altiwde very usefu. he curve lS If at all possible. 3. AF (C)-1-1 Appendix I Part . however. be low the handbook curve. deV'lation this znus: be based on the fue: con- sumed and no: the fuel remaming .t-y to change the pow-er set. gal!on and range essenna:ly utce~nden: o! Note.s suggested ta. the same aircraft te.ra~:y 1o1ses: 7. Q:>erational procedures i nvol vmg low power will be required to climb at the !uel.ring tile m ission.7 . decrease the !uel available for cn1i se. a!tuude ~evel-o!f beiore c !imbing to a lntnde schedule shown in the cha:t.. :'he m~ss.Z a . !or quantitatively evaluating the col:llbined stele air temperature cause the !uel-tilne effects oi these variables . Therefore..offs should be ke?t to a minu:nw::n is a so COl:nDlonly u.. USE OF THE FUEL-TIME CURVE 6. ta. The h. 5.ag powe~ so as to be at each alti - tude with the appropria:e totalizer value I . Variations in out.:here were an)• large variations i n is opposite . flying Lnto areas of c~LDg :emperamre it will be necessa. because :he resulting !uel consw:npnon wi H cra!t and engme perforoance.ng the allowable 1 . If the temperature effects on t:ue airspeed :ecd n:nss. Changed 6 Xove::ttDer 1967 A-t . Time curve. above.ken tnto consideration.mpnon will be !ugher and the fue l .ae. How. . Drag due to external coofigu. Tax~ !uel .rve was not mteaded for this pa. handbook !uel.t<..nce. When crui se altitude.cdbook cu. this does not necessartly mean that fuel versus tune is then plotted o.-pose and sboc1ld not be used unless the variables !:ems 3 and 1 ai»ove are often diffi cul t :o which effect the fuel-:iJne relationship are account fo:.el tota!iz.On a hot day the fae! crui se a:ntude i s chec~ed.rattons. ::at .erally fall short of ~e during the mtsston t s cnecked to determine b. F arst. tee ee. the handbook per- consumption.d to ev. :he amount curve :o vary and of:en these are difficult of fuel burned before starting the c!imb to to rake mto account.:: ison. 4.u !or !hat altitude on :he Altitude versus section.a. On a cold cby reduced power will be required and on a hot day inereaaed Z. Normal Cruise by adjusti.discussed iu :he CLLMB ab:o. ting in order to climb at the p~oper fuel - a ltitude relationship for maxunum =atJ&e. it level . a method i.he cruise miles per formance i s cons t dered to have been met.

l A4-8 Cba.!':ormat C:u1se MAXIMUM ALTITUDE CRUISE PROF ILE WITHOU:' SLIPPER TA.HOURS F igure A4 .nged 6 November 1967 . ~ .14100 LB TAKEOFF FUEL 13ZO GAL 75 < 3 4 TIME .l"~KS ZFW .Appendix 1 AF (C)-1-1 Par1.

0 0 0 65 ~ Q - ::> E-< fc .1967 A4. AF (C)-1-1 Appendix 1 Part 4 .FW . !llo~al C:"U..se MAXIMUM ALTITUDE CRUI SE PROFILE WITH SLIPPER TA.l < 50 0 1 4 8 TIME .9 .14300 LB TAKEOFF FUEL 15ZO GAL E-< ea.HOURS F igure A4-Z C baDaed 6 • •ovembe:."\KS Z.

Appendix 1 AF (C) .~ ZFW .HOURS Figuze A4 .• •orl:D.14700 LB TAKEOFF FUEL 1320 GAL TIME.1 Part 4 ..al Cruise MAXIMUM AlTITUDE CRUI SE PROFILE 'WITH EMPTY SLIPPER T A.3 A4-10 Changed o Novembe r 1967 .1 .

..HOURS > - "· I .0 Ia. TIM I<: .. ZFW • 14600 I.."F FUEL 1740 OAL --- 0 I I . .B TAK£0J..

....> ' - I N ZF W • 14100 J. 1 !:>~0 CAL ~· ~ I -- C'l ~ I .I Ut .F...B 'tAKEO. ..F J' UEJ. ..

aqed 6 November 1967 A4-l3 .o\.PSED TIME -HOURS F igure A4-6 Cb. AF (C)-1-l AppeodlX I Par: 4 . 000 FT 170 KIAS l z 3 4 5 7 EL.!llo:n :nal C:uise FUEl TOTALIZER VS TIME WlTHOUT SLIPPER '!~"'KS GROSS WEIGHT AT TAKEOFF = ll184 LB LEVEL zo.

.> I RANGE AND TIME VS FUEL TOTALIZER 35...IIOU ItS .. 0 a.......... I 500 1000 1500 ~000 0 1:00 ~:00 3:00 4:00 5:00 Z~~ RO WINO H.ANCiE .. • It -n. I . e.NA U'f MI TIME . 00> FT CRUISE ~ z0 .

II ~ I ..". I .0 RETURN PROFILE 1\_FTER UNSUCCESSFUL REFUEL AmMPT la. DISTANCE Ji ROM 1AA<Jo:OF'". 1 Ul 800 1000 llOO 1400 og. 00 ~ 11 n T ~ z0 > .fa p:C .. .....0 WIND z0 OROSS WElOJI'f AT 'fAKEOFF • 24 150 t..b.. ES e... I Wl'l'll SLlPPJo:n.n f -... NJ\ ....... TANKS I 0' Z£1\.. 0 ..J'I'lCA L M. fjl ~ .

. ~ = :> (1) 0) r.1-1 Pa:rt 4 .HOURS F igure A4-9 A4-16 Changed 6 November 1967 ..:l 100 ~ c.Normal Cruise OXYGEN CONSUMPTIO - C l) c. z ~ 0 .Appendix I AF (Cl .F . >< 0 40 10 TIME AFTER TAKEOF .

...' . -4 0'1 -J 0 ~ C') .....n....-J > Ill> j .... ~ 1000 S2 ~ ~ ~ > ~ ~ 8z V') c: -.....A. 00 0 o·~~~z~----~_.0 !:t 1800 ()\ z 1600 ~ i C1 11 .... Cl ~ - 0 z ~I - .. I Q . I ~ :t "'0 . ..p.~+6~._~8~~~J~o~~~~~~~l4~--~16~--~~~~~~~ EJ ..PSED TIME ~ HOV R~ ...

••.. .. . . ...l . the maximum aules per ga tlon through A5 . A5-l EHec t of Gust Control •..••••. However...••..mwn range is obtalned by !ly~ at t!:te a irspeed I Infor:natioa for :his was ob-:ained with a for maximum miles per galloa.. 000 feet. .. .. Page Nautical Miles per G il.. ..•••••• • .•.sed a ltitUde.3 Char c.s 1a shoW'O in figures AS . .•. 000 Feet ••• AS-9 ALTE RNATE CRUISE EFFECT OF ALTITUDE Within lim i ts... fuel economy improves Wltll Alterua.•. 000 Feet •••••••• • •• A 5-6 :sautical ~hles per Gallon ol Fuel.. This te:--ms of fuel economy (miles per ga llon) corYespouds to a cabin altitade of 9..e accurate !or the P-138 eugine. . 000 F eet •••••• • •••• AS-8 Optinlam Range frcn::c Missed Approach . 000 feet i s about 4-l/Z n.llon of F uel... ..13A engine but should he reasonably low and intermediate a ttia:.••• ..••. Alte~te Cruise PART 5 . Altitude lO...••..••.••. . 000 Feet •• •• • •• •• • • AS . AS .:-d day true airspeed...••. ... 000 Feet •••••• • •••• A5. ..•••••. ...••.••...••...o. ..5 for altitudes from 10. careful RPM adjustznents are requ1red to establish the C ha.•. 380 poUDds. ... . .1 Append:.. Therefore. A5-Z Effect of Wind . . 000 feet is provided oecatue :his altitude range 1s about the highest that is The cruise ioion:natioo ~s ?:-eseotec ~a p~c tieal for cruising without oxygeu.&ed 6 November 1967 A5 .atioa at than at 10.x:l....•....mes better feet to 60. AF (C}-1 ..••...a..S Nauncal Mues per Gallon of Fuel.StiLrting at 10.••....•.ALTERNATE CRUISE TABLE OF CONTENTS Subject Page Alternate Cruise A5-l Effect of Altitude A5-l Effect of Atr speed .... The euti... ...••.... 000 to versus tndicated a i :-s. .c r ea..•...ssure auus ..•.x I Part 5 ... As can be seen from slipper tank. A5-Z R. In!on:na:ioa at ZO.&rts. A5-Z Effect of Gro~!ght ..........••.•. .•....... .••..•...ange C&lculatiou •. particula:-ly above 45...... ...•.re speed range :::nay be flown with a relatively small RPM variation.. .. AS-Z I Missed A??roach ... of staoda.7 Nautical Miles per Gallon of Fuel.. Altitude 45..•.000 feet .. ••• A5-Z Effect of ()uutde Air Temperature ••.•. .. 000 E FFEC':' OF AIRSPEED ami 30. .1 the cb... . at P . .••.te cruise i nfon:c. 000 Feet ••••• • •• • • • A 5-4 Nauti~l Miles per G&llon o! Fuel.. . 000 feet..••.. 15.. . Altitude 60. .•.gallon. Al tltx:de 30.•.atioa wnh no i.. Altnude 10.••. ..•••..••... Cruise in!orm.teed with a subsca~e 15..•.•.•.•. 000 at 60... 45.000 feet is provided for fligba without the pre. 000 feet.des it ts poasio...••..•. : • .•••••.. to fly at speed• appreciably faster thaa the maximum range speed with only a very The charu are based 011 a a::oss weiaht of nnall dec r e~e ia m iles pe:. .. .. Ma..

Ho-wever. At a constant tndi cated c:uise . true a i rspeed will also be faster and will For each 10 lena~ increase in headwind: compensate for :.000 flow will be required for the same il:d. 000 feet altitude. engtne t:nm speeds and \-ar ia tio~ in air. 000 feet and belo~.1 Part S .!.:. 30.nd mil es pe: gallon will smoo:.Al~enlate Crui se pro?er cru.Appendix I AF (C)-1 . the RPM for maxiinwn range speed If desired. 60. h igher power 15 requt red !o-r us i ng the d i stance. Oo a cold ciay..wind usi ng the m~!es per gallon from the ap?:ro- pr~te chart: For each 10 knot UlCrease in tailwind: Range =M: ga! x ga! rema ~n :ag.h or roug h a i :. the power must be =-educed to hold constant p lane gross we tght and outside ai: teDlpe:-a. Increase miles per gallon Z-1/ZY. 000 fee: altitude.f!ect the air Driles t i on at a l t i mdes o! 5S. lower RPM and decreasee fue l I. 3. EFFEC": OF GROSS WEIGHT 3.ed feet altitude. airspeed W:~ds will not a.nged by !i ed •n Section V should be observed.nse speed in e i ther wil! cl::. The unl es per gal!on chart.ay vary by seve:-al pe'!'"cen:.he increased fee l !low. Due to di!ferences i n gallon are reduced.erature.t:em. per gallon. ce i n be Hlcreaaed by a taihnod and decreased by fue! economy.ition. As weight dec'!"e&aes.ATION used to approxim.. ahspeed . At heavi er Toe effect o! wind should always be checked we ights. a headwind. '!'he fo!lo"wing factors can be RANGE CALCCl.icat.ndicated a i rspeed.. Vary the RPM weight can be estimated by increasicg the as requi:-ed ~o establish the speed .with ao sac:-. 380 pounds.L EFFECT OF WIXD Wi th the gust coutrol in the GUS':' posi tion. true a i rspeed wi11 also be s l ower and the nules per gallon will not Z.gallon will not change appre .. a i rspeed and m iles per gallon will increase. the same percentage as the ground Iniles per ga!lon. at ci. Decrease miles per gallon Z-1/Z.i&e speed... Increase t::Ules per gallon 5S at 10.xlDlwr. but the ground m~les per gallon Thi s pennits a !aster cr-•.s are based on a gross we:ght of 15... higher RPM a:d uxreased Iue! flow wiH be :equi :-ed to znai n.e these effects. The grou. i t i s advantageous to miles per gallon. With uro wind. Decrease rr:. ::'he m iles pe:.-ith :he gust control in GUS':' ?05 1 .000 feet altitude.a't. The crui se information i s presented !or the the ma. time and fuel cousCJ:ned a g t vea mc:hcateci a i:speed am! m~!es per between known check points .ange. feet altitude . o.. Therefore . the at a faster speed than with the gust conc-ol au m iles per gallon witt equal the ground !ai red . mre. . mil es per gallon are ob:ained zero wind coud. On a bot day. EFFECT OF GUS7 C0~7RO.iles per gallon 5Y.abl)• due to "~iations i n outs 1de ai:.. fuel economy 3ft for each 1500 pounds o! gross weighr. ':'he range will be cba. However . 1. at 10. Decrease miles per gallon 3 . Tai.000 = Mi ga! x to::aliz:er readi ng .1/~ at change s ignificantly. Increase JDiles per gallon 3-1 'ZS at 30. Head.nd ~i n a given i. the e!Iect oi decreasing gross :m. 000 feet altitude . at 60. ':'he a i rspeed : iauts spec. The range can be calculated as !ol!ows. EFFECT OF OUTSIDE AIR TEMPERA':'URE Z.

AI (C) ..a. dest::-ed a.ation ts Under the same conditio:u a.SO gallon reserve).n alternate and land with 50 gallons of reserve fuel? Ava•lable fuel is ISO gallons (ZOO .. Figure A5-6 can be used in either of two ways: to deten:nine optimum range at optimum altitude for the a. 1. knots.. and starring descea_t 75 miles from ing at start of missed approach mmus the the a lternate.the same conditio:l.a.t the s~r:i:lg at 10. flying level at an lAS o! J ZZ "Avai lable fuel"' aS defloed as total:zer read. 000 feet (still landing with 50 gallons reserve)? Avatl&ble fuel is still ISO gallons.-a.a.nn~d desno. Changed 6 Novelnber 1967 AS-3 .l Appendix I Part 5 . 000 feet with 150 gallons of avatlable fuel ts 17 4 nautical miles and ~ s obtaine-d by maintaining an IAS of 176 knou in level fhght at ZS.te ts to be made with ZS gallons o! used to determme range ca~ility at reserve fuel? Aoratlab1e fuel ~• now 175 .ate Cruue MISSED APPROACH Example No.age ol 300 nautical tniles ca. l.ahle fuel and at ga. normal descent 55 miles from the alternate.S a. or to deten:nine range at any alti - tu. Z Unde::.rious level ofi altitudes.~nount of reserve fuel at the alter- nate.te ti you clU:lb to aJ::d level of! at Z5.s Example not possible and a :ntssed approach is made No.lte=n.nd descent distances .3 When a landing at the e»la.000 feet Wlth ZOO gallons on :.ng e. F igure AS-6 shows that . 60. Example !'lo.t ea.he to~lu:er.Altern. !lying level at an lAS of 136 knots. F igure A5-6 shows that the range a.rtous condinons oi avail. hoW' far can you fly if landing a.t ZS. The follow. by cliJnbmg to the optimum altitude o! {oot a. 000 feet and staron.de.s Ex:a:nple No. 000 feet. F igure AS-o shows that the moat range for 150 gallons of available fuel is Zl4 nauocal mtles and is obtatned by cliJ:nbing to SO. 000 feet.1 .g the descent Z5 miles frozn the alte~te.o be obta1nec bsts lAS for best {~el econo"Iny a.x:amples illustrate u.ae o! the figure.lnn:de increment.ailable !l!el aboard. 1 After a:-riva! over the planned deshnatton at 10.lloo_s (ZOO -ZS).. how !ar can you fly to an atte=n. How £ar can you fly to a.cb sooo. 1t ts found necessary '!0 fiy to an alternate. figu:e A5-6 can be a. 000 fee.-a. Example No. The figure also a ra. and starting a.

s zso- 0 80 100 ! 20 ! 4-0 !oo 180 200 220 CAS OR !AS .Alte:-uate Crui se NAUTICAL MILIS PER GALLO OF FUEl ALTITUDE 10.1967 ..Appendix 1 AF (C) ..I0.0 < z --~-· .5 (I) - ra.S .IPPER TA!rKS 3.1 .J < u - r- :::> 1. ~ l.07S F i gure AS-1 A 5-4 Changed 6 !':ove.. (XX) FEET 'W!7HOUT S!.mbe::.1 Part 5 .

..o 240 CAS OR LAS ..J .m..O 140 l oO 180 zoo zz.K..:se NAUTICAL Mi lES PER GAlLON OF FUEL ALTITUDE 20.ber 1967 AS-5 . Alu~rnate CrU..5 ----- ..c Cac 0 z q --= z. ~ 0 80 100 lZ... tl) (&1 1. em Fm WITHOUT SLIPPER T A.s 6.dix 1 Part 5 .'IlKS . -= ~ ::> z..'\OTS F igure AS-Z. AF (C) . 5 .o < 0 ~ bl 2..1 A.l . < - 0 ~ :::> < 1. ~ .»~o.. Changed 6 • •ove.0 z ..

1 .0 ~ ~ ~ ~ 2..c: ~ (I) ~ .Alternate Crui se NAUTICAL MI LES PER GALLON OF FUEL ALT rTUDE 30.5 ~ ~ u< - :-.5 .Appendix 1 AF(C) . tm FEET WITH OCT SLIPPE R TA~'KS 3.. 0 ~ z< ..1 2....o 160 180 200 220 240 CAS OR :AS . 1.0 z -< Q .I. 5 0 80 lOO 120 I .1 Part 5 . 0 0 .KN0-:5 F igure AS-3 A5-b .

.. .0 GUS':' CO~RO~ FA!RED - ~ ~ ~ l. l. 0 - 0: ::= .. z I - •5 ·- '!'AS .15.... 5 GUS':' CON':"ROl. em FEET WITHOUT SLIPPER TA.B 3..x I Part 5 . 0 z 9.. A:F (C)-1-1 Appec.KXOTS §ZOO zso 300: 350 400 450_ 0 so 100 120 140 160 180 zoo zzo 240 CAS OR !AS ."{KS ZERO WIND XASA STD DAY GROSS WEIGHT . 5 f-4 - ~ ~ -- "'1 - -<.. 380 l.lOlOTS Figure A5-4 Changed 6 November 1967 A5-7 . :::: fTSl ! ' i £±t==i - ~ ~ --. ----o -< ~ l. 0 ~ 0 ::> < a) .:: < 0 2.. :t.. 0!-l &.Alteruaa! C:uise NAUTICAL MILES PER GALLON OF FUEl ALTITUDE 45.di.

I 1!: -~=~ = JC..endix I AF (C) .5.5 A.KNOTS F igu. ZERO WL'iD 4.8 C hanged 6 Novembe-r 1967 . 5 <~ 0 Q) t:l ...-:--:_ ~ .:r.=e AS ."'ITHOUT SUPPER T~'"KS ~=.._(XX) FEET V.Ap. 1.. - -=:: =t-.: .: 2. .5 ~ 0 z Q .:.. 5 < z =p - -~ -::..2._ -==. ·e::::::.t.0 3.5 - = 80 100 IW 1~ l~ 1~ 200 zzo z~ CAS OR !AS .-::=-~= -=- ..0 ~ - u< :-.E. =t-=~ -]~tt£_. .1 Part 5 .Alternate C ruise NAUT ICAL MilES PER GALLON OF FUEL ALTITUDE 6Q.-.1 . ::.

11 . 1...0 10 .. ) < l. 0 f-4 0 I ~ 0 It e. too4 ~ ~I "' . CUM.. ES. E VEL FLIOJI'l'..000 FEET 0> l .US ANP DESCEN'fS SHO ULU BE MADE ON NORMAl.. (S't AltTINO TO'l'AL MINUS RESERVE ~ F UE l. . .... > \. ~ (I 3. I I so I ~ ~ ~ --...... 240 ~~' It I I t I N I '-'l ~ 30 . 11 ..... SPEED SCIIXOUI.. J... AVAILABL-E FUEL DOES NOT INCLUDE RESERVE FUEL...... 0> 60 II ' . AVAU~ABL~ FUE IJ. HANCE lNCI~ UL>ES CJ...IMB.. AND DESCENt DIStANCES.0 QPTIMUM RANGE FRO~ MISSED APPROACH !It NOTE: STARTING AT 10.. ~ 0 I c!r.0 I .. ZERO WINl) ..

.•. The fuel con- sumption and approximate RPM settings for holding at low altitude a-ad variouS! airspeeds are shown in figure A6 ..Maximum Endurance TABLE OF CONTE NTS Subject Page Maximum Endurance . AF (C)-1-l Appendix I Pare 6 . .Ow Altirude Fuel Consumption.3 a lso tnakes it difficult to fly at the minim...ded airspeed is somewhat faster than the speed !or minimum ?Owe r :-equi:ed..... . Therefore. figure A6 .... .l Fu. . . .. • • • • • • ...... . Ma.. • • • • ..•••..•.ra. • • .. MAXIMUM E NDURA-'ICE SPE E D The recom:m_e:J. . 115 knot.. • .. A6-1 Charts Page Maxjmum Endurance... The fuel consumption will be increased slightly with slipper tanks installed.......Z :...•••. 380 pounds and no slipper tanks. ... .. 000 fee:... . tdle RPM can oe gallons of fuel) i s 115 knots lAS..•••• • •• • •••. • • .. .mended a irspeed (less thaa 600 idle up to 50. • .. • . Without Slipper Tanks •• ••••.. .....• A6 ...... • • ...! is reconunended for ease of flying with very FUEL COJI-~TION li:de increase in fuel consumption. . • • • .. The With the P-13 engine. the RPM ~s above I :-econ1.. .. However. I Without Slipper Taa. • • . A6 ...Dg ..te ed .••...•..••..1.••. .aract:eris tic C hanged 6 Sovember 1967 A6-1 ... 000 feet- lQ the maximum endurance cart..xiJ:nam endurance ts obtained by flying POWER SETTING at the slowest practical a i rspeed at which the desired a ltitude can be maintained. A6 . • • .l Power Sett:i. .. '!'his ch. • • • • . ... The chart i s based on a gross weight of 15. • • . • • • • • ... ..all c J:ange in power.... ... • • • ... .... • • .. • • · • · A6 ...•••• • ••••••••• • •••• A6 .Z. .el C onsum:p tio n • . .um power :-equired speed..nce 1S sacrificed because in tlus range there is a relatively large speed change for a very SJ:n. as shown used at 55. •• .Ji(s . • • • • • • • . Approximate RPM settings and fuel consumption are also shown... • .l Maximum E nduranee S....••.. .. . • •. very little endu. • • .

. 100 150 6o 65 1r 75 so APPROX FUEL FLOW S RPM (APPROX) Figu:e A6-l A6.SA S':'D DAY GROSS WEIGHT 50 ~ ta.....Jnmn Endurance MAXIMUM ENDURANCE \\...IRED oO XA.l Changed 6 November 1967 . L. ~ ::» 30 ~ ~ ~ < 20 10 S."':'ROL FA.Appendix I AF (C)-1-1 Part 6 M.:'HOUT SLIPPER TANKS GUS:' CO!:I.axi. 40 0 0 0 -.

:-c 2000 . L. ~ROL FAIR.ED G ROSS WEIGH7 . zooo = < 1000 s..Maximum Enduram:e LDW ALTITUDE FUEl CONSUMPTION Yi'lTHOOT SLIPPER TA. ::> - ~ -~.. ~ - 4000 ~ Q 3000 :. So 58 60 62 64 66 68 70 7Z 74: 76 ~ RPM . G..li{KS GUS': CO..15..! Q 3000 ::» ~ .1 .Z Changed 6 No•eznber 1967 . !..1 Appeadix I Part b ..~ J HR F igure A6 .APPROX ~ :. AF (C} . - < 1000 S. 050 LB ~ 4000 :. 180 zoo 220 ZoO uo 300 FUEL FLOW .

...... air - place configuration and a i rspeed.1 Appendix..'\TS Subject Page Descent A7-l Charts Page Desc ent Perfo:rmance . A7-Z DESCENT l'he descent charts can be used to estiJ:na.l effects and can be :leg- lected.... variations ..te zero wind distance.... Dead engine descent dis - tances are shown tn Section m. Changed 6 ~o'VeDlber 1967 A7.. exhaust gas temperature and idle fuel flow.... fuel consw:nption and tune durtng fast and nor:mal descents... '!'h:rus~ is determi ned by the engi ne speed.Descent PART 7 .nce can va... l'he a t ::-plane configuration and airs?eed a:re dependent upon the descent technique and the per!or::na. Howeve r .l .. The descent ?erformance i s prt - mar tly dependent upon engine thrust.nce shown in the charts is based on acmal flight test conditions ~d not on an~ standard day....frcn:n standard day condinons will have only s:m. The perfonna.CTE.. F~gure A7 . DESCE~T TABLE OF CO.... ....~ considerably with dilie::-ent tecbn i~ues...a!..... . I Part 7 .l. AF (C) -l....

. ~ 70 -..li'P£1\ TANKS 80 .0 "> ..0 10 0 10 20 30 40 FUJt!J USED • OAL .... 60 --' I l&4 0 50 0 0 ~ I 4U ~f:: 10 ~ 2.. > .... -' . DESCENT PERFORMANCE o I N Wl 'fll OR WlTIIOU 'f SJ.....

LA.. • • • • • • • • • • • • • • A8 .3 Threshold Speeds . •. .. The ch.Sznootb Air • . AB -1 Landing D istance . reducmg both float d i stacce a. . • ... ..1. • • . . .1-1 Appendix I Part 8 . . however. (g) Gross Weight.•. ... •. . . . . •• . . .• .. . •. (e) Threshold A l:itude. A8 . (c) Wing Flap Positton.. .o: high a: !azdU:. :he distance wt!l be apprectabl)" becaase the a irplane :s very c:ea::1 ae:oc!y . ... • • .a.•.... olc.boagn i t is generally desirable to leave :he engine -:'he landing distances are relauvely !oog running. Major factors ai!ecti.anding Dis tanc e • • • • • • . . • • ..ce . ..• AB-1 Effect o. The drag chute i s the ~nost e!fect:ve means of (b) Drag. Representative tanding distances a:e tabu- lated in figure A8 .! the e1:. . . .••.mewbat. .. .. . . . . • .. . • • • . . . • .•. • • . • • .4 (d) Threshold Speed. .•••. .nd stopping distance..g speed. . AF (C) .uie .• ••.• AB-2 A8 -2 Tlueshold Speed and A ltit-. . . extending the speed brakes does sbor't:en the distanCe so.•. .•••••••••. • • . • .. . • . . . •• • •.'\"D DRAG iafiuence the landing ducance. . . . •.. .. . •••••••. . .•••. . . .•.. .••.::tg :he :anding dtstance are as follows: The speed bra&e cL~g is c. .•.... . .l . . • .. . The land:ng procedures a:e outlined m Sec=ton n.••.• • • ••. .. .•.mically aDd eng •ne idle th.-ust l S apprec:a.st aad Drag . • .nding PART 8 . . . •. • . • . .. . • .••. . . (!) Braking.•• .aod ing .a. . •.•. • • • • • • • • • • • . .•••. . • • . . .••. Al:. • • A8. .. .•.. ••. • . Gross Weight an~ Braking •. . shorter . ..•... . . • . • • • • • • • • • • • • • .•. . . .aru indicate tbe effects oi the prilnary variables wbtcb EFFECT OF THRUS:" A. •.. The idle thrust and low d:ag affect both the float distance and stopping distance. .l. . ble. • . A8-2 Charts Page .g.. .. • • . A8-l Effects of Thrt.. ... .s shu! of! at the th:-esn- n.•..••• . .f Wing Flaps •••.L."'D!NG 7ABLE OF CONTENTS Subject Page l..

1-1 Part 8 . 7he brak:lli technique cinrtng the landings u indtcated i n the charts.Ale.Landtng EFFECT OF WING FLAPS WiD~ flap setting will also al!ect both the fl~t distance and stoppmg dis:ance. with 35° f.-1!! c ause vana - t1ons tn the land:ng ground ro!!.-ith flaps !aired...aps are le!t down dunng :he ground roll. swpping d i stances will be shorter il the !.""D BR. A8-Z .on n..c 15° flaps. The shortest dtse&nces are witn 35 degrees o! flap. and 14..an emergency !and- mg . THRESHOLD SPEED A.ce i s m the ground roll .stance. IZ~ with Z5° f'. and both shoald be couttol~ed c losely to shorten this cilstance.able..XG The tota! land ing d i stance t s longer at heavier gross weigh. The stall speed margin ts 15~ wiU1 less tha. here n is desuaole to have a s low but sale speeci. Braking techni ques are out!tned in Sec:i.. Since the flap drag is app:-eci.aps.. Differences :Tl braking .. Fo:.aps. The sntoo:h a tr thresbo!d speeds are shown in Hga:re AB-l."'D ALTITUDE The threshold speed and altitude affect the float dt.Appeaduc 1 AF (C) . The ancreased dts- tan. the stall :nar- gm ts 10-. GROSS WEIGH':' A.

.EVE 1.lOJI'l' • 14000 LU SEA l... -l880 - - - '~ ~ ~ ~ oo • Wlth In 0(( JOO 90 10 LIRhll\l 30 kno ta nftl' r 1000 J880 !l . . POWER ON LANDING DISTANCE ZERO FtJE 1. .ZE ItO WlND 'fhre~hold 'l'hrf' l holcl Flo t Ollti\1\C( S top(llng 'ro ll\ I Wlna Orn. WJ:. . Out Jdl 300 66 5 J.. ~· . I d up loy n ~ ... r- 350 With Out ldl 300 86 10 Lluht H !JO knot• 750 2070 2820 ltc vy IH 40 knoll .R s..lijhl l 60 lt no t• 16JO 4760 6190 0\ll 1111 I II h Mt)d« r l t 50 knoll o ld II vy ~ 30 knott tit Conaldor d tint rg nc y cundl tlun .lghL 1H 60 knoLl 975 3360 433 5 out llinvy t '10 kn()tl .Fu 1 SpoNI AI t lllld ( From ·rhruhold) Olatanco 0111. . I c hu lt .. 1- ...1- J:~o l - 35° With .41\CO Fl pi C hut BrAkOI Pow r On ILona l<no Ll ••~ t• l Orokln14 F t ot J:" o l .. .. - oo * With Jn 01 ( I\ I 300 90 !J l.>d .

.z co .!PPER ':'ANKS c..t --- f4 0 co a: 18 8a: Ill -< ~ .J < 80 19 0 ~ ..Appendix AF (C) . ~ zo 0 0 ~ 0 - 'ole . 16 80 100 lZO 140 160 INDICA7E D AIRSPEED KNOTS F igure A8-Z AB-4 .1 . 0 Zl -...J 0 b ~ 17 ..J 0 0 .t .. z.1 Part 8 THRESHOLD SPEEDS -SMOOTH AIR WI":'R OR WITHOtri' S:..J la1 ::> tor. 0 C1) co ~ - 0 .

1 . AF (C}-1-1 Appendix I Pa.p setting a. The zero fue!. :selec:ed for ~ci~ng with !. as shown ~n pounds.. • • . With or Without S lipper Tanks .. weight ca.e stall speeds are shown !or !aired flaps. .APS Stall speed varies as a function oi gross ~ h. and 35 . Therefore.n va. .Stall Speeds PAR::' 9 . the landing distances greatly due to differences tn equipmen: a:re appreciably shorte:.wtth 35° i!.le change tn !ic case of a zero fuel weight of 14. 000 touci:.-ag.:o rn•nimize uc. The:re!o:-e. Tne speeds are essentia. • .Uy die same wi~ o : :~action in stall speed is only about 3 without slipper tanks a-: a given gross knots f:rom 15° to 35° flaps. .:rt 9 . . stall speeds should be detennined using the gross weight scale rather than the fuel totalizer scale..lizer for :.. ~ Ete se stall strips have a negtiglble effe