sam SECRET HANDBOOK FLIGHT OPERATING INSTRUCTIONS X-3 AIRCRAFT PRE NAR ‘SECRET 20 NOVEMBER 1951‘SECRET X-3 FLIGHT HANDBOOK AIST OF REVISED PAGES ISSUE INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED PAGES. NOTE: The portion of the text affected by the current revision is indicated by a vertical line in the outer margins of the page. PAGE DATE OF LATEST PAGE DATE OF LATEST PAGE DATE OF LATEST NO. REVISION NO. REVISION NO. REVISION 1 The swerse indicates poner revised odded or deleted by the current A ‘SECRETSECRET Table of Contents X-3 FLIGHT HANDBOOK TABLE OF we CONTENTS — SECTION 1 SECTION I DESCRIPTION NORMAL OPERATING INSTRUCTIONS Paragraph Page Paragraph Page Ll. The Aircraft L Before Entering Cockpit 31 1-7. Power Plant 1 On Entering Aircraft 35 1-24. Oil System 8 Before Starting Engines 37 1.28. Fuel System 8 Engine Operating Limits 37 1-43. Electrical System 10 Fuel System Management 37 1.55. Hydraulic System 18 Oil System Management 38 1-63. Flight Control System 19 Starting Engines 38 1-73. Flaps 20 Engine Warm-Up 38 1-83. Alighting Gear 20 Engine Ground Test 38 1-96. Brake System 23 ‘Taxiing Instructions 38 1-101. Instruments 23 Before Take-Off 38 1-104. Pitor-Static System 2B 40 1-108. Accelerometer 23 40 1-111, Miscellaneous Equipment 25 Climb 40 1-125. Personal Equipment 26 During Flight 40 1-129. Emergency Equipment 26 Turbulent Air and Thunderstorm Flying... 42 1-149. Operational Equipment 29 Diving 2 SECRETMlustrations SECRET X-3 FUGHT HANDBOOK Paragraph 2-60. Stalls 2.62. Spins Permissible Acrobatics Night Flying Approach Landing Stopping Engines Before Leaving Aircraft Page Paragraph Page 42 3.54, Hydraulic System Emergency Operation..... 49 42 356. Flight Controls Power System Failure. 9 423-59. Wing Flap Emergency Operation 9 42 361. Landing Gear Failure 52 42368. Brake System Failure 52 42 3-70. Load Feel System Emergency Operation... 52 Pome 72 Control Failure 42 3-74, Landing Parachute Emergency Operation SECTION tt EMERGENCY OPERATING INSTRUCTIONS Seer pel Gi ouaEayaoe aN orem EES aeleniee B System. 53 4.9. Emergency Air Starting of Engine. 44 a 3-13. Landing with Engines Inoperative. 44 Electronic Equipment 57 315. Fire : 44 £26. Lighting System 58 e Smoke Evacuation 44 £28. Oxygen System 58 4.27. Crash Landing eri 3.32. Emergency Exit 48 SECTION V — EXTREME WEATHER OPERATION 3:34. Emergency Entrance 8 436. Ditching oe ores a 338. Bail-Ouc 48 Fuel System Emergency Operation 9 be TAU ALOU Electrical System Emergency Operation...... 49 To be added when available ILLUSTRATIONS SECTION | SECTION II DESCRIPTION NORMAL OPERATING INSTRUCTIONS Figure Page Figure Page LI. The Aircrafe iv 21. Operating Flight Strength Diagram 33 1.2. General Arrangement 2 Exterior Checks 34 1.3, Compartments and Areas 2 Gaining Entrance to Aircraft 36 Li, Servicing Diagram 3 Danger Areas 37 15. Cockpic Arrangement 4 Fuel System Management 39 16. Cockpit—Right Console 5 2.6. Stalling Speeds Table 0 1-7, Cockpit—Left. Console 5-2-7. Landing Patcern (One or Two Engines 1-8. Control Quadrant 6 Operating) 4 1.9. Engine Air Duct Door Controls i 1-10. Buel System 8 SECTION U1 L-1L. Buel Quantity Data Chart 9 EMERGENCY OPERATING INSTRUCTIONS 1-12, Instrument Panel 10 ; LLIB, Electrical Switch Panel FT Landing Pattern (Engines Inoperative) 45 I-14, Main Power Distribution Schematic 2 Emergency Exit s 1-15. Circuit Breaker Panel i eee eer enc yacoteance SU 116 Ammeter Panel 16 3e& Bail-Out Sequence (Automatic Chute Riga eieennieysrce TT Operation and Seat Separation) 50 118. Hydraulic Panel - 18 1-19. Auxiliary Control Panel 19 SECTION DEV) 1.20. Alighting Gear Control Panel 21 OPERATIONAL EQUIEMENT) 1-21. Alighting Gear Safety Pin Installation. 2 4-1, Air Conditioning and Pressurizing System... 54 1-22. Nose Wheel Well Sear Elevator 4:2, Windshield De-Fogging Control 56 Auxiliary Control Switch : 23 43. Oxygen Consumption Table 37 1.23. Pilot's Seat 2% £4. Oxygen Panel 58 1.24, Seat Elevator Control and Shoulder Harness Snubber Control 25 APPENDIX 1 1.25. Seat Ejection Controls . 26 1-26. Personal Equipment 27 OPERATING DATA 1.27. Fire Extinguisher Panel ...... 28 A-l. Instrument Limit Markings 6 ‘SECRETSECRET X-3 FLIGHT HANDBOOK INTRODUCTION The information and instructions in this handbook are based on calculated data and reports submitted by the manufacturer's engineering department. These in- structions are not intended to teach basic principles of flight, but are designed to provide a general knowledge of the aircraft and specific normal and emergency procedures to be used in operating the aircraft and its related equipment. Every effort has been made to make the handbook easy to read and assimilate. Read the complete book for an over-all picture of the aircraft; use it as a refer- ence manual to answer specific questions. Remember that this is an experimental aircraft and that as a result of flight testing, the information contained in this handbook is subject to revision. The handbook is divided into five sections and an appendix, es follows: Section 1, DESCRIPTION — The function of this section is to describe the aircraft ond the equipment, systems, and controls that are essential to flight ond thet will be needed for one complete mission. All emergency equipment that is not a part of the operational equipment and all miscellaneous equipment is also covered in this section. Section Il, NORMAL OPERATING INSTRUCTIONS — this section contains the steps of procedure to be accomplished from the time the aircraft is approached by the pilot until it is left parked on the ramp after accomplishing one complete mission. Section III, EMERGENCY OPERATING INSTRUCTIONS - this section clearly and con- cisely describes the procedure to be followed in meeting any emergency (except those in connection with the operational equipment) that could reasonably be expected to be encountered. Section IV, OPERATIONAL EQUIPMENT — This section includes the description, normal operation, and emergency operation of all equipment not directly contributing to flight but which enables the aircraft to perform certain specialized functions. In- cluded in this category are: air conditioning and pressurizing system, oxygen sys- tem, communication equipment, etc Section V, EXTREME WEATHER OPERATION. Appendix I, OPERATING DATA — This section contains all operating data charts together with explanatory text on the use of the data presented. SECRETSECRET X-3 FUGHT HANDBOOK Fig. 1-1, The Aircraft ‘SECRET‘SECRET X-3 FLIGHT HANDBOOK SECTION I DESCRIPTION 1-1, THE AIRCRAFT. 1-2, ‘The Model X-3 aircraft, manufactured by Douglas Aircraft Co., Inc., is a single-seat landplane for use in high-speed, high-altitude research (see Fig. 1-1). The aircraft is not intended for service use; therefore, serv- ice equipment has been installed only where required for research purposes. 1-3, AIRCRAFT DIMENSIONS. 1-4. ‘The principle dimensions of the aircraft are: Lengch (cheee-point position) 66 feet, 9 inches Height-over cal (three-point position) 12 feet, 63 inches Span 22 Feet, 825 inches 15. AIRCRAFT GROSS WEIGHT. 1-6. ‘The design gross weight is 20,800 pounds with an allowable overload for take-off up to 23,840 pounds. 1-7. POWER PLANT. 1-8. The aircraft is powered by two Westinghouse Model XJ34-WE-17 turbojet engines with afterburners. Section | Paragraphs 1-1 through 1-12 1.9. POWER PLANT CONTROLS 1-10. ENGINE AIR INTAKE DOOR CONTROLS. ‘Two controls for the hydraulically actuated air intake doors (Fig. 1-9) aft of the pilot's seat have the follow- ing positions: "OPEN” and “CLOSE.” Note ‘The air intake doors must be in the “OPEN” position before the engines can be started. 1-11. ENGINE MASTER SWITCHES. Two “ON- OFF” engine master switches, one for each engine, are located on the switch panel (Fig. 1-13). The engine master switch must be in the “ON” position at least 20 seconds before a start is attempted with the respec- tive engine. 1-12, ENGINE THROTTLE CONTROLS. Two throttles and a throttle friction lock are located on the control quadrant (Fig. 1-8). Each throttle incorporates a throttle interlock switch which prevents the air in- take door from being closed when the throttle is in SECRET uSection | ‘SECRET X-3 FLIGHT HANDBOOK STARTER EXTERNAL POWER RECEPTACLES LANDING PARACHUTE Gbewety ENGINES) TURGOUET ENGINES, LEFT AND RIGHT AMCRAFT SLECTRICA [EXTERNAL POWER RECEPTACLE Art runt TANK. INSTRUMENT PANEL COMMUNICATIONS AND TOAD FEEL COUIPMENT AsTERBUENES Ger si0e snowy ign ibe TYPICAL) FIGHT TEST RecoRDING INSTRUMENTATION FUGNT TEST RECORDING. INSTRUMENTATION (BELOW WING) ‘nt ExnNGUsHER GROUND PLUG. OM (EFT SDE SHOWN, RIGHT SIDE TYPICAL) [MAIN AUGHTING GEAR (tert soe SHOWN fnigur stor T¥rical) ‘AIR CONDITIONING COMPARTMENT cocker REMOVABLE NOSE SECTION —+leNo: GEAR ee TURBOUET ENGINE COMPARTMENT Rory Rik aco ernanr| _ as tanoine ‘ raracnure COMPARTMENT “ona, arrerauener INSTRUMENTATION COMPARTIENT at COMPARTMENT MANOMETER_ ANO MAIN GEAR GS ‘OSCILLOGRAPH COMPARTMENT Fig. 1-3. Compartments and A ve 2 SECRET‘SECRET Section | X-3 FLIGHT HANDBOOK FLUID SPECIFICATIONS NO, OF FLUID TANKS — | SPECIFICATION mi-0-6081 ENGINE OIL 2 peecon le HYDRAULIC zi aa FLUID AFT FUEL TANK MIL.S572 FILLER NECK ACCESS: Fue 2 es WATER 1 Distiled “OXYGEN 1 ~ANO-Te ENGINE OIL RESERVOIR FILLER ACCESS RH FORWARD FUEL TANK FILLER NECK ‘ACCESS DOOR ENGINE OIL RESERVOIR FILLER ACCESS LH HYDRAULIC RESERVOIR FILLER ACCESS OXYGEN TANK FILLER VALVE: WATER TANK FILLER VALVE The best method of filling the hydroulic reser- voirs is to fill them from the tee in the left main gear wheel well while bleeding the main reservoir through the access deor on the for- ward fuselage. Fig. 1-4, Servicing Diagram SECRETSection | SECRET X-3 FLIGHT HANDBOOK Elevator Load Feel Manual Override Knob cr Ponel er Panel rake Pedals Control 10d Feel Aileron ond Elevator Electric Trim Control Fig. 1-5. Cockpit Arrangement SECRET‘SECRET X-3 FLIGHT HANDBOOK a i eet XO FS + cecurt Brenner > ~) woe ere fa Fe Section I CONTROL QUADRANT AUXIUARY CONTROL PANEL Fig. 1-7. Cockpit — Left Console SECRET 5SECRET X-3 FLIGHT HANDBOOK Section | Fig. 1-8. Control Quadrant ‘SECRET‘SECRET X-3 FLIGHT HANDBOOK Fig. 1-9. Engine Air Duct Door Controls any position other than “CUT-OFF.” The throttles have a range through the following positions: “AFTERBURNER” (100 per cent afterburner. Booster pumps “ON” automatically.) “ML” (Full throttle for the engine.) (Detent) “ape” (Engine stare position, after starter “CUT-OFF (Engine stopped.) 1-13, EMERGENCY IGNITION SWITCHES. Two "ON-OFF emergency ignition switches, mounted on the switch panel (Fig. 1-13), are used’ primarily in making air starts (0 furnish ignition when starting ‘on the emergency engine control system (see paragraph 39) 1-14, ENGINE ELECTRONIC CONTROL. 1-15. Each engine is equipped with a control system consisting of an electronic primary and mechanical ‘emergency system. The emergency system takes over automatically in case of an engine primary pump fail- ure, an afterburner fuel pump failure, or if the elec- trical power to the power regulator fails. A manual selection of control is provided. Section | Paragraphs 1-13 through 1-20 1.16. ENGINE MANUAL CONTROL SWITCHES. Two three-position spring-loaded engine manual con. trol switches, one for each engine, are mounted on the switch panel (Fig. 1-13). The switches are spring. loaded co the center position, the other positions being EMERGENCY” and “PRIMARY.” The “EMER. GENCY” position is used either in the event that the automatic switch-over system fails or for ground check out of the emergency system. The electronic control system can be reset for normal operation by momen- arily positioning the manual control switches to “PRIMARY 1-17, POWER PLANT INSTRUMENTS. 1-18. TURBINE OUTLET TEMPERATURE INDI- CATORS, Two turbojet engine curbine outlet tempera. ture indicators, mounted on the instrument panel (Fig. 1-12), indicate, in degrees centigrade, the average of four thermocouples located at each turbine outlet, 1-19. BEARING OIL INLET TEMPERATURE IN. DICATORS. Two turbojec engine bearing oil inlet temperature indicators, mounted on the instrument panel (Fig. 1-12), indicate, in degrees centigrade, the temperature of the main oil supply entering the main bearings. 1.20. GROSS THRUST INDICATORS. Two gross thrust indicators, mounted on the instrument panel (Fig. 1-12), indicate in pounds the thrust developed by each engine. ‘SECRET 7Section 1 Paragraphs 1-21 throuah 1-29 AET TANK 10 tom eNoINEs A TANK SELECTOR VALVE = ENGINE NO, 2 Fig. 1-10. 1-21, PER CENT TACHOMETER INDICATORS. A dual indicating per cent tachometer indicator is mounted on the instrument panel (Fig. 1-12) and indi: cates in per cent of engine military rpm from 0 to 110 1-22. AFTERBURNER OVERHEAT WARNING LIGHTS AND TEST SWITCHES. Two afterburner overheat warning lights and test switches are mounted on the fire extinguisher panel (Fig. 1-27). The test switches are used to check circuit continuity co the warning lights. 1.23. ENGINE STARTER SWITCHES. Two “ON. OFF” spring-loaded starter switches, one for each en gine, are located on the switch panel (Fig. 1-13). Hold: the switch in the “ON” position energizes the ter circuit. The air intake door control must be in the “OPEN” position before the starter will function ‘The starter circuit has a 90-second continuous opera- tion limitation, in 30-second increments, after which a delay of 30 minutes should be allowed before attempt- ing to restart the engine. 1-24, OIL SYSTEM. 1:25. An independent oil system for each engine provided co supply the engine with oil from an in- tegral oil tank (capacity two U.S. gallons). Operation of the oil system is automatic and no controls are pro- vided. NORMAL ‘SECRET X-3 FLIGHT HANDBOOK FORWARD TANK TO BOTH ENGINES. FORWARD TANK ENGINE NO. 1 Fuel System 1-26. OIL SYSTEM INDICATORS. 1-27. Two pressure indicators for the turbojet eng. ves calibrated in pounds per square inch, are mounted a the instrument panel (Fig. 1-12). 1-28. FUEL SYSTEM. 1-29. The fuel system is a pressurized system, being under five-psi-gage pressure when the engines are oper ating. Each cank also has a submerged booster pump, which is turned on when the booster pump switch is in the "ON" position. Fuel flows from the tank through the shut-off valve to an engine-driven booster pump, an engine dual fuel pump, and an afterburner fuel pump. Each engine has its own independent fuel system, the forward tank supplying the left engine and the aft tank supplying the right engine. A fuel tank selector valve has also been incorporated so that either tank can supply fuel co both engines. In the event of failure of one element of the engine dual fuel pumps, the other element will automatically take over and supply fuel to the engine. In the event of afterburner fuel pump fail ure or afterburner fuel regulator failure during after- burner operation, continued operation of the after- burner is made possible by automatic routing of fuel to the afterburner from the engine fuel system below 6000 feet. An auxiliary jettisonable tank, which has forward and aft cells pressurized to 20 psi, is provided, This tank is to be attached to the belly of the aircraft. 8 ‘SECRET‘SECRET X-3 FLIGHT HANDBOOK Section | Poragraphs 1-30 through 1-38 FUEL QUANTITY DATA (POUNDS) ar no, USABLE FUEL UNUSABLE FUEL EXPANSION TOTAL + LEVEL FLIGHT LEVEL FLIGHT SPACE CAPACITY FORWARD 1 2950 50 ° 3000 art 1 2940 36 4 2990 AUXILIARY MLORW AnLicerymn! To BE ADDED WHEN AVAILABLE. AUXILIARY ecerfeeua 1 TO BE ADDED WHEN AVAILABLE, TOTAL USABLE FUEL 5890 POUNDS (CALCULATED) NOTE: Level FLGHT Is ASSUMED TO BE TWO DEGREES NOSE UP. UNUSABLE FUEL 1S THAT FUEL IN THE TANK WHICH 15 NOT AVAILABLE TO THE ENGINE, Fig. 1-11. Fuel Quantity Data Chart ‘The forward cell supplies fuel to the forward tank and the aft cell supplies fuel to the aft tank; this is accom- plished by means of the 20-psi tank pressurization, which is controlled by a solenoid-operated air valve. 1.40, FUEL SYSTEM CONTROLS. 1-31. FUEL TANK SELECTOR VALVE ‘One fuel eank selector valve control is mounted on the auxiliary control panel (Fig. 1-19), and has the fol- lowing positions “FWD TANK TO BOTH ENGINES” (Each tank supplying fuel co its respective “NORMAL” “AFT TANK TO BOTH ENGINES” 1-32, FUEL BOOSTER PUMP SWITCHES. The «wo electrically driven tank-mounted fuel booster pumps, one for each fuel system, are controlled by two "ON- OFF” switches mounted on the switch panel, (Fig. 1-13). The booster pumps must be on at all times except in an emergency (see paragraph 3-1). Should the tank booster pump switch be inadvertently left in the "OFF" position, the pumps will automatically be switched “ON” when the throttle is advanced into the after- burning range. 1-33. FUEL SYSTEM ENGINE FIRE SHUT-OFF VALVES. A manually actuated shut-off valve, con- trolled by a handle on the fire extinguisher panel (Fig. 1.7), is installed at each firewall to shut off the flow of fuel, (See paragraph 1-134 for detailed information on engine fire shutoff valve controls.) 1:34, AUXILIARY JETTISONABLE TANK FUEL TRANSFER SWITCH. An auxiliary jettisonable tank fuel transfer switch mounted on the hydraulic panel (Fig. 1-18) has the following positions: “FUEL TRANSFER” and “OFF.” Placing the switch in the FUEL TRANSFER” position transfers the fuel from the auxiliary fuel cells to the respective main tanks. 1.35, AUXILIARY TANK JETTISON SWITCH. An auxiliary tank jettison guarded switch is mounted on the hydraulic panel (Fig. 1-18). The auxiliary tank should be jettisoned before exceeding Mach 0.9 and the aircraft should be under positive G ace To jettison the auxiliary tank, raise the guard and place the switch in the “UP” position. 1.36, FUEL SYSTEM INDICATORS. 1-37. FUEL QUANTITY INDICATORS AND TEST IN. Two fuel quantity indicators, one for each tank, are mounted on the instrument panel (Fig. 1-12). Fuel quantity is registered by a self-balancing bridge capacitance indicating system for each tank. This sys- tem is calibrated for use with AN-F-48 fuel only and will automatically compensate for fuel temperature changes. Indicator dial calibration is from 0 to 3500 pounds of fuel. A. push-to-test button is mounted above the indicators (Fig. 1-12) to provide a means of check- ing the indicators for proper operation. SECRET 9Section | Paragraphs 1-39 through 1-44 ‘SECRET X-3 FLIGHT HANDBOOK Fig. 1-12. Instrument Panel 1.38. TURBOJET ENGINE FUEL FLOWMETERS. Two turbojet engine fuel lowmeters, indicating fuel flow in pounds per minute, nent panel (Fig. 1-12). re mounted on the insteu- 1.39. AFTERBURNER FUEL FLOWMETERS. Two icerburner fuel flowmeters, indicating fuel flow in pounds per minute, are mounted on the instrument panel (see Fig, 1-12) 1-{0. TURBOJET ENGINE FUEL PRESSURE INDI CATORS. Two turbojet engine fuel pressure indica tors, calibrated in pounds per square inch, are mounted on the instrument panel (see Fig. 1-12), Lil. AFTERBURNER FUEL PRESSURE INDICA TORS. Two afterburner fuel pressure indicators, cali- brated in pounds per square inch, are mounted on the instrument panel (see Fig. 1-12). 142. EMERGENCY FUEL PUMP WARNING LIGHTS. Two push-to-test amber emergency fuel pump warning lights, mounted on the instrument panel (see Fig. 1-5), illuminate under the following circum Failure of the power supply to the primary fuel regulator, Failure of the primary engine-driven fuel pump. Failure of the afterburner fuel pump. Failure of the afterburner regulator i the closed position. When the engine manual control switch is placed in "EMERGENCY. 1-43. ELECTRICAL SYSTEM. L-44. ‘The electrical system is a 28-volt, direct-current, single-conductor system. D-c power is furnished by two 200-ampere engine-driven generators and one 24-volt storage battery. Two inverters are operated by the d-c system to supply a-c power. Power is distributed to various units by bus bars and/or feeder cables, with the aircrafe structure serving as a ground return. Circuit protection is provided by circuit breakers (see Figs. (Continued on page 16) 10 ‘SECRET‘SECRET X-3_ FLIGHT HANDBOOK Fig. 1-13. Electrical Switch Panel ‘SECRET Section | Note: Toggle switch guards have been cut away for clarity.Section | ‘SECRET X-3 FLIGHT HANDBOOK VOLTAGE REGULATOR The voltage regulator maintains even voltage (electrical pressure) for current output of its generator to moster bus, If the voltage regulator cannot hold the gen- [ FIELD ‘erator voltage above the master bus voltage, | _ RELAY the generator control relay will automatically ‘open to prevent the reverse flow of current from the master bus to the generator, which would dain the system. ‘OveRvotT. RELAY BATTERY NORMAL RELAY. ‘CONTROL RELAY (STRAIN GAGE) INSTRUMENTATION POWER jer) switch Barrer SWITCH. |— sunt BATTERY EMERGENCY +] RELAY starrer FEED PUMP, ME current low Test EQuiP MMMM evens current row } ae ‘CONTROL TEMPERATURE SWITCHES aareRAT TRANS RELAY MAIN POWER DISTRIBUTION SCHEMATIC 12 Fig. 1-14 (Sheet 1 of 2 Sheets). Main Power Distribution Schematic ‘SECRET‘SECRET Section | X-3 FLIGHT HANDBOOK GENERATOR FIELD CIRCUIT BREAKER This ie @ trip-free type circvit breaker. It should not be reclosed until the condition that caused it to trip has been corrected. Cause for tripping this circuit breaker is usually serious. It should never be reclosed except case of emergency. [+ FIELD RELAY OPENED BY OVERVOLTAGE RELAY. CLOSED BY RESET SWITCH. ‘OVERVOLT. RELAY. VouTAGE REGULATOR ‘GROUND POWER RELAY, CONTROL SWITCH GROUND POWER SwiTCH, CONTROL RESET SWITCH umurER inverter POWER LANDING GEAR EMERGENCY AND DOOR HYORAUUIC WARNING PUMP. INVERTER CONTROL HYDRAULIC VALVE FIRE EXTINGUISHER SHUT-OFF FIRE_AND OVERHEAT COIL TEMPERATURE WARNING. DROP TANK BANK AND TURN INDICATOR = GYRO COMPASS ELEVATOR De. FLAP POSITION SHETRADIO) INSTRUMENT aa PANEL VIBRATOR BEACON #2 of 2 Sheets). Main Power Distribution Schematic Fig, 1-14 (Sh ‘SECRET 13Section | ‘‘SECRET Section 1 X-3 FLIGHT HANDBOOK Fig, 1-15 (Sheet 2 of 2 Sheets). Circuit Breaker Panel ‘SECRETSection | SECRET X-3 FLIGHT HANDBOOK Paragraphs 1-45 through 1-53 Fig. 1-16. Ammeter Panel (Continued from page 10) 1-14 and 1-15). The following is a list of a-c- and d-c- operated equipment A-C OPERATED EQUIPMENT Astitude Gyro. Fucl Flow and Quantity Indicators Fuel and Osl Pressure Indicators Lad Feel System Temperature Conteol System D-C OPERATED EQUIPMENT Bank-and-Turn Indicator All Flap Indicators Landing Gear Indicator Bearing Oil Inlet Tempera- ture Indicator Seat Elevator Electric Trim Controls Alara and Warning Systems AAU Electrical Pumps Communica Lesition Inverters Fuel Quantity Indicators Starters Auxiliary Tank Jettison Engine Air Duct Door Safety Circuit Circuits Emergency Hydraulic Pump A-C AND D-C OPERATED EQUIPMENT Compass SELF-GENERATED EQUIPMENT Tachometers Turbine Outlet Temperature Indicator 1-45, ELECTRICAL SYSTEM CONTROLS. 1-46, BATTERY SWITCH. A three-position battery switch mounted on the ammeter panel (Fig. 1-16) has the following positions: “NORMAL,” “OFF,” and “EMERGENCY.” In the “NORMAL” position the bat- 16 tery is disconnected from the system bus and is used exclusively to supply power for the test equipment, In the "FMERGENCY™ position the battery is con nected co the main bus and the instrumentation is dis connected. Note The battery must be completely charged be- fore each flight. 1-47. GENERATOR SWITCHES. Two guarded, three- position, spring-loaded, generator switches mounted on the fire extinguisher panel (Fig. 1-27), have the fol- owing positions: “ON,” “OFF,” and “RESET.” The “ON-OFF” positions are conventional in operation; the spring-loaded “RESET” position is for use in resetting a tripped generator relay. If a generator relay trips, as evidenced by the illumination of a warning light mounted on the ammeter panel (Fig. 1-16), the switch must be momentarily positioned 1 “RESET” before returning it to “ON.” The warning light will go out after the relay is reset. Note If, after positioning to reset, the light does nor go out, the generator has failed. Turn the switch to “OFF. 1-48, INVERTER SELECTOR SWITCH. A th position inverter selector switch is mounted on the ammeter panel (Fig. 1-16) and has the following posi- tions: “MAIN,” "OFE,” and “EMERGENCY.” In the “MAIN” position the main inverter and the instru- mentation inverter are supplying a-c power to all ac equipment. The "EMERGENCY ” position supplies ae power only to the aircraft from the instrumentation inverter. The “OFF” position is conventional 1-49, GROUND POWER SWITCH. An “ON-OFF ground power switch is mounted on the switch panel (Fig. 1-13). The switch must be in che “ON” position at all times ground power is connected to the aircraft 1-50. EXTERNAL POWER SOURCE RECEP. TACLES. An external power source receptacle is pro- vided on the right side of the aircraft (Fig. 1-4), be- neath a hinged access door, to permit the introduction of external power for operating aircraft equipment, Two outside external power source receptacles, one in each main gear wheel well (Fig. 1-4), are provided «0 permit the introduction of external power for engine starting, 1-51, CIRCUIT PROTECTORS. Circuit protectors are mounted on the circuit breaker panels on the cockpit right console. Each circuit breaker is identified by an adjacent name plate (Fig. 1-15). 1-52, ELECTRICAL SYSTEM INDICATORS. 153. INVERTER INDICATOR LIGHT. One push-to: test inverter failure warning light is mounted on the ‘SECRET‘SECRET Section | X3 FLIGHT HANDBOOK ERAN surrty srs wroeauuc MR rressune sysrem HIELEEEE emercency pressure ecru —— CHANICAL unease VARAMLEDISLACEMENT HYDRAULIC PUMP —— — BLECTRICAL UNKAGE FIRE SHUT-OFF PULL HANDLES Q)_ mesute caves Tactic moron setae" Soe ‘Aim PRESSURE ‘ ‘Or VALVE sau.ore vauves § Gircurrseeaxex ume : eo. HYDRAULIC SYSTEM. ee L DISPLACEMENT veatiuat mromme [ oes 1% Hoa Core | OY counter My rome’ Kh EMERGENCY EXTENSION Arn ore ELECTRIC. PUMP some AILERON POWER STRUT. RUDDER POWER STRUT. ELEVATOR CONTROL (uruiry system VALVE CONTROL HANDLE STAND-BY HYDRAULIC (MAIN GEAR STRUT. MAIN GEAR DOOR CONTROL VALVE LANDING GEAR. POSITION LEADING EDGE FLAP. AND AIR [HYDRAULIC BRAKE CONTROL VALVES | CONTROL VALVE BRAKE. HANDLE TRAILING EDGE FLAP PILOT'S BRAKE PEDALS CONTROL VALVE FLAP POSITION CONTROL CONSOLE MANUALLY OPERATED FIRE SHUT-OFF VALVE UTUTY HYDRAULIC SYSTEM PRESSURE ACCUMULATOR ENGINE AIR DUCT CONTROL VALVE SPEED FLAP ‘CONTROL VALVE Fig. 1-17. Hydraulic System SECRET 7Section | Paragraphs 1-54 through 1-59 ‘SECRET X-3 FLIGHT HANDBOOK Fig. 1-18. Hydraulic Panel ammeter panel (Fig. 1-16). If the light illuminates, ic indicates failure of the selected inverter. |. AMMETERS. Two ammeters are mounted on the ammeter panel (Fig. 1-16) to indicate the amperage output of the engine generators. 1-55. HYDRAULIC SYSTEM. 1-56. The hydraulic system (Fig. 1-17) operates the retractable tricycle landing gear, the wheel brakes, the leading and trailing edge flaps, the speed flap, the elevator, rudder and aileron surface control power units, and actuates the engine air intake duct doors. Two engine-driven hydraulic pumps, a variable dis- placement pump installed on the right engine and a fixed displacement pump on the left engine, deliver hydraulic fluid (Fig. 1-17) under pressure to the system during normal operation. The variable displacement pump furnishes hydraulic pressure to the elevator, rudder, and aileron surface control units, and to the engine air intake duct doors only. The fixed dis- placement pump furnishes hydraulic pressure to all hydraulically actuated equipment, including two ac- cumulators, one of which reserves hydraulic pressure sufficient for four full brake applications in the event of a hydraulic system failure or engine shutoff. An electrically operated hydraulic pump is provided to operate the hydraulic system when the engine-driven pumps are inoperative. Note ‘The variable displacement pump alone will not operate the flaps, gears, or brakes. 1.57. HYDRAULIC SYSTEM CONTROLS, 1.58. STANDBY HYDRAULIC PUMP SWITCH. A standby hydraulic pump switch is mounted on the hydraulic panel (Fig. 1-18) and has the following positions: “ON” and “OFF.” 1.59. STANDBY HYDRAULIC SELECTOR VALVE CONTROL. A standby hydraulic selector valve con- trol mounted on the auxiliary control panel (Fig. 1-19) directs the hydraulic fluid from the electrically driven standby pump. The positions of the selector valve control are as follows: —— “ELEVATOR” Normal handle position <— "FLaps” Do not lower trailing flap above 280 knots with handle in this, position <+— "GENERAL SYSTEM” For ground check only. Note ‘The action of all controls will be slower when the standby hydraulic system is used. ‘SECRETSECRET X-3 FLIGHT HANDBOOK a) Ah al Riehl ear Section | Paragraphs 1-60 through 1-67 Srey Af sity iS Brac Fig. 1-19. Auxiliary Control Panel 1.60. HYDRAUL:C SYSTEM FIRE SHUT-OFF VALVES. A manually actuated shut-off valve, con trolled by a handle on the fire extinguisher panel (Fig. 1.27), is installed at each firewall to shut off the flow of hydraulic fluid. (See paragraph 1-134 for detailed information on engine fice shut-off valve controls.) 1.61, HYDRAULIC SYSTEM INDICATORS. 1-62, HYDRAULIC SYSTEM PRESSURE GAGES Two hydraulic system pressure gages, one for the con- trol surface system (aileron, rudder, elevator, and duct doors), and one for the general system, are mounted on. the hydraulic panel (Fig. 1-18). 1-63. FLIGHT CONTROL SYSTEM. 1.66. The flight controls used in shis aircraft are irreversible. The trim controls are electrically actuated; also there is a synthetic load feel system provided which automatically varies the pilor’s force feel on the flight controls depending on indicated airspeed, Mach num- ‘SECRET ber, and pressure altitude. An electronic amplifier sys- tem varies the moment arm of a caged spring t0 pro- duce control “feel” for the pilot. Hydraulic power units are provided for each control, with duplicate cylinders being provided for the elevators. These dupli- cate cylinders have separate hydraulic systems; in case the normal hydraulic system fails, che standby system can be selected to operate the elevator hydraulic power 1.65. FLIGHT CONTROLS. 1.66. CONTROL COLUMN AND WHEEL. The push- pull-type control column is spring-loaded to the center position. A wheel controls the ailerons in the conven- tional manner (Fig. 1-5). 1.67. RUDDER CONTROLS. The rudder is controlled by rudder pedals in the conventional manner (Fig. 1-5). ‘The pedals can be adjusted for length only while the raft is on the ground. 19Section | Paragraphs 1-68 through 1-84 168, AILERON AND ELEVATOR TRIM CON- TROL SWITCH. A switch controls trimming of the ailerons and elevator. It is mounted on the right side of the control wheel (Fig. 1-5). 1.69. RUDDER TRIM CONTROL SWITCH. The rudder is controlled for trimming purposes by a “LEFT-RIGHT” switch mounted on the control quad- rant (Fig. 1-8) 1-70. ELEVATOR LOAD FEEL MANUAL CON- ‘TROL. The elevator load feel manual control mounted immediately below the instrument panel (Fig. 1-12), is to be used (other than for research purposes) only when the automatic control fails, and has the follow- ing positions: “DECREASE” and “INCREASE.” Thir- teen turns are required for full range in either direction. 1-71. ELEVATOR MANUAL TRIM CONTROL. The elevator manual trim control mounted on the auxiliary control panel (Fig. 1-19), is to be used in case of actu- ator malfunction. The positions of the control are “NOSE UP” and "NOSE DOWN.” 1-72. CONTROL SURFACE POWER SUPPLY SWITCH. The guarded control surface power supply switch, mounted on the hydraulic panel (Fig. 1-18), has the following positions: "NORMAL" and “OFF.” The switch is guarded to the “NORMAL” position and should be turned “OFF” for test purposes only, ‘namely to check manual control. 1-73. FLAPS. 1-74, ‘There are three independent, hydraulically oper- ated flaps used on this aircraft: split trailing edge flaps, which are of the blow-back type and are conventional in operation; leading edge flaps, which are of the fol- low-up type, installed on the wing leading edge; and a speed flap, which is provided to slow the aircraft down and may be used in conjunction with the throttle for approach and landing. 1.75. FLAP CONTROLS. 1-76, TRAILING EDGE FLAP CONTROL. The trail- ing edge flap is controlled by a control lever mounted on the control quadrant (Fig. 1-8) and has the follow- ing positions: “UP Full up above 350 knots IAS. “NEUT” Position after selective positioning. “DN (Used in conjunction with leading edge fap control.) “DN" Full down. Note The trailing edge flaps, which are of the blow-back type, will move through their full up or down travel in 10 seconds, when the air- craft is on the ground. SECRET X-3 FLIGHT HANDBOOK 1.77. LEADING EDGE FLAP CONTROL. The lead- ing edge flap is controlled by a pre-position control lever mounted on the control quadrant (Fig. 1-8) and has the following positions: “UP Full up above 350 knots IAS. - To 350 knots TAS or M = 09. "DN" Full down below 280 knots IAS. Note Leading edge flaps will move through their full up or down travel in three seconds. 1.78. SPEED FLAP. The speed flap is controlled by a control lever mounted on the control quadrant (Fig, 1.8) and has the following positions: oyp oto" "90" “30° "ao" Note ‘The speed flap, which is of the blow-back type, will move through its full up or down travel in ewo seconds. 1.79. FLAP INDICATORS. 1-80, LEADING EDGE FLAP INDICATOR. An elec- tric leading edge flap indicator, calibrated in degrees of travel from “UP” co "30°" (down) is mounted on the instrument panel (Fig. 1-12). 1-81. TRAILING EDGE FLAP INDICATOR. An electric trailing edge flap indicator, calibrated in de- ‘grees of travel from “UP” to "50°" (down) is mounted ‘on the instrument panel (Fig. 1-12). 1.82. SPEED FLAP WARNING LIGHT. A speed flap warning light is mounted on the instrument panel (Fig. 1-12), and illuminates when the speed flap is in any position other than full up when the cockpit control is in the full UP position. 1-83. ALIGHTING GEAR. 1-84. The tricycle alighting gear is hydraulically actu- ated; both the main gear and the nose gear move simultaneously to either the up or down position. Upon retraction, the main gear wheels are automatic- ally braked to stop rotation before the gear is fully re- tracted. Nose gear braking is accomplished by a snub- ber in the top of the nose gear wheel well. In the retracted position, the main gear is held up by the gear retracting cylinder hydraulic pressure and the door 20 SECRETSECRET X-3 FLIGHT HANDBOOK eRe TAS Section 1 Paragraphs 1-85 through 1-92 Fig. 1-20. Alighting Gear Control Panel over-center linkage. The nose gear door is mechanic- ally interconnected to, and actuated by, the nose gear actuating mechanism. 1.85. Protection against inadvertent retraction of the alighting gear on the ground is provided by a safety solenoid that prevents the alighting gear control lever from being moved out of the "DOWN" position while any load remains on the alighting gear. A finger hole in the alighting gear control panel (Fig. 1-20) provides a means of manually releasing the solenoid. 1-86. Alighting gear ground safety pins should be in- stalled in the alighting gear retracting links to prevent inadvertent collapsing of the gear while the aircraft is on the ground (Fig. 1-21). 1-87. ALIGHTING GEAR CONTROL LEVER. 1.88. The alighting gear is controlled by the alighting gear control lever mounted on the alighting gear con- ‘trol panel (Fig. 1-18). The lever positions are “UP,” “DOWN,” “EMERG. DOWN” and “EMERG. AIR- BRAKES.” The “EMERG. DOWN” and “EMERG. AIRBRAKES” position supplies air pressure to force the nose gear into the extended position, to open the main gear doors so that the main gear may drop by gravity, and to the brake valves. A hinged gate is in- stalled at the "DOWN" position to prevent inadver- tent movement to the “EMERG. DOWN" and “EMERG. AIRBRAKES” position. Note The alighting gears will move through their full travel up in five seconds, or down in approximately three seconds. 1.89. ALIGHTING GEAR INDICATORS. 1.90. ALIGHTING GEAR POSITION INDICA- TORS. Three alighting gear position indicators, mounted on the alighting gear control panel (Fig. 1-20), ‘one for each gear, give indication of the position of each gear. When the gear is up and latched, its re- spective indicator reads “UP.” When each gear is down and locked, a picture of a gear and wheel appears on the face of each indicator. When the alighting gear ther retracting, extending or in any other posi- tion, or when d-c power is not supplied, a striped marker shows in each indicator. 1.91. ALIGHTING GEAR UNSAFE WARNING LIGHT. An alighting gear unsafe, push-to-test, red warning light is mounted on the alighting gear contcol panel (Fig. 1-20) and illuminates when the ali gear is in any position other than locked up or down. 1.92. ALIGHTING GEAR WARNING HORN AND. RESET BUTTON. A warning hora, mounted in back of the pilot's seat (Fig. 1-23), automatically sounds at speeds below Mach 0.3 when the gear is in any position other than full down and locked. The warning horn 21 SECRETSECRET Section 1 X-3 FLIGHT HANDBOOK 7m UPPER NOSE GEAR SAFETY FIN Insrattarion ‘ MAIN. GEAR safeTY PIN [|| INSTALLATION. |\| MI | ¢ LOWER NOSE GEAR SAFETY PIN INSTALLATION Fig. 1-21. Alighting Gear Safety Pin Installation 2 SECRETSECRET X-3 FLIGHT HANDBOOK may be silenced and reset for future action by pushing the reset button mounted on the alighting gear control panel (Fig. 1-20) in the event operation of the aircraft must be continued with a throttle retarded. 1.93. ALIGHTING GEAR DOOR WARNING LIGHT. An alighting gear door, push-to-test, amber warning light is mounted on the alighting gear con- trol panel (Fig. 1-20) and illuminates when any of the lighting gear doors are nor fully closed and the alight- ing gear control lever is in the “UP” position. 1-94, NOSE WHEEL STEERING. 1.95. Nose wheel steering is not provided, 1-96. BRAKE SYSTEM. 1.97. Both the normal hydraulic system and the emer- gency aie brake system can be used to operate the ex- pander-tube-type brakes installed in each main gear wheel for constant or differential braking. The brake accumulator in the hydraulic system (see Fig. 1-17) will provide a limited number of brake applications in the event of a general hydraulic system failure, or when the left engine has dropped below approximately 400 rpm 1.98. BRAKE SY: ‘TEM CONTROLS. 1.99. The hydraulic brakes and the emergency air brakes are actuated by toe pressure applied to the ed rudder pedals (see Fig. 1-17), the pressure ap- plied co the brakes being in proportion to the pres- sure applied to the brake pedals Note Do not pump the brakes when using the emer- gency air brake system; apply brakes smoothly. 1-100. EMERGENCY AIR BRAKE CONTROL. In the "EMERGENCY DOWN AND AIRBRAKES” position, the alighting gear control handle (Fig. 1-20) mounted on the alighting gear control panel, operates an air valve which directs pressurized air to the air brake system for emergency operation if neither normal nor brake accumulator hydraulic pressure is available Note When the emergency air brake system has heen used, the brakes and the alighting gear must be bled. 1-101, INSTRUMENTS. 1-102, Except for the tachometers and the turbine outlet temperature indicators, which are self-generated electrical instruments, all other engine instruments, quantity and pressure indicators, and position indi tors are energized by the aircraft's electrical system. Section | Paragraphs 1-93 through 1-109 1-22, Nose Wheel Well Seat Elevator ‘Auxiliary Control Switch ‘The cockpit temperature and cockpit differential pres- sure indicators are direct-reading instruments, 1-103. The attitude gyro operates on 115-volt, 3-phase, ac power supplied by the inverters. Sensitive pitch indicators of .035 inch per degree and pari compensation is maintained. Indication is convet tional al turn error 1-104, PITOT-STATIC SYSTEM. 1.105. Ram and atmospheric air pressures to operate the airspeed, machmeter, Mach limit switca, altimeter, cabin differential pressure indicator, load feel systen and various recording instruments, are supplied by the pitot-static system. The pitot-staric system employs one high-speed pizor-static tube, one alternate pitor pres: sure tube, and four alternate sources of static pressure 1-106, PITOT ATIC SYSTEM CONTROL. 1-107. The pitot-static system control is mounted for ward of and above the instrument panel (Fig. 1-12), and has the following positions: “NORMAL” and “EMERGENCY.” In the “EMERGENCY” position air is supplied to the airspeed indicator only. 1-108. ACCELEROMETER. 1-109. The accelerometer mounted on the instrument panel (Fig. 1-12), is a direct-reading instrument, and measures vertical accelerations in the range of —5 to +12 units. Three pointers are used; one main pointer 23 SECRETSection | 24 SECRET X-3 FLIGHT HANDBOOK Fig. 1-23. Pilot's Seat SECRET Safety Belt Shoulder Harness Safety Belt Locking Device Knee Straps Crotch Belt Radio Headset and Microphone Oxygen Outlet Sect Latch Inspection Hole Seat Elevator Switch Shoulder Harness Snubber Control Seat Stabilizer Fin Air Pressure Gage Stirrup Oxygen Panel jection Controls Seat Stebilizer Fin Seat Stobilizer Fin Adtvating Cylinder Seat Ejection Catapult Seat Pilot Parachute Parachute ProjectorSECRET X-3 FLIGHT HANDBOOK Section | Paragraphs 1-110 through 1-124 Fig. 1-24. Seat Elevator Control and Shoulder Harness Snubber Control for indicating instantaneous acceleration, and two aux- iliary pointers, one for indicating maximum positive acceleration and one for indicating maximum negative acceleration, 1-110. ACCELEROMETER CONTROL. A. control knob mounted on the face of the accelerometer is pro- vided for releasing the auxiliary pointers for return into juxtaposition with the main pointer. 1-111, MISCELLANEOUS EQUIPMENT. 1-112. PILOT'S ELEVATOR SEAT. 1-113. The pilor’s elevator seat is installed on vertical tracks and is electrically operated to provide access to the cockpit of the aircraft. The seat is equipped with a safety belt, knee straps, and shoulder harness, all in terconnected at the safety belt locking device for ease in releasing all belts at the same time. ‘The seat is also equipped with the seat elevator controls, oxygen system controls and indicator, and the shoulder harness saub- bee control. 1-114, PILOT'S SEAT CONTROLS. 1-115, SEAT ELEVATOR SWITCHES. The pilot's seat is raised and lowered on the vertical track by the seat elevator switch mounted on the pilot's seat (Fig. 1-23). ‘The switch positions are “UP” and “DOWN.” ‘An auxiliary seat elevator switch is mounted in the nose wheel well (Fig. 1-22). ‘SECRET 1-116. SHOULDER HARNESS SNUBBER CON- TROL. A shoulder harness snubber control is mounted on the pilot's seat (Fig. 1-23) to release or lock the shoulder harness inertia reel 1-117. DOOR JETTISON CONTROL. 1-118. The geip-type door jettison release handle mounted on the pilot’s seat (Fig. 1-23) jettisons the cockpit door, arms the catapult initiator, and frees the seat ejection control handle 1-119. SEAT EJECTION CONTROL. 1-120. The seat ejection is controlled by the seat ejec- tion control handle mounted on the pilot's seat (Fig 1-23). For operation of seat ejection see Fig. 3-4 1-121, SEAT STABILIZING FINS. 1-122. Two stabilizing fins, one on each side of the pilot’s seat (Fig. 1-23), are automatic in operation after the seat has been ejected from the aircraft 1-123, SEAT PARACHUTE. 1-124. A seat parachute attached to the back of the pilot’s seat (Fig. 1-23) opens automatically, below 15,000 feet, after the seat has been ejected (sce Fig. 3-4) Note If ejection occurs below 15,000 feet the para- chute will open automatically after a five- second time delay. 25Section | Paragraphs 1-125 through 1-134 BART ‘SECRET X-3 FLIGHT HANDBOOK FORRES Fig. 1-25. Seat Ejection Controls 1.125, PERSONAL EQUIPMENT 1126. The equipment worn by the pilor is shown in Fig. 1-26. 1-127. G-SUIT CONNECTOR. 1-128. A G-suit connector is mounted on the auxiliary control panel (Fig. 1-19) 1-129. EMERGENCY EQUIPMENT. 1-130. FIRE EXTINGUISHING SYSTEM. 1-131. A one-shot monobromochloromethane (CB) fire extinguisher system is installed in the aircraft for turbojet engine and afterburner fire control in flight The CB extinguishing agent is supplied from two spherical containers located in the main gear wheel well. Strategically located fire detectors actuate fire warning lights in the fire control handles mounted on the fire extinguisher panel (Fig. 1-27), a fire warning light mounted on the instrument panel (Fig. 1-12), and a siren mounted behind the pilot's seat (Fig. 1-23). 1-132. The ground fire extinguisher system (CO,) is independent of the CB system installed in the ai and is dependent upon an outside source. A special fitting is supplied wich the aircrafe that will pen connecting the external fire extinguishing soure a mating socket on either side of the aircraft. raft 1-133. FIRE EXTINGUISHER SYSTEM CONTROLS. 1-134, ENGINE FIRE SHUT-OFF VALVE CON- TROLS. Two engine fire shut-off valve control handles are mounted on the fire extinguisher panel (Fig. 1-27). Each control handle, when pulled out, operates the fire extinguisher selector switch, shuts off fuel, hydraulic fluid, and ventilating air to the engine at the firewall. a SECRETSECRET Section I X-3 FLIGHT HANDBOOK soesialie Fig. 1-26. Personal Equipment SECRET wSection | Paragraphs 1-135 through 1-146 Fig. 1-27. Fire Exting 1.135. ENGINE CB DISCHARGE SWITCH. One CB Jischarge switch is mounted on the fire extinguisher panel (Fig. 1-27) and has the following positions: DISCHARGE” and “OFF.” Placing che switch in the DISCHARGE” position discharges both cylinders of CB to the engine selected by the engine fire shut-off valve control. 1-136. FIRE WARNING TEST BUTTONS. Two fire warning test buttons mounted on the fire extin: guisher panel (Fig. 1-27) provide a means of testing the detector circuit that duplicates, as nearly as pos- sible, an actual fire condition. 1137. FIRE SIREN AND RESET BUTTON. A fire siren mounted behind the pilot's seat (Fig. 1-23) sounds ut the same time any of the fire warning lights illumi- nate, A reset button is installed co shut off the siren and reset the circuit for further action. 1-138. AFTERBURNER OVERHEAT WARNING TEST BUTTONS. Two afterburner overheat test but- cons mounted on the fire extinguisher panel (Fig. 1-27) provide a means of testing the overheat detector circuit. 1-139, FIRE EXTINGUISHER SYSTEM INDICATORS. 1-140, ENGINE FIRE WARNING LIGHTS. Two dual red engine fire warning lights, mounted in the engine fire shut-off valve control handles (Fig. 1-27), 28 SECRET X-3 FLIGHT HANDBOOK and a single, push-to-test, red warning light, mounted on the instrument panel (Fig. 1-12), will illuminace when any fire detector in the indicated area is actuated, L141, AFTERBURNER OVERHEAT WARNING LIGHTS. Two push-to-test, amber afterburner over- heat warning lights, mounted on the fire extinguisher panel (Fig. 1-27), will illuminate when any overheze detector in the indicated area is actuated 1-142, LANDING PARACHU 1-143. A landing parachute is installed in the tailof the aircrafe to assist in slowing the aircraft down after landing. For operation of the landing parachute, see paragraph 2-70. 1-144. LANDING PARACHUTE COD TROLS. 1-145. LANDING PARACHUTE RELEASE CON- TROL. The landing parachute release control, mount- ed on the control quadrant (Fig. 1-8), is placarded “PULL TO OPEN — BELOW 215 KNOTS.” When the release handle is actuated, the doors in the chute compartment open to allow the chute to fall free and open. 1-146. LANDING PARACHUTE JETTISON CON- TROL. The landing parachute jettison control, mount- ed on the auxiliary control panel (Fig. 1-19), is pla- carded "PULL TO JETT.” The release handle jettisons the parachute. SECRETSECRET X-3 FLIGHT HANDBOOK 1-147, EMERGENCY ESCAPE HATCHES. 1-148, Two emergency escape hatches are provided, one on each side of the cockpit (Fig. 1-5). Each hatch is opened by means of a pull cord extending down from the top of each hatch. The glass falls inward and must be twisted slightly and then pushed to the outside of the aircraft (Fig. 3-2). ‘The emergency escape hatches are used for ground escape only. ‘SECRET Section | Paragraphs 1-147 through 1-150 1-149, OPERATIONAL EQUIPMENT. 1-150. The following operational equipment is de- scribed in Section IV: Air Conditioning and Pressurizing Systems Oxygen System Electronic Equipment paragraph 4-1 paragraph 4.28 paragraph 419 29Section | SECRET X-3 FLIGHT HANDBOOK 30 SECRET‘SECRET X-3 FLIGHT HANDBOOK SECTION II—=NORMAL OPERATING INSTRUCTIONS 2-1. BEFORE ENTERING COCKPIT. 2.2. RESTRICTIONS. 2.3. AIRCRAFT WEIGHTS. Maximum take-off weights: ‘With auxiliary jettisonable tank: (placard to Mach 0.9) 23,840 pounds Without auxiliary jettison able tank: 22,440 pounds Design weight for structural analysis: 20,800 pounds Design landing weight: Operating weight empty (basic weight): 18,437 pounds 16,500 pounds |. FLIGHT RESTRICTIONS. Until further information regarding the air conditioning system installed in the aircraft is obtained by flight tests, the aircraft should not be flown under the following conditions: a. In or near clouds, overcasts, or rain. b. If the air at ground level has a dew point of 10°C (50°F) or higher. 2.6, All normal maneuvers performed in accord- ance with the Operating Flight Strength Dia- ‘gram (Fig. 2-1) are permitted. SECRET Section Il Paragraphs 2-1 through 2-6Section Il Paragraphs 2-7 through 2-15 2.7, LIMIT GROUND LOAD FACTORS. At take-off gross weight (23,443 pounds) 2.00 (minimum) Ac design landing gross weight (18,437 pounds) eer) Rejected take-off—landing at 23,443 pounds 3.67 2.8. LIMIT FLIGHT LOAD FACTORS. Ac design gross weight ich auxiliary jettisonable tank (22,580 pounds) Positive Negative Maneuver 6.80 Without auxiliary jettisonable tank (20,800 pounds) Maneuver 733 Maximum Gust Increment .... 14 —3.00 Angular Accelerations (Rad/sec?) Picch Roll Yaw Note ‘These angular accelerations are used in combination with only *4 of the above translational load factors. 29. CENTER OF GRAVITY LIMITS (LEVEL CONDITION). Gear Up: Per Cent of MAC __ Fuselage Station Forward 20 425.06 Age +50 BLT Gear Down: Forward —10 426.00 Ate +60 4326 2.11, WEIGHT AND BALANCE. a. Check aircraft weight and balance. b. Check take-off and anticipated landing gross weights. c. Make certain that the weight of fuel and special equipment carried is suited to the mission to be per- formed. d. Make certain that the weight and balance clear- ance is satisfactory. SECRET X-3 FLIGHT HANDBOOK 2-10. AIRSPEED LIMITATION. The maximum flight speeds are given in Fig. 2-1 a. Wing flaps: Leading edge flap: Deflected 30 degrees 280 knots IAS or M = 0.47 Deflected 10 degrees 350 knots IAS or M = 0.90 Trailing edge flap: Deflected 15 to 50 degrees 350 knots IAS or M = 0.67 (Deflection changes with airspeed up to speed for retraction, 350 knots 1AS.) b. Flight controls: Speed flap: Deflected — at alll aircraft speeds. (De- flection changes with airspeed.) Aileron: Deflected — 12.0 degrees at all air- craft speeds. (Aircraft maneuver load factors restricted to % of maximum when the aileron is fully deflected.) Rudder: Deflected — +20 degrees. (Deflections restricted at supersonic speeds by rud- der cylinder pressures. Aircraft maneu- ver load factor restricted to 24 maxi- mum with 10-degree rudder deflection.) Horizontal stabilizer: Deflected — at all aircraft speeds. (De- flections restricted by permissible air- craft translational and rotational ac- celerations.) ©. Alighting gear: Gear down, doors open......300 knots IAS or M = 0.50 Wheels spin up. 201 knots LAS 2-12, EXTERIOR CHECKS. 2-13. For the various checks and positions and the suggested route to be followed, see Fig. 2- 2-14, ENTRANCE TO THE AIRCRAFT. 2-15. For means of gaining entrance to the aircraft, see Fig. 2-3. Perform the following steps before en- tering the aircraft: a. Personnel connectors — plug in; make sure all plugs are fully engaged. 32 SECRET‘SECRET X-3 FLIGHT HANDBOOK Section Il DESIGN GROSS WEIGHT = 20,800 POUNDS ete cannery am PRESSURE ALTITUDE stetetitel SEA LEVEL ee Here ola vt AIRCRAFT LOAD FACTOR (LIMIT) ‘AND ALTITUDES. 50,000 40,000-f3 304 PRESSURE ALTITUDE (FEET) 10,000. eA LEVEL Sone 6 bh ee wb 1829 M=MACH NUMBER Fig. 2-1. SECRET Operating Flight Strength Diagram 33Section I ‘SECRET X-3 FLIGHT HANDBOOK (A) Starting ot nose section, moke the following checks: (b) Flaps —general cond (a) Pitot covers and dust covers removed. (c) Main gear— hydraulic leaks. (b) Acces plates closed and locked, (a) Main gear— strut inflation. (c) Nose wheel strut — proper inflaton. (e) Tires for cuts, bruises, general condition. (@) Nose wheel safety pins —in place. (f) Main gear—sofety pins in place. (e) Nose whee! torque links — connected. (g) Brakes for cracks, leaks. (f) Nose wheel tre for cuts, bruises, and general condition. {h) Chock in place. {g) Hydroulc leaks. (4) Exhaust outlet and empennage: (h) Underside of fuselage —general condition. {c) Exhaust outlet —covers removed. (2) tein (b) Parachute compartment doors —closed. (a) Check inlet ducts and boundary layer bleeds for stray {c) Empennage —general condition. bjects and screen removed. Pilot's seat: (a) Conditio il belts. {b) Seat fin air pressure gage for 1800 psi. Fig, 2-2. Exterior Checks 34 ‘SECRET‘SECRET X-3 FLIGHT HANDBOOK b. Oxygen pressure gage—check for 1800 psi c. Oxygen selector valve control—"NORMA\ d. Safety pressure lever—down. €. Oxygen blinker—check for operation; check mask for leakage. f. Oxygen selector valve control—"100% OXY- GEN’ (check for flow, return selector valve con- trol to “NORMAL"). g. All belts—fasten and adjust (seat belt, shoulder harness, and knee straps). h, Seat elevator control switch—"UP” (hold in the up position until the seat latch engages). i. Visually check the seat latch for positive engage- ‘ment. 2-16. ON ENTERING AIRCRAFT. 2-17. INTERIOR CHECK (ALL FLIGHTS). 2-18. In the performance of the following steps, the first six steps are safety items and must be performed in the order listed; the remaining steps may be performed in any order at the pilot's discretion, but all steps must be completed before engine start. a. Throttles—"CUT OFF.” r Booster pump switches~"OFF.” Engine master switches—"OFE.” Battery switch—"NORMAL.” ao Circuit breakers—"ON.” Ground power switch~"ON.” Radio selector switch—"CREW INTERPHONE.” rR 1. Radio master switch—"ON.” Radar beacon switch—"ON.” Fire detection and overheat circuits—check. k. Fire shut-off contro! handles—IN. 1. Generator switches—"ON” (normally left on at all times). m. Generator warning light—push to test. fn. Inverter switches—"ON.” ©. Cockpit door warning light—"ON.” p. Inverter warning light—push to test. q. Fuel quantity gage—check for known amount serviced. r. Fuel quantity gage test button—push to test (when the button is in, the gage drops toward zero; when the button is released, the gage should re- turn to the original quantity). ‘SECRET Section It Paragraphs 2-16 through 2- s. Emergency fuel pump operating lights—push to test. «. Load feel manual override—turn counterclockwise to stop; should return clockwise 44 t0 1 turn. u, Fire siren reset button—push. v. Auxiliary fire warning light—push to test. w. Speed flap warning li fhe—push to test. x. Alighting gear control handle—"DOWN”; sole- in proper place. y. Alighting gear door warning light—push to test. 2. Alighting gear unsafe light—push to test. aa. Warning horn reset button—push. ab. Alighting gear indicators—check. ac. Tank jettison switch—guard down. ad. Auxiliary fuel transfer switch—"OFF.” ae, Standby hydraulic pump switch—"OFF.” af. Water dump valve handles—down or forward position. ag. Wing flap handles~"UP.” ab. Speed flap control handle—"UP.” ai, Landing parachute control—IN. aj. Fuel tank selector control—"NORMAL.” ak, Air selector control—"NORMAL.” al. Cockpit temperature control—automatic. am. Landing parachute jettison control—IN. an, G-suit connector—plug in. a0. Standby hydraulic selector valve control—"GEN- ERAL SYSTEM.” ap. Engine air duct doors~OPEN (aft). aq. Standby hydraulic pump controls). “ON” (to operate ar. Speed flap—operational check, full down, return to up (the light should go out when the flap is full up). as. Leading and trailing edge flaps — operational check full cycle, then set to take-off configura- tion: Leading edge flaps—full down. Trailing edge flaps—25 degrees. at. Engine air duct doors—cycle (close, then open). au. Controls free and operating properly (check di- rection of movement). av. Trim controls—set to neutral position or previ- ously established take-off position. 35Section I SECRET X-3 FLIGHT HANDBOOK @ Pilot will hold etovator switch in up posi 1 not releate it until fon ortnatine Sear trom OursiDe Pilot will sight through hhead rest hole to tee that seat is latched. Showing head rest cutaway ‘ond seat latch Fig. 2-3. Gaining Entrance to Aircraft 36 SECRETSECRET X-3 FLIGHT HANDBOOK aw. Standby hydraulic selector valve control—"ELE- VATOR” (check operation of elevator) ax. Standby hydraulic pump—"OFF.” ay. Controls—check manual operation. az, Alighting gear pins—removed. ba. Cockpit door—closed and latched. bb. Flight instruments—check. be. Radio selector switch—tower frequency. bd. Altimeter—set. 2-19. BEFORE STARTING ENGINES. 2-20. Check for “all clear” signal from crew chief and fire guard. For a graphic presentation of the danger areas, see Fig. 2-4. 2-21, ENGINE OPERATING LIMITS. 2.22. For normal operating limits on grade MIL-F- 5572 fuel, see Fig. 2-5. Section It Paragraphs 2-19 through 2-24 2-23, FUEL SYSTEM MANAGEMENT. 2.24, When the fuel tank selector is in the NORMAL” position, the fuel system is so arranged that, normally, the aircraft center of gravity is automatically held with: in allowable limits as fuel is consumed, each tank sup: plying fuel to its respective engine. The above will hold true with the auxiliary jettisonable fuel tank at- tached to the aircraft, in which case the forward cell supplies fuel to the forward tank, and the aft cell sup- plies fuel to the aft tank, When the fuel quantity gages show a steady decrease in quantity, the auxiliary fuel tank is empty and fuel transfer switch must be placed in the "OFF" position. The auxiliary tank must be jetti- soned before exceeding 0.9 Mach number. In all cases when the fuel tank selector is in the "NORMAL" posi- tion, watch the fuel quantity gages and maintain ap- proximately equal amounts of fuel in each tank (600 pounds maximum allowable differential, except in an emergency. It may be necessary to position the tank selector to the fullest tank, if one engine is burning more fuel than theo ther, in order to maintain approxi- mately equal amounts of fuel in each tank. Fig. 2-5 HM ance ancas BLAST DEFLECTOR IF NOT AVAILABLE [AREA MUST BE CLEAR 200 FEET AFT (OF AIRCRAFT EXHAUST MINIMUM WIDTH FOR ‘TEMPERATURE- RESISTANT MATERIAL: ENGINES AT ‘MAXIMUM POWER 148 KNOTS 378°C (10077) Fig. 2-4. Danger Areas SECRET wySection Il Paragraphs 2-25 through 2-39 shows the fuel flow and the fuel tank selector position for fuel system management. On landing, the forward tank must never have appreciably more fuel than the aft tank. 2-25. OIL SYSTEM MANAGEMENT. 2-26. Operation of the oil system is automatic, No controls are provided. 2-27. STARTING ENGINES. 2.28. PREPARATION FOR STARTING. The fol- lowing items should be rechecked before starting en- gines: a. Firewall shutoff controls—IN. b. Standby hydraulic selector valve control—"ELE- VATOR. cc. Fuel tank selector—"NORMAL.” d. Auxiliary tank fuel transfer switch — "FUEL TRANSFER” (if auxiliary tank is being carried). ). STARTING AND IDLE CHECK (PRIMARY SYSTEM). 2.30. Start the left engine first, as follows: a. Engine master switch—"ON.” b. Booster pump—"ON.” ¢. Starter switch—"ON” (allowing 20 seconds after step a for power regulator to preheat). Hold in “ON” position for no longer than 30 seconds oF until engine ignites, whichever is first. RPM. must be at least 12 per cent (1500 RPM) before step d is performed. d. Throttle control—"IDLE” (engine should ignice within 15 to 20 seconds). Note During start and after start has been made, make certain that the engine is operating within limits. For instrument i ings, see Fig. A-1. mark- €. If ignition does not occur within 30 seconds, shut the engine down, allow the fuel to drain through the dump valve and combustion chamber drains, and visually check afterburner to see that fuel has drained. ‘SECRET X-3 FLIGHT HANDBOOK A fire hazard is created if fuel is not com- pletely drained from the afterburner. f. Initiate another start. Note After either three attempts at starting, or 90 seconds operation, the starter must be cooled for 30 minutes. g. Engine speed at idle should read 36 to 40 per cent rpm. 2-31. ENGINE WARM-UP. 2.32. Not applicable to this type of engine. 2-33. ENGINE GROUND TEST. 2.34. Any applicable engine ground test is performed under take-off procedure. 2-35. TAXIING INSTRUCTIONS. 2.36. Taxiing in this aircraft should be held to the minimum, due to the excessive amount of fuel that will be used. In the event that taxiing is necessary, the air- craft is steered by means of differential braking. 2-37. BEFORE TAKE-OFF. 2.38. PREFLIGHT ENGINE CHECK. All engine checking necessary is done during take-off procedure. 2.39, PREELIGHT AIRCRAFT CHECK. All preflight aircraft checks have been made under interior checks; but for safety, the following items should be double- checked: a, Hydraulic pressure—within limits. z ‘Trim positions—as desired. Tank booster pumps—"ON.” a Generator ammeters dividing load. Wing flaps—take-off configuration. Warning lights—off. g. External power sources—disconnected. h. Ground interphone plug—disconnected, i. Intake screens—removed. j. Chocks and landing gear pins—removed. SECRETSECRET Section Il X.3 FLIGHT HANDBOOK FUEL TRANSFER SWITCH FORWARD TANK AFT TANK NORMAL NORMAL FLIGHT OPERATION FORWARD TANK: SELECTOR VALVE “AFT TANK BOTH ENGINES FORWARD TANK: AFT TANK. AUXILIARY TANK: Fig. 2-5. Fuel System Management SECRET )Section Il SECRET Paragraphs 2-40 through 2-53 X-3. FLIGHT HANDBOOK OST RULTNG SPEEDTTABLE (WOTS TAS)” NORMAL | HIGH ALTITUDE TAKE-OFF LE FLAPS 30° och ius. OADM cant GROSS WEIGHT FACTOR ANGLE 18,000 72,000 | 26,000 18,000 | 22,000 | 26,000 18,000 | 22,000 76,000 | 18,000 | 22000 26,000 10 ° mM © 9 em em a m m mM wm m ww 1230 242267291 2262502 ats at 208 ieee cre eee sos 1s 24a 20 72 >a Seco 20 | 60 Biante sf 3760 zo anes 22S | 23 ONS 6 27 ce a9 383 423, ao) 387 as 0282312339 a0 298 | 38 4076 4a 532 412, 456496328360, 3923187 Fig, 2-6, Stal 19 Speed Table 2-40. TAKE-OFF. a. Climb with full afterburner to cruising altitude. (Speed for best climb is 0.85 Mach number.) 2-41. Use the following procedure for take-off: b. If the auxiliary fuel tank is installed, turn trans- . Apply brakes and run up engines to 90 per cent fer switch “OFF” when all fuel has been trans- rpm. ferred b. Ac 90 per cent of rpm—control switch “EMER. ¢. Jettison auxiliary tank at discretion of pilor. GENCY.” c. Run up engines to 100 per cent engine rpm— engine control switch “PRIMARY.” d. Release brakes; move throttle into full afterburn- er range. Check thrust meters for full afterburner operation. Do not exceed 0.9 Mach number with aux- ¢. Maintain directional control by differential brak- Tasy taal arched. ae 4 ing until the rudder becomes effective 2-42. AFTER TAKE-OFF. 2-46. DURING FLIGHT. Bisa Use tne folioering| proce ure] ater take 8, 2-47, Power settings, aircraft configuration, etc., to a. Alighting gear control—"UP” (before 300 knots _be made as given for the particular flight. IAS). b. Leading edge flap control—"10 DEGREES” (be- 2-48. FLIGHT CHARACTERISTICS. fore 280 knots IAS). 2-49. To be added after flight test. c. Both flap controls—"UP” (before 350 knots IAS). 2.50, EFFECTS OF COMPRESSIBILITY. d. Fuel transfer switch—"TRANSFER" (if applica- 2.51. To be added following flight test. ble). y 2.52. POWER PLANT OPERATION. eee ACLME, 2.53. Power plant operation will be set up according 2.45, Use the following procedure for climb: to the particular flight to be made. 0) SECRET‘SECRET Section Il X-3 FLIGHT HANDBOOK ‘Altitude 1000 ft Airspeed 250 {At this point, circaft is committed to 0 lending.) complete power is lost ofter a on served: is stored, retract. Gross weicHt , 18000 POUNDS aps, sed fend Estimoted stalling geat 10 decease speed 156 knots slide angle. Lower cs TLE. flaps ond gear prior to landing. Speed flap 20 desrees Gear down Ahvottle to hold 1500 F.P.M. R/D 2-7. Landing Pattern (One or Two Engines Operating) SECRET aSection Il SECRET Paragraphs 2-54 through 2-83 X-3 FLIGHT HANDBOOK 2.54. TRIM CHANGES. 2.55. To be added following flight test. 2.56. TURBULENT AIR AND THUNDERSTORM FLYING. 2.57. Thunderstorms should be avoided. 2.58. DIVING. 2.59. To be added following flight test. 2.60. STALLS. 2.61. For approximate stalling speeds, see Fig. 2-6. 2.62. SPINS. 2.63. Spins should be avoided. In case of an inadver- tent spin, the landing parachute may be used as a last resort in recovery. 2.64. PERMISSIBLE ACROBATICS. 2.65. All maneuvers performed in accordance with the Operating Flight Strength Diagram (Fig. 2-1) are per- mitted. 2.66, NIGHT FLYING. 2.67. Not applicable. 2.68. APPROACH. 2.69. Make the approach using the following proce- dure: a, Water dump control—pull aft. b. Fuel tank selector—as required. ¢. Instruments—check for desired range. d. See approach and landing pattern (Fig. 2-7) for throttle setting, speed flap operation and settings, leading edge and trailing edge flap operation and settings, and alighting gear operation. 2-70. LANDING. 2-71. NORMAL LANDING. 2.72. Make a normal landing as follows: a. Retard throttles as necessary. b. Contact the ground with the main wheels. . Landing parachute control—PULL OUT (below 215 knots). d. Maintain directional control with the rudder until it become ineffective. Steer by means of the brakes thereafter. €. Landing parachute jettison control-PULL UP (at pilot's discretion). 2-73. CROSS-WIND LANDING. 2-74. Cross-wind landings, if unavoidable, should be ‘made in a normal manner. 2.75. MINIMUM RUN LANDING. 2-76. Not applicable. 2-77. GO-AROUND. 2.78. In an experimental-type aircraft, the decision to go-around must be made long before the aircraft has ‘made contact with the ground. 2-79, STOPPING ENGINES. 2-80, ENGINE SHUT-DOWN. 2.81. Use the following procedure to shut down the engines: a. Throttles~"CUT-OFF.” b. Engine master switches—"OFF.” c. Inverter switches—"OFE.” d. Booster pump switches—"OFF.” 2-82. BEFORE LEAVING AIRCRAFT. 2.83. Before leaving the aircraft perform the follow- a. All electrical switches — “OFF” (except genera tors). b. Radio equipment switches—"OFF.” c. Battery switch—"EMER.” d. Fire shut-off control handles—pull out. €. Disconnect G-suit. £. Cockpit emergency pressure relief valve switch— life the red guard and move the switch to forward position. (Check the differential pressure gage.) g Cockpit door handle—pull up. hh, Seat elevator control switch- down until elevator stops). “DOWN” (hold it i. Unfasten personnel connectors. Stand up and turn battery switch “OFF.” @ SECRET‘SECRET X-3 FLIGHT HANDBOOK Section Ill Paragraphs 3-1 through 3-8 SECTION 3-1, ENGINE FAILURE. 3-2. FLIGHT CHARACTERISTICS. 3:3. Flight characteristics of the aircraft with one en- gine inoperative have been calculated to be satisfactory 3-4, ENGINE FAILURE DURING TAKE-OFF. 3.5. If an engine fails on take-off at a speed below 280 knots IAS, discontinue take-off immediately, as follows: a. Fire shutoff control-PULL OUT (for affected engine). b. Alighting gear control—"EMERG DOWN AND EMERG AIR BRAKES” (only when gear is up, or if hydraulic braking fails). Throttles—"CUT OFF” after touchdown (oper- ating engine) d. Landing parachute control — PULL OUT (after contacting the ground below 215 knots). c €. Brakes—as necessary. 3.6. If an engine fails on take-off at an airspeed be- ‘tween 280 knots and 350 knots IAS, continue the take- off as follows: a. Fire shut-off control-PULL OUT (affected en- gine). ‘SECRET Bt 3 lowing: = EMERGENCY OPERATING INSTRUCTIONS b. Trailing edge flap control—"UP.” . Leading edge flap control—"10°" (this is norm- ally accomplished at 280 knots IAS), d. Throttle of affected engine—"CUT-OFF.” €. Booster pump of affected engine—"OFF.” f, Engine master switch for affected engine—"OFF.” g- Engine air duct door—as required. h. After sufficient altitude has been gained, make an approach and land. 7. ENGINE FAILURE DURING FLIGHT. 8, If an engine fails during flight, perform the fol- a. Throttle of affected engine~"CUT OFF.” b. Fire shut-off control—PULL OUT (affected en- gine). ¢. Booster pump of affected engine — “OFF” (see step g). d. Engine master switch for affected engine—"OFF.” fe. Engine air duct control for affected engine — “CLOSE.” f, Throttle of unaffected engine—as required. 43Se nt SECRET Paragraphs 3-9 through 3-29 X-3_ FLIGHT HANDBOOK g Fuel tank selector—use if and as necessary to maintain CG within limits. (Before selecting tank make sure booster pump switch is "ON.") hb. Recurn co the field and land. 3.9. EMERGENCY AIR STARTING OF ENGINE. 3-11, LANDING WITH ONE ENGINE INOPERATIVE. 3-12. Make a normal approach and landing (see Fig, 2-7) at airspeeds approximately 10 knots LAS, higher than usual. 3-13. LANDING WITH BOTH ENGINES INOPERATIVE. 3-14, The maximum gliding ratio (gear and flaps up) with no power is 9 to 1 at approximately 350 knots IAS. See approach and landing pattern (Fig. 3-1) for leading edge and trailing flap operation and settings and landing gear operation. 3-15. FIRE. 3:16. ENGINE FIRE ON GROUND. 3-17. If an engi perform the follo fire occurs during an engine start, ing: a. Throttles—"CUT-OFF.” b. Fire shut-off controls-PULL OUT (affected en- gine only). c. Engine master switches—"OFF.” d. Booster pumps—"OFE.” e. Instruct ground crew to discharge CO, into af- fected engine. £. Cockpit emergency pressure relief valve switch— PUSH FORWARD. g. Discharge CB if directed by ground crew. hh. Leave the aircraft in the quickest manner. 4-18. If an engine fire occurs during take-off below 280 knots IAS, perform the following: a. Throttles—"CUT-OFF.” b. Fire shut-off controls—PULL OUT (affected en- gine) Battery switch—"EMERG.” d. Fire extinguisher switch—"DISCHARGE” (hold at least one second). e. Booster pump—"OFF” (affected engine). f, Make landing and/or complete landing roll. g. Leave the aircraft as soon as possible. “4 SECRET 3-19. ENGINE FIRE IN FLIGHT. 3.20. If an engine fire occurs in flight, perform the following: a. Throttle of affected engine~"CUT-OFF.” b. Fire shutoff control-PULL OUT (affected en- gine). c. Master engine switch—"OFF” (affected engine). d. Fire extinguisher switch—"DISCHARGE” (hold at least one second). ¢. Booster pump—"OFF” (affected engine). f Engine air duct door—as required (affected en- gine). g- Complete engine shut-down, h. Make a single-engine approach and landing. 3-21. ELECTRICAL FIRE. 3-22. If an electrical fire occurs on the ground when the engines are not running, perform the following: a. Cockpit door control—"OPEN.” b. S 3.23. Seat elevator switch—"DOWN” (hold until the seat bottoms). Turn off ground power switch and battery switch. If an electrical fire occurs on the ground when the engines are running, perform the following: a. Generator switches—"OFF.” b. Complere engine shutdown, . Battery switch—"EMERG.” d. Perform the steps in paragraph 3-22. 3-24, If an electrical fire occurs in flight, perform the following: a, Oxygen safety pressure control—PUSH DOWN. b. Examine flight and aircraft condition. If possible put out the fire. From the examination performed in step b, make a decision either to return to the field and land or bail out 3-25. SMOKE EVACUATION. 3.26. The quickest way to dissipate smoke from the cockpit area is to depressurize the aircraft. 3-27, CRASH LANDING. 3-28. 3-29. NOSE GEAR RETRACTED-MAIN GEAR DOWN. ‘After it has been determined that the nose gear will not extend, burn fuel from the front tank to shift the CG aft. Do not exceed 1500 pounds fuel differenceSECRET X-3 FLIGHT HANDBOOK Section Il Geer down GROSS WEIGHT 18000 POUNDS Fstimated stalling speed 156 knots Touchdown cirspeed 180 kaos Iitode 14000 ft Airspeed 280 knots LE flap down 30 degrees Fig. 3-1. Landing Pattern (Engines Inoperative) ‘SECRETSECRET X-3 FLIGHT HANDBOOK Pilot will then release his safety belt and parachute harness and pull himself vp to exit from plane. This procedure only when bottom exit cannot be used ® For emergency exit from plane when on the ground, pilot will pull strap at top of either window to rolease seal which holds window in ® The window will fall inward and it should be twisted slightly and then pushed through ‘opening. Fig. 3-2. Emergency Exit SECRETFig. 3-3, Emergency Entrance oa SECRET adSection tll Paragraphs 3-30 through 3-41 ween tanks or reduce fuel in front tank below 500 pounds. Then perform the following: b. Water dump control—PULL AFT. Shoulder harness and belt snubber control—full forward. Make an approach in a tail-down attitude. Landing parachute control— PULL OUT (on ground contact below 215 knots). Throttles—"CUT OFF.” Brakes—use only as necessary. Shut down engines. Fire shut-off controls—PULL OUT. After the aircraft has stopped, unfasten the belts. Unplug the personnel connectors. Leave the aircraft. ). BELLY LANDING. Perform the following steps when making a landing: Shoulder harness and belt snubber control—full forward. Auxiliary jettisonable tank switch—" JETTISON” (if applicable). Booster pump switches—"OFF.” Make an approach in a tail-down atticude. Fire shutoff controls—PULL OUT (just prior to ground contact). Landing parachute control — PULL OUT (on ground contact), Master switches—"OFF.” Be prepared to discharge CB if the engines catch fire. 3-32. EMERGENCY EXIT. 3-33. Each of the two large windows on either side of the cockpit (Fig. 3-3) incorporate a pull cord which, when pulled by the pilot, will cause a window to fall inward. The window must be tilted slightly and then pushed through the framework to the outside (see Fig. 3-2). 3-34, EMERGENCY ENTRANCE. 3.35. See Fig. 3-3 for emergency entrance for use by |ground personnel. 48 SECRET X-3 FLIGHT HANDBOOK 3-36. DITCHING. 3-37. Since this type of aircraft (experimental) is not to be flown over water, a ditching procedure is not applicable. 3-38. BAIL-OUT. 3-39. When a decision is made to abandon the air- craft in flight, perform the following a. Cockpit emergency pressure relief valve switch— PUSH FORWARD. Note With the XJ-34-WE-17 engines installed, bail-out can be accomplished with full cockpit pressure. b. Put feet in seat stirrups, heels hooked; face shield down, left hand gripping seat hand bar, elbows in guards. ¢. Door jettison lever—squeeze with right hand and push forward. d. Door ejection handle—pull back with right hand, leave hand firmly in place. fe. After above steps are completed, the function of leaving the seat and opening of the personal chute will be automatic at 15,000 feet. If ejection takes place below 15,000 feet, seat separation, etc., ill cake place after a five-second time delay (see Fig. 3-4). 3-40. MANUAL SEAT SEPARATION. 3-41. In the event of failure of the automatic provi- sions for seat separation after bail-out, perform the following (see Fig. 3-4): a. At altitudes not exceeding 18,000 feet the pilot may manually release all belts by opening the safety belt buckle with either hand. b. After releasing all belts, kick the seat away. c. Manually open the personal parachute by grasp- ing the parachute release handle over left breast. Do not open the personal parachute until after making sure the seat is definitely clear and will not foul the parachute or fall on top of the parachute. SECRETSECRET X-3 FLIGHT HANDBOOK 3-42. FUEL SYSTEM EMERGENCY OPERATION. 3-43. For operation of the fuel system which is other than normal, see paragraph 2-23. 3-44. ELECTRICAL SYSTEM EMERGENCY OPERATION. 3-45, GENERATOR FAILURE. 3-46, In the everit that a generator fails, the instru- mentation load of approximately 120 amperes will auro- matically drop out, so that the remaining generator will carry the remaining electrical load for a limited time. Observe che remaining ammeter for load. In the event of a generator failure the following should be per- formed . Shut off both afterburners by retarding the throt- tles to “MIL.” b. Descend to below 25,000 feet immediately. © Shut down one tank booster pump only after accomplishing step b. d. If both engines remain running, the pilot may, at his discretion, shut down the second tank booster pump. €. Return to the field and land. Note Do not place the battery switch in “EMER” position when only one generator is in opera- 3-47, In the event that both generators fail, perform the following: a, Battery switch—"EMER.” b. Generator switches—"RESET.” (If generators re- set, turn battery switch to “NORMAL” and con- tinue flight.) Tank booster pumps~"OFE” one at a time, below 25,000 feet. (IF both engines remain running, shut down other tank booster pump.) d. Return to the field and land. Note If the emergency hydraulic pump is used there are only two minutes of battery oper- ating time under “two generators out” con- dition. 3-48. GENERATOR OVERVOLTAGE. 3-49. If the generator warning light comes on due to overvoltage, position the generator switch to the "RE- SET" position and return it to “ON.” If the warning Section Ill Paragraphs 3-42 through 3-60 light goes out, the condition has been corrected. If the light does not go out, leave the generator guard open position and turn the generator switch “OFF. Observe the remaining generator ammeter for load. Discontinue flight, and return to the field and land. 3-50, CIRCUIT BREAKERS. 3.51. In the event that a circuit breaker moves to the “OFF” position, attempt to reset by returning to the “ON” position. If the circuit breaker does not stay “ON” and the circuit is not important, the flight may be continued at the discretion of the pilot. 3-52. INVERTER. 3-53. In che event that the inverter failure light comes ‘on, place the inverter switch in the "EMER” position, discontinue the flight, and land, 3-54. HYDRAULIC SYSTEM EMERGENCY OPERATION. 3-55. If the main hydraulic system fails in flight, turn on the standby hydraulic pump and position the stand by hydraulic selector valve control to the appropriate position; return to field and land, 3-56. FLIGHT CONTROLS POWER SYSTEM FAILURE. 3.57. If the main hydraulic system fails in flight, check the standby hydraulic selector valve control for “ELE- VATOR" position, and then turn “ON” the emergency hydraulic pump. In this position hydraulic pressure is not supplied (0 the ailerons or rudder, as manual opera sion of these controls is considered satisfactory. 3.58. In the event that the standby hydraulic sys- tem fails after the main hydraulic system has failed, manual elevator control is satisfactory either at sub- sonic speeds or to return the aircraft to level flight in the event failure occurs in a greater than one G maneu- ver at supersonic speeds. 3-59. WING FLAP EMERGENCY OPERATION. 3-60. If the main hydraulic system fails, position the standby hydraulic selector valve control to “FLAPS” only. Place the flap handles in the desired down posi- tions before using the standby pump. Note ‘The “GENERAL SYSTEM” position of the standby hydraulic selector valve control should only be used in flight when the pilot is certain that the hydraulic system is intact and that loss of the hydraulic system was the result of the loss of both engines. 49 ‘SECRETSection Ill ‘SECRET X-3 FLIGHT HANDBOOK Squeeze door ietisoning lever and move forward CAUTION i Get feet off rudder pedals and back t Seat stirrups befor CAUTION Elbows should be kept inside guard Ejection handle locks and is used as right hand grip Below 15,000 altitude the seat chute opens 7. f seat harness \ opens \ | Z < Pilot personal chute opens Fig. 3-4 (Sheet 1 of 2 Sheets). Bail-Out Sequence (Automatic Chute Operation and Seat Separation) 50 ‘SECRET Note: For the manucl operation see sheet 2Section Ill Paragraphs 3-61 through 3-75 3-61. LANDING GEAR FAILURE. 3-62. In case of a complete hydraulic system failure, place the landing gear handle in the “DOWN” posi- tion. If gear does not extend, move the gate to the left and place the handle in the "EMER DOWN” position. After the "EMER DOWN” position is used co extend the landing gear, the air used to extend the gear must be bled from the landing gear hydraulic and brake system. 3-63. LANDING GEAR TIRE FAILURE 3-64. If the nose wheel tire is flat at the time of land- ing, keep the nose wheel off the ground as long as possible. Burn fuel from the front tank to shift the CG aft. Do not exceed 1500 pounds fuel difference between tanks or reduce fuel in front tank below 500 pounds. 3-65. If one of the main gear tires is flat, drop the nose gear as soon as possible. 3-66. NOSE WHEEL SHIMMY. 3-67. If nose wheel shimmy occurs during takeoff, dis- continue flight 3-68. BRAKE SYSTEM FAILURE. 3.69. If neither normal nor brake accumulator hy- draulic pressure is available, proceed as follows: a. Landing gear control handle AND EMERG AIR BRAK! b. Operate brake pedals normally. “EMERG DOWN 52 SECRET X-3 FLIGHT HANDBOOK Note Do not pump brakes when using emergency air brake system. Operate brakes smoothly. 3-70, LOAD FEEL SYSTEM EMERGENCY OPERATION. 3-71. If the load feel system fails, perform the fol- lowing: a. Elevator load feel circuit breaker—"OFF.” b. Manually wind elevator load feel manual control to decrease or increase as desired. Note The elevator load feel manual control is to be used only in the event that the automatic con- trol fails, or for research purposes. 3-72. TRIM CONTROL FAILURE. 3-73. In the event of trim control failure, perform the following a. Circuit breaker for affected control—"OFF.” b. In the case of elevator trim failure—elevator tim manual control "NOSE UP” or “NOSE DOWN. . There are no manual controls for the aileron or rudder; the aircraft is manually controllable by overriding the trim controls. 3-74, LANDING PARACHUTE EMERGENCY OPERATION. 3-75. If for any reason the landing parachute is re leased in flight, pull the landing parachute jettison control UP. ‘SECRETSECRET X-3 FLIGHT HANDBOOK Section IV Paragraphs 4-1 through 4-4 SECTION IV — OPERATIONAL EQUIPMENT 4-1, AIR CONDITIONING AND PRESSURIZING SYSTEM. 4.2. The aircraft is equipped with an air conditioning and pressurizing system (see Fig. 4-1) which supplies conditioned and pressurized air to the cockpit and for- ward instrumentation compartment, and cooling air to the power plant accessories and main wheel well The system also supplies partially cooled, high-pres- sure air to the fuel tanks, water tank, hydraulic reser- voir, and the pilot's G-suit. High-pressure air is sup- plied to the above items whenever the engines are running. Temperature and pressure control is com- pletely automatic for normal operation. The cockpit and instrumentation compartment pressurization be- gins when the aircraft has reached an altitude of 10,000 feet. Examples of the cockpit differential altitudes ob- tainable at various pressure altitudes are given in the following table: Aircraft Pressure Altitude Cockpit Pressure Altitude (0 £0 10,000 feet Same 27,000 feet 10,000 feet 35,000 feet 15,000 feet 40,000 feee 17,000 feet 45,000 feet 18,500 feet 50,000 feet 20,000 feet 55,000 feet 21,500 feet 4-3. PRESSURIZING SYSTEM £4, Pressurizing is accomplished by air supplied under pressure from the final stage of each engine com- pressor. The air is ducted from the compressors through a cooling system to the pressurized and un- pressurized compartments. The cockpit and instrumen- tation compartment is pressurized by controlling the discharge of air through a pressure regulating valve and an automatically controlled pressure relief valve. Cockpit temperature is controlled by mixing hot air directly with the cooling system air. While the cock- SECRET 53Section IV x ‘SECRET 3 FLIGHT HANDBOOK CONVERGING COOLING AIR OUTLET: AM Ai HEAT AUXILIARY CONTROL PANEL cowvercne seni oe _ (a L = cer neem ae + encine AiR own’ Over seCOronS Su on Fons INSTRUMENTATION SHELF = + =— cocunn an evaronaron SeinmurOw over at roms coca PRsSURE RGUATOR ont consott = yy sis novertex l ee = J U = a ‘cocker eRessune REUSE VALVE = F ans eee eaten er — —TO PRESSURIZED 1 E. ena ST nero Tevrsaroe aE Tee ton oar vawve WATER DUMP T f valve Cone romssure /| i oesosone SUIT REGULATING VALVE svower wear excuanaee OVERHEAD PANEL = counoner waver sueeo ain HCE oxconomoneo oursioe ait ME 01 ict pressure aim BCI arta cooteo mici-pressure are EDI reessure eecurateo am FLIER conomonto air =] conomoneo rus RECIRCULATEO AIR MM cocurrr Amaient ain water 5 wes [1 otteex vaives Flow restaictors Fig. 4-1 (Sheet 1 of 2 Sheets). Air Conditioning and Pressurizing System Schematic 54 ‘SECRETREGULATORS SHUT-OFF To HyoRauuic Restavom SECRET %-3. FLIGHT HANDBOOK 10 ust Section IV —/— eG COMPARTMENT ‘oversonno 2 FRE SHUT-OFF VALVE = x aren Tee sue ; eM? y, oO elelalal = = 4 D UE CONVERGING COOUNG | [MANUAL OVERRIDE CONTROL ‘COCKPIT TEMPERATURE OVERBOARD ecEssoRY ComPaRteNT AUXILIARY CONTROL PANEL Fig. 4-1 (Sheet 2 of 2 Sheets). Air Conditioning and Pressurizing System Schematic ‘SECRET 55Section IV Paragraphs 4-5 through 4-18 Fig. 4-2. Windshield De-Fogging Control pit air temperature can be controlled manually in flight, the system is so designed that the automatic operation of the system will normally be adequate The cockpit and the instrumentation compartment air pressure cannot be controlled manually except to com- pletely depressurize. ‘5, AIR CONDITIONING AND PRESSURIZING SYSTEM CONTROLS. ‘6. COCKPIT TEMPERATURE MANUAL OVER- RIDE CONTROL. The cockpit temperature manual override control is mounted on the auxiliary control panel (see Fig. 1-19). The control has two placarded positions, “COLD” and “HOT,” and three other inter- mediate positions. In the NORMAL, or UNLOCKED position, the control will follow the automatic cockpit temperature control valve. To lock the control in any position, pull up on the “PULL-TURN” lever and lock in the desired position. 4.7. COCKPIT AIR SELECTOR CONTROL. The cockpit air selector control mounted on the auxiliary control panel (see Fig. 1-19) has the following posi- tions: “RAM AIR INLET” and “NORMAL.” In the NORMAL” position, conditioned air is supplied to the cockpit and aircraft accessories. In the "RAM AIR INLET” position the conditioned air is shut off and outside air replaces the conditioned air. 4-8. COCKPIT EMERGENCY PRESSURE RELIEF VALVE CONTROL. The guarded cockpit emergency pressure relief valve control mounted on the auxiliary mntrol panel (see Fig. 1-19) is placarded "PUSH FWD TO PRESSURIZE.” The switch is guarded to the aft or depressurize position. 56 ‘SECRET X-3 FLIGHT HANDBOOK 4.9. WINDSHIELD DE-FOGGING CONTROL. The windshield de-fogging control (see Fig. 4-2) is mounted above and forward of the pilot’s head and has the following positions: "NORMAL" and "DE-FOG.” 4.10. AIR CONDITIONING WATER TANK DUMP CONTROL. The air conditioning water tank dump control handle mounted on the control quadrant (sce Fig. 1-8) is placarded “PULL TO DUMP WATER.” 4.11, AIR CONDITIONING AND PRESSURIZING SYSTEM INDICATORS. 4-12, COCKPIT DIFFERENTIAL PRESSURE GAGE. The cockpit differential pressure gage, mounted on the instrument panel (see Fig. 1-12), provides simul- taneous indication of cockpit pressure altitude in feet, outside pressure altitude in feet, and differential pres- sure in psi. 4-13. COCKPIT AIR TEMPERATURE GAGE. The cockpit air temperature gage mounted on the instru- ment panel (see Fig. 1-12) indicates in degrees centi grade from —50° to +70°. 4.14, COCKPIT AIR CONDITIONING AND PRESSURIZING SYSTEM NORMAL OPERATION. ¢ cockpit air conditioning and pressurizing system can be set for normal automatic operation as follows: a. Cockpit emergency pressure relief valve control — AFT or PRESSURIZE (control guarded) b. Cockpit air selector control—"NORMAL.” . Cockpit temperature manual override control— NORMAL (control not locked in position, but rides freely in the notched sector) 416. COCKPIT AIR CONDITIONING AND PRESSURIZING SYSTEM EMERGENCY OPERATION. 4-17. In the event of failure of the automatic tem- perature control, perform the following: Temperature manual override control — move handle to desired position and lock. 4-18. If it becomes necessary to depressurize the cock- pit in an emergency (such as rapid smoke dissipation, inadequate airflow, fog, or bail-out), proceed as follow: a. Emergency pressure relief valve control—FOR- WARD. b. If flow is still unsatisfactory, place air selector control to “RAM AIR INLET.” ‘SECRETSECRET X-3 FLIGHT HANDBOOK OXYGEN DURATION, hours _ CREW MEMBER (pilot) Section 1V Paragraphs 4-19 through 4-25 ONE TYPE C-1 CYLINDER ‘CABIN ALTITUDE ) 15001200 Meee ss | ss | 38 wooo at soos aamentsn pts woo BO 3S GAGE PRESSURE (psi) 900 600 below 300 0.3 On 2.6 3 0.5 0.2 EMERGENCY 2.0 1.0 Descend to 0.9 0.4 Altitude not 2° ss requiring Oxygen 2.3 42 2.3 12 BLACK FIGURES — INDICATE DILUTER LEVEL “NORMAL” RED FIGURES — {INDICATE DILUTER LEVEL “100%” Fig. 4-3. Oxygen Consumption Table "Caution | At high speeds, ram air temperatures will be considerably higher than static air tempera. tures and will exceed the allowable tempera- ture limits of the power plant accessories and test equipment. 4-19. COMMUNICATIONS AND ASSOCIATED ELECTRONIC EQUIPMENT. 4.20. TABLE OF COMMUNICATION AND. ASSOCIATED ELECTRONIC EQUIPMENT. Type Designation Use VHE AN/ARC3 Two-way voice com: Radar Beacon AN/APW-11 Radar tracking trans: 4.21, OPERATION OF COMMUNICATION AND ELECTRONIC EQUIPMENT. AN/ARC-3 VHF COMMAND TRANSMITTER-RECEIVER. 4.23. This equipment is operated from the VHF com- mand radio panel (see Fig. 1-13), mounted on the switch panel, as follows: 422. SECRET a. VHF power switch—"ON.” b. Rotate the channel selector switch on the VHF control panel to the desired channel (crew inter- phone D, E, or F) and allow approximately 30 seconds for the radio to warm up. When the audio tone heard in the headset stops, the radio is ready for operation c. Adjust the volume control on the VHF control panel for the desired output. d. To transmit, press the press-to-talk_ microphone button on the left side of the control wheel. ¢. To shut off the set, turn the VHF power switch “OFF.” Note Since only one communications frequency co be used, channels D, E, and F are all pro- vided with identical frequency crystals. 424, AN/APW-11 RADAR BEACON. 425. This equipment is operated from the switch panel (see Fig. 1-13) as follows: a. To turn the set on, place the radar beacon switch ON (forward). b. To shut off the set, place the radar beacon switch OFF (aft). 57Ses Paragraphs 4-26 through 4-35 nv SECRET X-3. FLIGHT HANDBOOK Fig. 4-4. Oxygen Panel 4-26. LIGHTING SYSTEM. Not applicable to this aircraft, as there are no lights excep warning lights installed. 4-28. OXYGEN SYSTEM. i.29. A high-pressure oxygen system is installed in the aircraft. ‘The entire system is attached to the pilot's seat (see Fig. 1-23), and can also be used during bail: out. The pressure breathing mask is incorporated in he headgear of the special light clothing (see Fig. 1-26) designed specifically for use with this aircraft The system may be refilled through a filler valve located on the aft side of the pilot's seat (see Fig. 1-23). 4.30. OXYGEN SUPPLY. £31. The oxygen system is supplied by one Type C-1 oxygen cylinder located in the bottom aft portion of the pilot’s seat (see Fig. 1-23). The approximate dura: cion of the oxygen system is given in Fig. 43 132, OXYGEN REGULATOR. A dilucer-demand oxygen regulator is installed on the aft side of the pilot's seat (see Fig. 1-23) with remote controls mount- ed on the right arm of the pilot's seat (see Fig. 4-4). The regulator when set to "NORMAL" supplies a proper mixture of air and oxygen at all times up to 1 cockpit altitude of approximately 30,000 feet, where it will automatically supply 100 per cent oxygen at this altitude and above. The positive pressure mechanism automatically raises the pressure in the mask with cockpit altitudes above 35,000 feet, as shown in the following table: Positive Pressure Inches of Water Cockpit Pressure Altitude in Feet 35,000 to 40,200 4 37,000 to 41,000 6 39,000 t0 41,500 8 41,000 t0 42,000, 10 43,000 4.33. OXYGEN SYSTEM CONTROLS. 4-34. OXYGEN REGULATOR DILUTER LEVER REMOTE CONTROL. An oxygen regulator diluter lever remote control mounted on the oxygen panel (see Fig. 4-4) is provided to select either “NORMAL OXYGEN" or "100% OXYGEN.” 4-35. OXYGEN REGULATOR SAFETY PRESSURE REMOTE CONTROL. An oxygen regulator safety pressure remote control mounted on the oxygen panel (see Fig. 4-4) is provided to deliver oxygen to the regulator outlet at 134 (+14) inches of water pressure. This permits pressure to build up inside of the face mask and eliminates inward leakage at the mask, pre- venting the entrance of smoke or other gases into the mask. This control should only be used in case of B SECRETSECRET X-3 FLIGHT HANDBOOK extreme emergency (for approximate duration of oxy- gen system see Fig. 4-3). 436, OXYGEN SYSTEM INDICATORS. 437. OXYGEN CYLINDER PRESSURE GAGE. An ‘oxygen cylinder pressure gage is mounted on the oxy- gen panel (see Fig. 4-4) 438. OXYGEN FLOW INDICATOR. An oxygen flow indicator is mounted on the oxygen panel (see Fig. 4-4), 439. OXYGEN SYSTEM NORMAL OPERATION. 4-40. The regulator diluter lever remote control should be set at the "NORMAL OXYGEN” position. 441, OXYGEN SYSTEM EMERGENCY OPERATION. 4-42. With symptoms of the onset of anoxia, or if smoke or other fumes should enter the cockpit during SECRET Section IV Paragraphs 4-36 through 4-42 flight at a cockpit altitude below 30,000 feet, set the diluter lever remote control to the "100% OXYGEN” position; if this does not alleviate the condition, push the "SAFETY PRESS” lever IN. If the condition should occur at a cockpit altitude above 30,000 feet with the diluter lever remote control in either position, push the "SAFETY PRESS” lever IN. When the use of “100% OXYGEN” or “SAFETY PRESS” becomes necessary, oxygen duration is reduced. After the emergency is over, set the diluter lever remote control to “NORMAL OXYGEN” and pull UP on the “SAFETY PRESS” control. 59SECRET Section V X.3 FLIGHT HANDBOOK Paragraphs 5-1 through 5-2 SECTION V—EXTREME WEATHER OPERATION 5-1, GENERAL. 5-2. This section as such is not applicable to this air- craft. Note Until further information regarding the air conditioning system is obtained by flight tests, the aircraft should not be flown under the following conditions: a. In or near clouds, overcasts, or rain. b. If the air at ground level has a dew point of 10°C (50°F) or higher. 6Section V ‘SECRET %-3 FLIGHT HANDBOOK 62 SECRETSECRET Appendix | X-3 FLIGHT HANDBOOK APPENDIX I—OPERATING DATA OPERATING DATA TO BE SUPPLIED WHEN AVAILABLE SECRET re)Appendix 1 SECRET X-3 FLIGHT HANDBOOK TO BE ADDED WHEN AVAILABLE Fig. A-1 (Sheet 1 of 2 Sheets). Instrument Limit Markings 64 SECRETSECRET X-3. FLIGHT HANDBOOK TO BE ADDED WHEN AVAILABLE Fig. A-1 (Sheet 2 of 2 Sheets). Instrument Li SECRET Markings 65Appendix | SECRET X-3 FLIGHT HANDBOOK 66 SECRET