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1T-37B-1 Flight Manual PDF
1T-37B-1 Flight Manual PDF
1T-37B-1
FLIGHT MANUAL
USAF SERIES
T-37B
AIRCRAFT
CONTRACT F33657-67-C-0822
CONTRACT F41608-87-D-A288
(ATOS)
COMMANDERS ARE RESPONSIBLE FOR BRINGING THIS PUBLICATION TO THE ATTENTION OF ALL AIR FORCE
PERSONNEL CLEARED FOR OPERATION OF SUBJECT AIRCRAFT.
Refer to basic index T.O. 0-1-1-5 and supplements thereto for the current status of flight manuals, safety and
operational supplements, and flight crew checklist.
This publication incorporates Interim Safety Supplement T.O. 1T-37B-ISS-1, dated 3 March 2004.
DISCLOSURE NOTICE: This information is furnished upon the condition that it will not be released to another
nation without the specific authority of the Department of the Air Force of the United States, that it will be used for
military purposes only, that individual or corporate rights originating in the information, whether patented or not,
will be respected, that the recipient will report promptly to the United States, any known or suspected
compromise, and that the information will be provided substantially the same degree of security afforded it by the
Department of Defense of the United States. Also, regardless of any other markings on the document, it will not
be downgraded or declassified without written approval of the originating United States agency.
DISTRIBUTION STATEMENT: Distribution authorized to the Department of Defense and U.S. DOD contractors only,
administrative and operational use, 1 September 1999. Other requests shall be referred to OO-ALC/LGVT, Hill
AFB, Utah 84056-5820.
WARNING: This document contains technical data whose export is restricted by the Arms Export Control Act
(T itle 22, U.S.C., Sec 2751 et seq) or the Export Administration Act of 1979, as amended (Title 50, U.S.C., App
2401 et seq). Violations of these export laws are subject to severe criminal penalties. Disseminate in accordance
with provisions of DoD Directive 5230.25.
HANDLING AND DESTRUCTION NOTICE: Comply with distribution statement and destroy by any method that will
prevent disclosure of contents or reconstruction of the document.
5 SEPTEMBER 2002
Basic and all changes have been merged
to make this a complete publication. CHANGE 1 - 31 AUGUST 2004
T.O. 1T-37B-1
A Change 1 USAF
T.O. 1T-37B-1
STATUS PAGE
TABLE OF CONTENTS
Section Page
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ii
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SECTION I
DESCRIPTION AND OPERATION
1-1
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1-2
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1-3
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Figure 1-2.
1-4
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Figure 1-3.
1-5
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Figure 1-4.
1-6
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Figure 1-5.
1-7
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.
tion in the two gear-type pumps. The two gear-type NOTE
pumps operate in parallel, each one having enough The most effective way to achieve
capacity to handle the fuel requirements of the acceleration is to move the throttles
engine under all operating conditions. forward rapidly. Use this procedure
only in a time critical thrust def icient
Fuel Control situation.
1-8
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WARNING
IGNITION SYSTEM
A mechanical failure of the throttle An ignition system, operating on DC current from
interconnect linkage could disconnect the bus, is provided for each engine. Each ignition
the instructor’s throttles from the system is comprised of an ignition coil, two fuel
interconnect system. This will subse- igniters, and a two-position channel guarded igni-
quently result in the loss of the idle tion switch. Ignition is used for all ground starting,
stop feature in both throttle quadrants but is not used to sustain combustion once the
and signif icantly increase the poten- engine has started.
tial for an inadvertent engine shut-
down. If you suspect such a malfunc- Ignition Switches
tion, be extremely careful when
reducing throttles to IDLE.
The ignition switches (Figure 1-8, 5, 8) actuate
ignition and starting fuel to the engines. The
switches are channel guarded and are marked igni-
CAUTION tion and have positions ON and OFF. They are
spring-loaded to OFF. Positioning an ignition
switch to ON, with the respective starter switch in
To prevent damage to quadrant com- GND provides starting fuel and ignition. Once the
ponents, avoid hard blows to the idle engine has sustained combustion, the ignition
stop when moving a throttle to idle. switch should be released and checked in OFF.
1-9
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Figure 1-6.
1-10
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Figure 1-7.
1-11
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The tachometers (Figure 1-7, 17) are self-generating FUEL BOOST PUMP
instruments that indicate engine speed in percent-
age of the rated RPM. They operate independently A centrifugal pump is located inside the inverted
of the aircraf t electrical system except for instru- f light chamber in the bottom of the fuselage tank. It
ment lighting. On this aircraf t, the rated RPM is supplies fuel under low, positive pressure to both
21,730 RPM. engines. The pressure helps prevent high altitude
engine surge. It also provides fuel to reprime the
Exhaust Gas Temperature Indicators engine-driven fuel pump in the event of cavitation
(air lock).
The exhaust gas temperature indicators (Figure 1-
7, 15) are self-generating instruments that indicate Fuel Boost Pump Switch
temperature in degrees centigrade. Electrical cur-
rent is supplied by six thermocouples located in the The fuel boost pump switch (Figure 1-8, 7) has ON
tailpipe of each engine. and OFF positions. The switch is always ON for
normal f light conditions. Power for the switch is
Fuel Flow Indicators supplied by the DC bus.
Fuel f low, in pounds per hour to each engine, is Fuel Boost Pump Warning Light
indicated by the fuel f low indicators (Figure 1-7,
23). They are powered from the 26-volt single-phase An amber fuel boost pump warning light (Figure 1-
AC bus. 7, 4) provides the pilot with an indication that the
fuel boost pump is not providing normal fuel pres-
Oil Pressure Indicators sure. The light, operated through the action of a
pressure switch located in the fuel line, receives its
The oil pressure indicators (Figure 1-7, 26) are electrical power from the DC bus.
powered by the 26-volt, single-phase AC bus. (Air-
craft 54-2729 through 56-5361 have direct sensing
gauges that read 0 to 200 psi. These gauges do not WARNING
require electrical power to operate.) They indicate
oil pressure in pounds per square inch.
Do not reset a popped fuel boost pump
circuit breaker. A short circuit and
OIL SUPPLY SYSTEM accompanying arcing in an enclosed
fuel cell could result in an exposition.
Each engine has an independent oil system. The oil
serves both for lubricating and cooling and is a
completely automatic system requiring no control
action by the pilot. The capacity of each oil system is NOTE
6 quarts of oil, of which 4.5 quarts are usable. See The fuel boost pump warning light
Figure 1-10 for oil specif ication. may f licker momentarily near zero G
conditions due to a momentary lack of
fuel at the pressure switch.
FUEL SUPPLY SYSTEM
Three fuel tanks are installed in the aircraf t: one in
the fuselage and one in each wing. Six intercon- FUEL SHUTOFF T-HANDLES
nected fuel cells make one wing fuel tank (see
Figure 1-9). In normal operation, fuel is transferred, A fuel shutoff T-handle (Figure 1-7, 16) for each
under pressure, from the wing tanks to the fuselage engine is located on the top of the instrument panel.
tank in equal quantity by an electrical proportioner It has two positions: PUSH-ON and PULL-OFF. In
pump. The proportioner pump operates automati- PUSH-ON, the fuel shutoff valve is open permitting
cally when the fuel quantity in the fuselage tank fuel f low from the fuel boost pump to the engine
drops below a preset level. In emergency operation, fuel control. When the T-handle is in PULL-OFF,
fuel is supplied to the fuselage tank from the wing the fuel shutoff valve is closed. For all normal
tanks by gravity feed. Fuel is then supplied to the operating conditions, the fuel shutoff T-handle
engines from the fuselage tank by an electrical fuel should be in PUSH-ON. Use PULL-OFF only in an
boost pump. The aircraf t is refueled by means of emergency. Each T-handle also contains a red light
1-12
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which f lashes whenever an overheat or f ire condi- system. The switch has two positions: NORMAL
tion exists or is steady whenever a f ire condition and EMERGENCY, with the switch guarded to the
exists in a respective engine nacelle. NORMAL position. In NORMAL, the solenoid-lock
fuel shutoff valves (gravity feed valves) are closed
NOTE and the fuel proportioner circuit is energized. With
the switch in EMERGENCY, the fuel proportioner
The fuel shutoff T-handles are electri- pump circuit and the shutoff valve are deenergized.
cal switches and movement is This opens the shutoff valves and illuminates the
restricted to a very short travel. When amber gravity feed light indicating that the fuel
in idle it takes up to 10 seconds for an system is operating in the emergency mode. The
engine to stop running af ter a fuel fuel system receives its power from the DC bus.
shutoff T-handle has been positioned
to PULL-OFF.
FUEL LOW LEVEL WARNING LIGHT
FUEL QUANTITY INDICATOR
The fuel low-level warning light (Figure 1-7, 19) will
A fuel quantity indicator (Figure 1-7, 22) indicates illuminate when fuel in the fuselage tank reaches a
the quantity, in pounds, of usable fuel remaining. level of 380 (±30) pounds. This light operates
The fuel quantity indicator receives its power from through the action of a fuel low-level f loat switch
the single-phase, 115V AC bus. located in the fuselage tank and receives its power
from the DC bus.
FUEL GAGING SELECTOR SWITCH
The fuel gaging selector switch is a three-position FUEL GRAVITY FEED LIGHT
toggle switch: LEFT, TOTAL, and RIGHT. The
switch uses power from the DC bus. When placed in An amber light (Figure 1-7, 21) provides the pilot
TOTAL, total fuel is read on the fuel quantity with an indication that the fuel system is on gravity
indicator. Fuel remaining in the lef t or right wing feed. The gravity feed light is powered by the DC
tank can be gaged by placing the switch in LEFT or bus through the operation of the solenoid-lock fuel
RIGHT, respectively, until the reading on the fuel shut-off valve and the fuel tank f loat switches.
quantity indicator stabilizes.
1-13
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Figure 1-8.
1-14
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Figure 1-9.
1-15
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Figure 1-10.
1-16
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Figure 1-11.
If any fuel transfer malfunction is suspected, the above the low-level f loat switch and both the red
fuel system switch should immediately be placed to low-level warning light and the amber gravity feed
EMERGENCY. Portions of the wing tanks are light will extinguish.
located slightly lower than the fuselage tank. The NOTE
bottom of each wing tank is located at approxi-
mately the same level as the low level f loat switch Extended operation above 95% RPM at
in the fuselage tank. Therefore, the fuel in the wing low altitude may result in premature
tanks may not immediately decrease when the fuel actuation of the low-level warning
system switch is placed in EMERGENCY. This fuel light. Temporarily retard the throttles
may initially appear trapped; however, af ter the to correct the situation.
fuel level in the fuselage tank drops below the inlet
vent from the wing tanks, the wing tanks will begin 2. If an electrical failure in the proportioner
to feed. Depending on when the fuel system switch pump circuit occurs, the fuel system will automati-
is placed in EMERGENCY, the low level light may cally convert to gravity feed and the amber gravity
illuminate with greater than 380 (±30) pounds of feed light will come on.
fuel on board. However, all the fuel on board is 3. If an electrical or mechanical failure occurs in
usable if the wing tanks are feeding. the proportioner pump, the fuel system will convert
The fuel system will automatically convert to emer- to gravity feed when the fuel level in the fuselage
gency operation (gravity feed) under the following tank descends below the low-level f loat switch, (as
conditions: described in 1. above) and both the low-level warn-
ing light and the amber gravity feed light will come
1. If the fuel level descends for any reason to the on. As the fuel level rises above the low-level f loat
low-level f loat switch, the switch actuates the red switch, both warning lights will go out. However,
low-level warning light and automatically shuts off due to proportioner pump failure, the fuel will again
the proportioner pump and de-energizes the sole- descend below the low-level switch and the cycle
noid-locked shutoff valve. The amber gravity feed will be repeated. Place the fuel system switch to
light will be turned on when the solenoid-locked fuel
shutoff valve has opened. If a malfunction exists
with usable fuel remaining in the wing tanks, grav-
ity feed will raise the fuel level in the fuselage tank
1-17
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EMERGENCY to ensure continued gravity f low, inhibitors. Aircraf t using alternate fuels not con-
and land as soon as conditions permit. taining an icing inhibitor are restricted to altitudes
below the freezing level. The fuel weight differen-
tial plus the fuel quantity system and f low indica-
WARNING tion errors are not signif icant and may be disre-
garded. Approved alternate fuels are listed in
When performing fuel checks or in the servicing chart, Figure 1-10.
event of a fuel system malfunction,
check the total fuel, wing tank balance,
and fuselage tank quantity to deter- CAUTION
mine the distribution of fuel on board.
Both engines may f lameout due to fuel
. When fuels are mixed, the operating
starvation in the fuselage tank if the restrictions are determined by the fuel
making up the majority of the mix.
fuel transfer
malfunctioned.
system has
. Ground starts and air starts may be
more difficult at low temperatures.
4. A complete loss of electrical power will convert . Rapid throttle movements may cause
the fuel system to gravity feed, but the red low-level engine to be more susceptible to f lame-
warning light and the amber gravity feed light out and EGT/RPM limits to be
cannot be illuminated. exceeded.
NOTE
If an excessive drop in fuel quantity is
indicated on the fuel quantity indica- EMERGENCY FUEL
tor, the high-level f loat switch may be
malfunctioning and pumping fuel over- Aviation gasoline (any grade) is approved as an
board through the fuselage tank vent emergency fuel and is limited to one-time ferry
valve. Place the fuel system switch to missions only. Use of AVGAS causes undesirable
EMERGENCY and check for a normal lead deposits in the engine and may damage the
drop in fuel quantity for the remainder fuel control and fuel pump because of its poor lubri-
of the f light. Enter the malfunction in cating properties. The same general operating limi-
Form 781. tations and cautions apply during use of emergency
fuels as during use of alternate fuels.
FUELS
.
NOTE
Engine inspection is necessary if
engine has been operated for 10 hours
PRIMARY FUEL
on aviation gasoline.
1-18
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1-19
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1-20
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ELECTRICALLY OPERATED EQUIPMENT generator voltage to battery voltage. When the gen-
erator voltage exceeds the battery voltage and the
All equipment uses only DC power with the follow- generator switch is ON, then the RCR brings the
ing exceptions: generator and connects it to the DC system.
AC OPERATED AC/DC OPERATED
The voltage regulator is adjusted on the ground by
maintenance personnel to maintain the generator’s
Attitude indicators Heading system
voltage output. The voltage regulators are con-
(except ARU-42A)
nected to each other and monitor each other’s load
Primary f light Air conditioner output through parallel circuitry. If one generator is
instrument lights system producing too much current, then the other voltage
Hydraulic pressure IFF system regulator will cause the other generator to increase
indicator its output in order to share the load equally. The
VOR/ILS system regulators try to keep 20% as the maximum load
difference between the generators.
Fuel f low indicators
Stall warning system The RCR connects and disconnects the generator to
Oil pressure indicators, the DC electrical system. The RCR takes input from
(aircraft 54-2729 the generator switch and voltage inputs from the
thru 56-3561 have battery and generator. When the generator voltage
direct sensing gauge drops below the battery voltage or the generator
that read 0-200 psi) switch is placed in the OFF position, the RCR takes
Fuel quantity indicator the generator off line and loadmeter will read zero.
The generator switch is nothing more than a con-
DC ELECTRICAL POWER DISTRIBUTION sent switch and can be bypassed if there is a short
circuit in the RCR. There are cases where the RCR
The 28V DC power supply system is powered by two will fail and placing the generator switch to OFF
engine-driven 200-ampere generators and a 24-volt, will not take the generator off line.
34-ampere-hour battery. The battery, located in the
left-hand nose section, is used to supply current to EXTERNAL POWER RECEPTACLE
the DC bus if both generators fail. The DC genera-
tors function as starter-generators, cranking the The DC power system can be connected to an exter-
engines until the engines have accelerated to opera- nal power source through the external power recep-
tional speed and then cutting in as generators af ter tacle (Figure 1-1, 15) located on the lef t-hand nose
engine speed reaches approximately 38% to 42% section.
RPM. Higher than 42% RPM may be required for
the generators to carry the equipment load and/or to
compensate for low battery conditions. The genera- DC CIRCUIT BREAKERS
tors and generator controls are protected by circuit
breakers located in the lef t-hand nose section. The DC electrical power supply system is protected
by circuit breakers (Figure 1-13) mounted on three
NOTE separate panels. Circuit breakers for the genera-
If both generators fail, the battery will tors, canopy, and the spare inverter are located in
provide power for approximately 25 the lef t-hand nose section and are not accessible
minutes depending on load imposed. during f light. Circuit breakers for the taxi light,
passing light, anticollision light, position lights,
IFF, nosewheel steering, DME, and engine anti-
The voltage regulator controls the generator’s volt- icing are located in the right-hand nose section and
age and current (load) outputs. The power f lows are not accessible during f light. The remaining
from the generator through the Reverse Current circuit breakers are located on the right instrument
Relay (RCR) to the DC bus. The RCR compares panel.
1-22
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The circuit breakers protect the DC power system rotary spare inverter is provided as a safety feature
by disengaging automatically whenever an over- and when manually selected will assume the ac load
loaded or short circuit exists. Should a circuit of the aircraf t. Alternating current is distributed
breaker pop out, it can be reset by pushing it in. A through four bus networks, and by use of a trans-
DC circuit can also be opened manually by pulling former, supplies separate voltage systems. Power
out on the respective circuit breaker. for the inverters is supplied by the aircraf t DC
system.
Do not reset a popped fuel boost pump The inverter switch (Figure 1-8, 10) has three posi-
circuit breaker. A short circuit and tions: MAIN, which is the position for all normal
accompanying arcing in an enclosed operation; SPARE, for manually selecting the spare
fuel cell could result in an exposition. inverter if the main inverter fails; and OFF. Nor-
mally, the main inverter supplies power for all AC
operated equipment.
CAUTION When the battery switch is in the OFF position and
inverter switch is placed in the SPARE position,
Circuit breakers should not be pulled power to the spare inverter will be supplied directly
or reset without a thorough under- from the battery. When the battery switch is ON
standing of all the effects and results. and a DC generator is on line, power for the spare
Use of the circuit breakers can elimi- inverter will come from the DC generator/bus.
nate from the system some related
warning system or interlocking circuit.
.
NOTE
Do not reset a circuit breaker more
than once. Inverter failure can be detected by
observing the instruments receiving ac
power. In addition, mechanical failure
BATTERY SWITCH of the rotary inverter may be preceded
by vibrations that may be detected in
The battery switch (Figure 1-8, 12) has two posi-
the cockpit. If instrument f lying must
tions, ON and OFF. When the switch is turned ON,
be continued with the battery and gen-
the battery is connected directly to the DC bus
erator off or if the main inverter fails,
through a relay, provided a minimum of 17 to 18
the spare inverter should be selected.
volts are available. The relay will open when the
battery switch is turned off or if the DC bus is . If battery voltage is low or the battery
deenergized and battery voltage falls below 10 volts. is inoperative, the spare inverter will
not be available.
NOTE
Because of the position of this relay, it
may be possible for the relay to open AC FUSES
and prevent power from the DC bus to
go to either the spare inverter or All of the AC circuits are protected by fuses (Figure
canopy. 1-13) which are replaceable during f light. Three
spares fuses (one 2-amp and two 1-amp) are located
GENERATOR SWITCHES above the DC circuit breaker panel under the glare
shield. An additional spare 2-amp fuse is located in
The guarded DC generator switches (Figure 1-8, 11, the upper right corner of the fuse panel. The 2-amp
13) have two positions, ON and OFF and function to fuses are used for the two radio NAV fuses, the lef t
connector generator output to the DC bus. J-2 compass fuse or any ADI fuse (except ARU-
42A). All other fuses shown on the panel are 1-amp.
LOADMETERS
The loadmeter (Figure 1-7, 27) one for each genera-
tor, are calibrated to read from -0.1 to 1.25 and CAUTION
indicate the proportion of generator rated output
being used. While replacing a fuse, the inverter
should be turned off; if practical, to
AC ELECTRICAL POWER DISTRIBUTION
prevent the crew member from receiv-
AC power is provided by a 500V AC, three-phase, ing a shock.
400 cycle, solid state main inverter. A 250V AC
1-23
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Figure 1-13.
1-24
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1-25
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1-26
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Figure 1-15.
1-27
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Figure 1-16.
1-28
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valve in the landing gear system which synchro- lower gear. The system consists of an emergency
nizes their opening and closing with the extension gear T-handle (Figure 1-2, 20) and an emergency air
and retraction of the main gears. The inboard main bottle located in the nose compartment. The system
gear doors engage the uplock hooks, which are contains approximately 2000 (±250) psi of air which
hinged to the wing structure and assist in support- is indicated on the pressure gage near the air bottle.
ing the main gears in the up position. The outboard When the landing gear handle is placed down and
main gear doors are hinged to the wing and fast- the emergency gear T-handle is turned and pulled,
ened on the bottom to the main gear strut. air is directed to the gear lowering air lines and
hydraulic cylinder shuttle valves to open the gear
The nose gear is faired by split-type doors. The doors and lower the landing gear.
nosewheel doors are actuated by mechanical link-
ages which are connected to the nose gear. Landing
gear and door retraction time is approximately 10 CAUTION
.
seconds, while extension requires about eight
seconds. Do not attempt to return the T-handle
to IN af ter actuation of the emergency
LANDING GEAR HANDLES
system. To do so will cause the air
The landing gear handles (Figure 1-2, 2) consist of pressure to bleed off from the down
two interconnected handles with clear plastic side of the gear.
wheel-shaped knobs. Each landing gear handle has
two marked positions, UP and DOWN. Positioning
. When this system is used, do not
attempt to retract the gear; the
either landing gear handle to UP or DOWN causes
hydraulic reservoir may rupture.
the landing gear to retract or extend when the
weight of the aircraf t is off the gear. The instruc-
tor’s landing gear handle incorporates a locking NOTE
device which holds the handle down until there is
If the landing gear will not fully extend
no weight on the landing gear. The pilot’s landing
when normal hydraulic pressure is
gear handle is indirectly held down by the same
available, the emergency extension
device.
system will not provide sufficient addi-
LANDING GEAR EMERGENCY OVERRIDE SWITCH tional pressure to help lower gear. In
this situation, the emergency system
The landing gear emergency override switch (Fig- should not be used. Refer to FAILURE
ure 1-2, 4) provides a electrical power to the sole- OF GEAR TO EXTEND, Normal
noid lock which holds the landing gear handles Hydraulic Pressure Available in sec-
down. Pressing and holding the override switch and tion III.
then lif ting the landing gear handle will allow the
landing gear to collapse while the weight of the
aircraft is on the landing gear if hydraulic pressure LANDING GEAR POSITION INDICATOR LIGHTS
is available. (See Figure 3-2, Landing Gear Over- The landing gear position indicator lights (Figure 1-
ride Switch). The landing gear emergency override 7, 2) will illuminate when its respective gear is
switch receives its power from the DC bus. down and locked. Power is supplied by the DC bus.
1-29
T.O. 1T-37B-1
is advanced past approximately 70%. Power to oper- Nosewheel steering may be selected at any time
ate the switches is received from the DC bus. while the weight of the aircraf t is on the nosewheel,
and hydraulic and electrical power are available.
NOTE The nose gear centering spring centers the nose
It is possible for gear sequencing mal- gear strut during retraction and extension
functions during landing gear retrac- operations.
tion to go undetected in the cockpit
except for abnormal aircraf t perform-
ance, i.e., airspeeds well below normal CAUTION
for a given power setting or unusual
airframe vibrations. During ground operations when the
nose gear steering switch is actuated,
the nose gear will turn to correspond to
NOSEWHEEL STEERING SYSTEM the position of the rudder pedals.
The nosewheel steering system provides directional Center the rudder pedals before engag-
control during taxiing and portions of the takeoff ing nose wheel steering.
and landing roll. The system is electrically engaged,
and controlled by the rudder pedals, and powered In the event of a complete hydraulic or electrical
by the hydraulic power supply system. Steering is failure, steering is controlled by rudder movement
engaged by a switch on each control stick grip. and aircraf t brakes. All electrical components used
The nosewheel steering unit will position the to operate the nosewheel steering mechanisms are
nosewheel within approximately 40 degrees of each powered by the DC bus.
side of center when the aircraf t is on the ground.
The nosewheel can swivel to 50 degrees either side NOSE WHEEL STEERING SWITCH
of center when wheel brakes are used.
When the nosewheel steering switch (Figure 1-17,
The steer-damper, controlled by rudder pedal move- 4) is held in the depressed position, power from the
ment, directs the hydraulic f luid to an actuator DC bus actuates a solenoid shutoff valve, which
which turns the nose gear strut. The steer-damper permits hydraulic pressure to be supplied to the
device serves two purposes; it steers the nosewheel, nosewheel steering system. A limit switch on the
during power controlled operations and it serves as nose gear prevents nosewheel turning when weight
a shimmy damper with power on or off. is not on the nose gear.
Figure 1-17.
1-30
T.O. 1T-37B-1
Change 1 1-31
T.O. 1T-37B-1
Figure 1-18.
The secondary control surface group includes trim AILERON AND ELEVATOR TRIM TAB SWITCH
tabs for lef t aileron, lef t elevator, and rudder. The
trim tabs provide a balancing or trimming of the Normal trim of the aileron and elevator trim tabs is
aircraft for any normal attitude of f light. All trim provided through a f ive-position, switch (Figure 1-
tabs are electrically operated and controlled from 17, 1). It receives power from the DC bus, and is
the cockpit. In addition, f ixed tabs on the ailerons spring-loaded to the center (off) position.
are available for ground maintenance adjustment. Moving the trim tab switch to the lef t or to the right
actuates the aileron trim motor. The motor actuates
CONTROL STICK GRIP a push-pull rod which in turn positions the aileron
trim tab up or down. Pushing the switch forward or
aft actuates the elevator trim tab motor. The eleva-
Aileron and elevator control is maintained by dual
tor trim tab motor positions the elevator trim tab to
control sticks which are interconnected. Each con-
the desired up or down position. When the elevator
trol stick has a control stick grip (Figure 1-17), with
trim tab is in the neutral position, and the battery
a switch controlling the aileron and elevator trim
switch is ON, a green elevator trim tab position
tabs and a switch controlling the nosewheel steer-
light (Figure 1-7, 5) will be illuminated.
ing. A switch on the instructor’s control stick grip
only is provided to cut out all incoming radio signals
to both the pilot’s and instructor’s headset but per- WARNING
mits intercommunication and transmission beyond
the aircraf t. The remaining control stick grip
switches are nonfunctional. To avoid any possibility of overtrim in
the event of limit switch malfunction,
the aileron and elevator trim tab
RUDDER PEDALS switch should be manually returned to
the OFF position.
Fore and af t movement on the rudder pedals con-
trols the rudder position through mechanical RUDDER TRIM TAB SWITCH
linkage; toe pressure on the pedals operates the
brakes. Each set of pedals is equipped with rudder The rudder trim tab is electrically controlled
pedal adjustments (Figure 1-2, 17) through a switch (Figure 1-6, 7), af t of the pilot’s
1-32
T.O. 1T-37B-1
Figure 1-19.
1-33
T.O. 1T-37B-1
Figure 1-20.
The AIMS system in the aircraf t consists of an IFF encoder displays altitude over the range of -1,000 to
transponder, altimeter encoder, controls, and other 38,000 feet and encodes this range to the
associated equipment. This equipment is capable of transponder.
automatically reporting a coded altitude and air-
craft identif ication signal to ground stations upon Below an altitude of 10,000 feet, a diagonal warning
interrogation by the station in order to maintain symbol will appear on the 10,000-foot counter. A
positive identif ication and control of air traffic and barometric pressure setting knob is provided to
vertical separation. insert the desired altimeter setting in inches of Hg.
A third read-out window indicates barometric pres-
ALTIMETER sure in inches of Hg, ranging from 28.1 to 31.0.
When power is off, a CODE OFF f lag is visible in
There are two altimeters installed in the cockpit, the fourth read-out window on the dial and the
one on the lef t instrument panel and one on the instrument functions as a conventional altimeter.
right instrument panel. The altimeter provides alti- When power is applied, the encoder will become
tude information (Figure 1-7, 31). operative as the CODE OFF f lag retracts from
An AAU-21/A altimeter-encoder (Figure 1-21) is view. The AAU-27/A operates the same as the AAU-
installed on the right instrument panel and an 21/A, except that the AAU-27/A does not have
AAU-27/A altimeter is installed on the lef t instru- encoding capability.
ment panel. The AAU-21/A altimeter-encoder is a Operating Characteristics
component of the AN/APX-72 IFF system. The
counter-drum pointer altimeter-encoder is a sensi- The AAU-21/A altimeter employs a unique operat-
tive, self-contained altimeter with encoding capabil- ing feature. The 10,000-foot and 1,000-foot counters
ity. When desired, the altimeter-encoder furnishes remain f ixed during altitude changes while the 100-
altitude information to the AN/APX-72 IFF system foot drum and pointer rotate continuously. When
for transmittal to a station appropriately equipped each 1,000-foot increment is nearly completed, the
to interrogate. counter(s) abruptly index to the next correct digit
making readings simpler to observe.
The indicator has four read-out windows, one
pointer, an altitude dial, and an adjustment knob. The altimeter mechanism which provides this fea-
The lef t read-out window indicates feet in 1000-foot ture also causes a noticeable pause or hesitation of
increments, and the adjacent read-out window indi- the pointer due to additional friction of turning over
cates feet in 100-foot increments which are indi- the counter wheel. This pause is followed by a
cated simultaneously by the pointer. The altimeter- noticeable acceleration as the altimeter mechanism
1-34
T.O. 1T-37B-1
overcomes the load and rolls the dial over to the control settings. It is also possible to get a good
next 1,000-foot digit. This effect will be more pro- Mode C test on the transponder control with the
nounced at 10,000-foot intervals where both coun- CODE OFF f lag showing. Display of the CODE
ters are turned over simultaneously. The pause OFF f lag only indicates an encoder power failure or
occurs during the 9 to 1 portion of the scale. The a CODE OFF f lag failure. In this event, check that
pause-and-accelerate behavior is more pronounced AC power is available and that the circuit breakers
at high altitudes and high rates of climb and are in. If the f lag is still visible, radio contact should
descent. During normal rates of descent at low be made with a ground radar site to determine
altitudes, the effect will be minimal. whether the AIMS altitude reporting function is
operative, and the remainder of the f light should be
conducted accordingly.
WARNING
Pre-Flight Check
If the altimeter’s internal vibrator is
inoperative, the pause-and-accelerate
effect may be exaggerated. Watch for Set the local barometric pressure into the altimeter.
this when the minimum approach alti- Each altimeter should agree within ±75 feet of f ield
tude lies within the 8 to 2 sector of the elevation. If errors exceed these limits, do not f ly
scale, e.g., 800 to 1,200 feet, 1,800 to the aircraf t until the altimeter is rezeroed or
2, 200 feet, etc. replaced.
Operation CAUTION
Figure 1-21.
1-35
T.O. 1T-37B-1
CAUTION CAUTION
. To avoid damage to the gyro system, To avoid damage to the gyro system,
ensure the gyro is caged and locked ensure the gyro is caged and locked
(knob pulled out and rotated fully (knob pulled out and rotated fully
clockwise) prior to applying power and clockwise) prior to applying power and
prior to turning off AC power during prior to turning off electrical power
engine shutdown. Avoid snap-releas- during engine shutdown. Avoid snap-
ing the pitch/trim knob af ter uncaging releasing the pitch/trim knob af ter
to prevent damage to the indicator and uncaging to prevent damage to the
. gyro.
Do not f ly with the attitude indicator
indicator.
caged, as damage to the gyro mecha-
nism may occur. J-2 HEADING INDICATOR SYSTEM
The J-2 heading indicator system consists of the J-2
The gyro wheel speed and the unique nature of the and RMI heading indicators and the course indica-
erection system combine to provide a minimum of 9 tor heading pointer (Figure 1-7, 6, 28, 30). The
minutes of attitude information with total loss of system receives inputs from a directional gyro that
power. This attitude information will be accurate is automatically kept on the magnetic heading of
within ±5 degrees in pitch and bank. The OFF f lag the aircraf t by a f lux valve located in the right wing
being in view during these conditions does not tip. Electrical power for the heading indicator sys-
invalidate attitude information. tem is supplied by the DC bus and the 115V AC,
three-phase bus.
ARU-42A ATTITUDE INDICATOR
NOTE
The ARU-42A attitude indicator (Figure 1-13) is Should either the DC or AC power
self-contained and provides a visual indication of supply fail, the system is automati-
the bank and pitch of the aircraf t. The pitch limits cally disconnected from all electrical
are 92 degrees in climb and 78 degrees in dive. The power.
roll capability is a full 360 degrees.
The instrument has a pitch/trim knob to adjust the The gyro is energized when the heading indicator
miniature aircraf t and cage the indicator. Rotating circuit breaker is in, the inverter switch is in the
the knob adjusts the miniature aircraf t. Pulling the MAIN or SPARE position, and the DC bus is ener-
knob out to the fully extended position cages the gized. For the f irst two or three minutes of opera-
indicator. With the knob fully extended and rotated tion, the gyro is on a fast slaving cycle, during which
1-36
T.O. 1T-37B-1
it reaches operating speed and aligns with the mag- placed in OUT to avoid inducing a
netic heading of the aircraf t. Then the gyro begins a heading error. The 3-minute cycle is
slow slaving cycle. computed from the time of original
activation. Returning the switch to IN
NOTE will f inish out the remaining time
After the gyro reaches operating which includes the period the switch
was in OUT.
.
speed, compare the indication with
that of the magnetic compass. If you If using OUT to make turns af ter the
note a difference of more than 5 heading error has been corrected,
degrees by the time you complete the heading information remains accurate,
LINEUP check, the heading system is provided small bank angles (standard
not operating properly and should be rate turns or less) are used. To mini-
checked for malfunction. mize the effect of gyro drif t, return the
switch to IN when the turn is
complete.
A compass card set knob on the lower lef t side of the
heading indicator permits the compass card to be
. Since there is no means of resetting
rotated to a preselected heading. the heading to correct for gyro preces-
sion the heading indicator should not
be used for heading information when
Heading Indicator Cut-out and Fast Slave Switch the cut-out and fast slave switch is in
OUT.
The switch (Figure 1-7, 7) has three positions: OUT,
IN, and FAST. When the switch is IN, electrical
power is supplied to the transmitter and the system
operates as a slaved gyro heading indicator. Except
MAGNETIC COMPASS
for special circumstances, the switch should always
be IN. With the switch in FAST, it provides a means
of stabilizing the gyro af ter it has been upset by The magnetic compass (Figure 1-2, 6) can be used in
overbanking or acrobatics. Momentarily holding the the event of malfunctions of the heading indicator
switch in FAST interrupts DC power to the ampli- system. It requires no outside power source except
fier. When the switch is released, it will return to for lighting of the instrument. A compass correction
IN, power will be restored, and the fast slaving cycle card (Figure 1-2, 7) indicates deviation in the sys-
is initiated to permit faster gyro recovery to the tem. Refer to AFM 11-217, Vol 1 for additional
corrected heading. The fast slaving cycle continues information.
for approximately 3 minutes, regardless of the
amount of error to be corrected. Airspeed and head-
ing should be held constant while the gyro mecha- CLOCK
nism is in the 3-minute cycle, even if the heading is
corrected before the 3-minute cycle is complete. The clock (Figure 1-7, 13) contains an elapsed-time
mechanism which uses a sweep-second hand and a
With the switch in OUT, the magnetic function of minute totalizer. The elapsed-time mechanism is
the heading indicator is discontinued by shutting started, stopped, and reset by pushing in on the
off the power supply to the slaving torque motor. control knob located at the upper right-hand corner
OUT is designed to navigate in polar areas where of the clock face.
the dip of the earth’s magnetic f ield causes indica-
tions to become inaccurate.
TURN AND SLIP INDICATOR
1-37
T.O. 1T-37B-1
Figure 1-22.
1-38
T.O. 1T-37B-1
Engine Fire and Overheat Detect Switches between crew members and outside agencies. It is a
master control for all the communication/navigation
The engine f ire detect test switch (Figure 1-7, 14), radios, as all incoming signals pass through it.
when pressed, energizes the engine f ire detect cir-
cuit and a steady red light in both fuel shutoff T-
handles should come on. The engine overheat detect The system normally used power from the DC bus,
switch (Figure 1-7, 18), when pressed, energizes the but can operate on battery power alone. There is no
entire overheat circuit and a f lashing red light in on-off switch; the system is on any time DC power is
both fuel shutoff T-handles should come on. The available and the circuit breaker is pushed in.
switches receive their power from the DC bus.
NOTE The control panels (Figure 1-23) are located on the
side panels (Figure 1-3, 2, 23). The components are:
Pressing to test the light in the fuel
shutoff T-handle only checks the bulb
and does not check the f ire or overheat 1 - Toggle switches. When placed outboard you
circuit. can monitor the appropriate incoming sig-
nal. The center toggle switch is not used.
LOCATION
DESIGNATION TYPE USE OPERATOR RANGE OF CONTROLS
1-39
T.O. 1T-37B-1
Figure 1-23.
1-40
T.O. 1T-37B-1
Figure 1-24.
1-41
T.O. 1T-37B-1
1-42
T.O. 1T-37B-1
Figure 1-25.
DME NAVIGATION SYSTEM - AVQ-75 the DME can be used to establish actual ground
speed.
The DME navigation system consists of an interro-
Controls for the DME system are located on the
gator, a distance indicator, a shared NAV/DME
NAV/DME control panel (Figure 1-25). The DME
control panel, and an antenna. It continuously mea-
mode control selector (Figure 1-25, 5), marked OFF,
sures the slant-range distance between an aircraf t
STBY, DME, and TEST, controls operation of the
in f light and a TACAN station, and displays this
DME. In DME the system is operative. STBY is
information to the pilot in the form of nautical miles
used to warm up the DME system. Holding the
on the DME indicator. The digital readout will
switch in TEST causes the DME to momentarily go
continuously change as the aircraf t moves closer to
into search, concluding with a display of approxi-
or farther from the ground station.
mately 196.0 nautical miles on the DME indicator
(Figure 1-26). Releasing the switch places the sys-
The maximum operating range is 196 nautical tem in DME. The DME channel selector control
miles and is limited to line-of-sight. An altitude of knobs (Figure 1-25, 7, 8) are used to select the
17,000 feet or more over f lat terrain is normally ground station’s channel number. If a TACAN chan-
necessary to achieve the full range. The system uses nel number below 17 is selected, the control panel
DC power, through a circuit breaker located in the will automatically select TACAN channel number
right hand nose section. 17. If a TACAN channel number above 126 is
selected, the control panel will automatically select
The DME operates on the TACAN channel numbers TACAN channel number 120.
17 thru 59 and 70 thru 126. When the aircraf t is
directly above the ground station, slant range and The DME indicator (Figure 1-7, 10), located on the
aircraft altitude become equal, and the DME then left instrument panel, displays distance in nautical
gives an indication of altitude in nautical miles. miles. A red f lag alarm covers the display whenever
Plotting the DME reading on an aeronautical chart the reading is not valid, but is def lected from sight
will indicate the aircraf t’s ground position on the when the indicator reading is usable. When the
radial from the TACAN station on which the air- mode selector (Figure 1-25, 5) is in DME, and a
craft is f lying. For reporting ETA, the readings of suitable TACAN channel is received, the indicator
1-43
T.O. 1T-37B-1
numerals will quickly rotate behind the f lag alarm The DME automatically goes into standby if no
until the correct distance is displayed. When the usable signal is returned from the ground station.
correct distance is indicated, the DME locks on or This feature makes it possible for the pilot to preset
ends the search, and the f lag alarm def lects from the DME before f lying into range of one of the
view, exposing the distance reading. The numerals ground stations without having the DME search
then begin to rotate slowly or track, ref lecting the needlessly until a usable signal is detected.
aircraft’s continuously changing distance from the
ground station. If the interrogator fails to track, there could be
several reasons, each of which should be investi-
gated before it is assumed that the DME has failed.
CAUTION
The proper channel may not have been selected or
the ground station selected may be out of range; the
DME should remain in STBY for one aircraft may be f lying too low for proper reception
minute prior to operating or perform- or the ground station may be malfunctioning, in
ing checks. which case, other ground stations within range
should be interrogated.
The ground station is identif ied by its Morse code OPERATION OF DME SYSTEM - AVQ-75
signal which is transmitted approximately every 30
seconds. To receive the code, the DME monitor 1. DME mode control selector STBY.
switch on the interphone control panel is positioned
to ON or the rotary selector switch is positioned to Allow one minute for the set to warm up.
DME.
2. DME channel selector SET.
When locked onto a signal, the DME stays lock on,
even if the signal is momentarily interrupted. If the
3. DME mode control selector DME.
signal is lost, the DME continues to display the last
known distance from the ground station. This dis-
play continues for the duration of the memory 4. To identify ground station signal
(about 10 seconds). Thus, tracking can continue Position DME monitor switch on the
uninterrupted if the signal is regained. interphone control panel to ON or
position the rotary selector knob on the
If the signal is lost for more than 10 seconds, the interphone control panel to DME.
f lag alarm is reset and the DME goes into search if
usable signals are present or into standby if no 5. To turn equipment off Set DME mode
usable signals are present. control selector OFF.
Figure 1-26.
1-44
T.O. 1T-37B-1
DME NAVIGATION SET - AN/ARM-154(V) (TCTO 1T- ground station channel number. If a TACAN chan-
37B-586) nel number below 17 is selected, the control panel
will automatically select TACAN channel 17. If a
TACAN channel number above 126 is selected, the
The AN/ARN-154(V) Distance Measuring Equip- control panel will automatically select TACAN
ment (DME) Navigation System consists of an RT- channel 120.
1634 Radio Receiver-Transmitter, MT-6723 Mount-
ing Base Electrical Equipment, ID-2472 Navigation
Set Indicator, and an antenna. The DME system is The indicator, located on the lef t instrument panel,
controlled by the right side of the NAV/DME Con- displays distance in nautical miles. The display
trol Panel. The DME system constantly measures shows dashes whenever the reading is not valid or
the slant-range distance between the aircraf t in the DME is not tuned to a TACAN, VORTAC or
f light and a TACAN, VORTAC or DME station. DME station in line-of-sight (Figure 1-27, View C).
Slant range information is displayed to the pilot in When the DME mode selector (Figure 1-25, 5) is in
0.1 nautical mile (nm) increments from 0.1 to 99.9 the DME position, and a suitable DME or VORTAC
nm and in 1 nm increments from 100 to 399 nm. channel is received, the indicator will show the
The digital readout will change as the aircraf t correct distance to the station in the upper lef t of
moves closer or farther from the ground station. the display (Figure 1-27, View D). The distance
displayed changes slowly or tracks, ref lecting the
The maximum operating range is 399 nm and is changing distance of the aircraf t from the ground
limited to line-of-sight. For example, an altitude of station. The ground speed display needs at least 2
35,000 feet over f lat terrain will provide a line-of- minutes to stabilize on the actual ground speed of
sight range of 230 nm. The system receives power the aircraf t in the lower right of the display (Figure
from the DC bus through the DME circuit breaker 1-27, View D). Pushing the PAGE button will
(CB1) located in the right hand nose section. change the ground speed display to minutes to the
station (Figure 1-27, View E). When tracking a
The DME system operates on TACAN X mode chan- TACAN or VORTAC station the indicator will show
nels 17 through 59 and 70 through 126. When the the DME bearing to the station in 1 degree incre-
aircraft is directly above the ground station, slant ments in the lower lef t of the display (Figure 1-27,
range and aircraf t altitude become equal. The DME View E).
then gives an indication of altitude in nautical miles
minus the terrain height where the station is
located. Plotting the DME reading will show the The ground station is identif ied by its Morse code
ground position of the aircraf t on the radial from signal which is transmitted about every 30 seconds.
the TACAN or VORTAC station. For reporting ETA, The station three letter identif ier is shown in the
the DME display provides a ground speed in knots. upper right of the display (Figure 1-27, View E). To
Pushing the PAGE button will change the display receive the audio code, the DME monitor switch on
from ground speed to time in minutes to the ground the interphone control panel is placed to ON or the
station. If the DME is tuned to a TACAN or rotary selector switch is placed to DME.
VORTAC station, the indicator will display bearing
to the station in 1 degree increments. This bearing
information may be used for situational awareness Once the DME locks onto a signal, it remains locked
and/or cross tuning purposes. on even if the signal is brief ly interrupted. If the
signal is lost, the DME continues to calculate the
range at the last known speed of the aircraf t to the
Controls for the DME system are located on the ground station for 10 to 12 seconds. If the signal is
NAV/DME control panel (Figure 1-25). The DME then regained, tracking will continue. If the signal
mode control (Figure 1-25, 2) labeled OFF, STBY, is lost for more than 10 to 12 seconds, the indicator
DME, and TEST, controls operation of the DME will display a series of dashes.
system. In the OFF position, the DME system is
turned off. The STBY position is not used. The DME
position will turn on the DME system. Momentarily The DIM potentiometer on the indicator controls
holding the switch in the TEST position will cause the brightness of the indicator displays. Adjust
the DME system to perform a self test. A self test clockwise to increase brightness. Adjust counter-
will conclude with either a display of SELF TEST clockwise to decrease brightness.
PASS (Figure 1-27, View A) or SELF TEST FAIL
XX (Figure 1-27, View B). The error code displayed
with SELF TEST FAIL will help the maintenance If the DME fails to track, do not immediately
personnel to fault isolate the DME system. assume the DME has failed. Things to check
include: proper channel selected, ground station out
On the NAV/DME control panel, the DME selector of range, aircraf t f lying too low to proper reception
controls (Figure 1-25, 4, 8) are used to select the or ground station malfunctioning.
1-45
T.O. 1T-37B-1
Figure 1-27.
1-46
T.O. 1T-37B-1
Figure 1-28.
1-47
T.O. 1T-37B-1
Tests have shown that the lower antenna will give The Mode 4 audio-light switch (Figure 1-30, 14) is
the best radar return when the aircraf t is f lying inoperative.
away from the ground radar antenna. The upper
antenna will give the best return when inbound, The Mode 4 code switch (Figure 1-30, 1) is
during a VOR penetration and holding. Normally inoperative.
AUTO will select the proper antenna and should be
used unless a malfunction is suspected. Either The RAD TEST and MON switch (Figure 1-30, 6) is
UPPER or LOWER may be used in the event of an a three-position, toggle-type switch marked RAD
AUTO malfunction. TEST, OUT and MON. The switch is spring-loaded
from RAD TEST to OUT. In RAD TEST, the output
The transponder system is capable of using f ive power of the individual modes can be tested. Other
operational modes (Modes 1, 2, 3/A, C, and 4) and functions of this switch are classif ied. In MON, the
can superimpose four special signals on the mode receiver sensitivity can be checked. The green TEST
replies. Modes of operation are selected on the iden- light (Figure 1-30, 3) will illuminate when the func-
tification transponder control panel (Figure 1-30); tion being checked is acceptable.
however, only modes 3/A and C are used in the T-
37. The identif ication switch (Figure 1-30, 8), marked
IDENT, OUT and MIC, is spring-loaded from
IDENTIFICATION TRANSPONDER CONTROL PANEL IDENT to OUT. IDENT, when momentarily actu-
The identif ication transponder control panel (Fig- ated, initiates Identif ication of Position (I/P) replay
ure 1-30) is located on the lower right portion of the code operation for approximately 20 seconds. In
instrument panel. The panel provides cockpit con- MIC, with the microphone button depressed,
trol of all modes of operation. approximately 20 seconds of I/P reply code will be
transmitted. OUT disables IDENT reply from the
The MASTER control switch (Figure 1-30, 4) is a transponder system.
five-position rotary switch. The switch turns the
transponder system on and off, selects the desired The TEST light (Figure 1-30, 3) illuminates when
receiver sensitivity, and provides for emergency the transponder properly responds to a Mode 1, 2, 3/
operation. In OFF, the transponder system is inop- A or C test.
erative. In STBY, the transponder is placed in a
warm-up condition. In LOW, power is applied to the Modes of Operation:
transponder, but operation sensitivity is reduced
1. For Mode 1 operation, select NORM or LOW
and replies are transmitted only in the presence of
on the master control switch and set the Mode 1
strong interrogation. In NORM, power is applied to
select switch to ON. Depending on the selection of
the transponder for operation at normal receiver
the Mode 1 code select switches, a total of 32 differ-
sensitivity. In EMER (the knob must be pulled out
ent reply code combinations are available.
before it can be turned to EMER), the transponder
automatically transmits emergency reply signals. 2. For Mode 2 operation, select NORM or LOW
on the master control switch and set the Mode 2
The Modes 1, 2, 3/A and C select switches (Figure 1-
select switch to ON. Mode 2 can be preset to select
30, 5, 7, 11, 12), are marked ON, OUT, and TEST.
any one of 4096 possible reply code combinations for
In ON, the transponder replies to the selected mode
discrete identif ication of the aircraf t.
interrogations. OUT disables the transponder
replies to these interrogations. In TEST, the tran- 3. For Mode 3/A operation, select NORM or LOW
sponder may be locally interrogated while also on the master control switch and set the Mode 3/A
replying. When the replay is satisfactory, the green select switch to ON. Depending on the selection of
TEST light (Figure 1-30, 3) will illuminate. the Mode 3/A code select switches, a total of 4096
reply code combinations are available. Mode 3/A
The Mode 1 code select switches (Figure 1-30, 10)
operation provides Air Traffic Control (ATC) corre-
select and indicate the Mode 1 two-digit replay code
lation of aircraf t radar targets with their individu-
number.
ally f iled f light plans.
The Mode 3/A code select switches (Figure 1-30, 9)
4. For Mode C operation, select NORM or LOW
select and indicate the Mode 3/A four-digit replay
on the master control switch and set the Mode C
code number.
select switch to ON. The altitude digitizer selects
The Mode C select switch controls the altitude one of 2048 reply code combinations to be transmit-
reporting function of the identif ication transponder. ted.
1-48
T.O. 1T-37B-1
Figure 1-29.
Special Signal Mode of Operation: TEST on the mode being tested. If the particular
mode in question is operational, the test light (Fig-
1. A special I/P reply code can be selected by the ure 1-30, 3) will illuminate.
pilot for transmission to permit the ground control-
ler to distinguish between two aircraf t displaying
identical coding or to establish the position of any LIGHTING EQUIPMENT
given aircraf t. The reply code is transmitted for
approximately 20 seconds each time the identif ica- EXTERIOR LIGHTING
tion switch is placed in IDENT. In MIC, with the Exterior lighting for inf light and ground operation
microphone button depressed, approximately 20 is provided by position lights, landing lights, a taxi
seconds of I/P reply code will be transmitted. For I/ light, anticollision beacons, a passing light and wing
P operation, the MASTER control switch must be in tip strobe lights.
NORM or LOW and the Mode 1, 2 or 3/A select
switches in ON. The position lights are controlled by a switch (Fig-
ure 1-8, 3) located on the cockpit switch panel. One
2. A special emergency code may be selected for white position light is located on the upper center-
transmission when an aircraf t is in distress. line of the fuselage af t of the canopy and the other
Placing the master control switch in EMER causes is located on the lower centerline of the fuselage.
automatic transmission of emergency reply signals One position light is located on each wing tip; a
that enable the interrogating radar to single out the green light on the right and a red light on the lef t. A
aircraft in an emergency condition from within a single white tail position light is located on the
group of aircraf t. tailcone stinger.
Self Test Feature of AN/APX-72 The landing and taxi lights are controlled by a
switch (Figure 1-7, 33), located on the lef t instru-
There are three operational tests that may be com- ment panel. One landing light is f lush mounted on
pleted on the AN/APX-72; they are tests for opera- the underside of each wing, af t of the landing gear.
tion, output power, and receiver sensitivity of the The taxi light is mounted in the nose section.
four modes. All tests are performed with aircraf t
power available and the master control switch (Fig- The anticollision beacons and passing light are con-
ure 1-30, 4) in NORM. trolled by a switch (Figure 1-8, 4), located on the
cockpit switch panel. One red anticollision beacon
Operational test of modes. Place all mode switches is located on the upper surface of the fuselage, af t of
in the modes not being tested in OUT. Then select the canopy and the other is located on the lower
1-49
T.O. 1T-37B-1
surface of the fuselage. When operating, the Landing and Taxi Lights Switch
anticollision beacons display a red rotating light.
The landing and taxi lights switch (Figure 1-7, 33)
The red passing light, located in the nose section,
has three positions: LANDING, OFF, and TAXI.
indicates the position of the landing gear and also
The f lush-mounted landing light in each wing is
operates as a frontal anticollision beacon when the
extended and turned on when the switch is in
landing gear obscures vision of the lower anticolli-
LANDING. In OFF, the landing lights are
sion beacon. If the landing gear is down and locked,
retracted f lush with the wings and are automati-
the passing light will be f lashing. If the landing
cally turned off. In TAXI, the taxi light in the nose
gear is not down and locked, the passing light will
section is turned on. The landing and taxi lights
be steadily illuminated.
receive their power from the DC bus and are pro-
tected by a circuit breaker.
Position Lights Switch
INTERIOR LIGHTING
The position lights switch (Figure 1-8, 3) has three Interior lighting equipment includes two utility
positions: STROBE and POS LT, OFF and POS LT lights, f ive secondary instrument lights, individual
ONLY. In STROBE and POS LT, the strobe lights instrument lights and edge lighting for the switch
are controlled by a f lasher and will f lash intermit- panel, radio control panels, oxygen regulators, por-
tently. The lights receive their power from the DC tions of the lef t instrument panel, lower portion of
bus and are protected by a circuit breaker. the stationary instrument panel, and the inter-
phone control panels located on either side of the
Anticollision Beacon Lights Switch cockpit. Intensity for all lighting equipment except
the two utility lights is controlled by four rheostats.
The anticollision beacon lights switch (Figure 1-8,
4), controls the operation of the two red anticollision
beacons and the red passing light. The lights
receive their power from the DC bus and are pro-
tected by a circuit breaker.
Figure 1-30.
1-50
T.O. 1T-37B-1
The primary f light instrument lights rheostat (Fig- The warning lights dimming switch (Figure 1-8, 2),
ure 1-6, 13), controls the intensity of the compass, has three positions: BRIGHT, DIM, and NEUTRAL.
clock and all of the f light instruments including the It is spring-loaded to NEUTRAL. The switch con-
trols the intensity of all the warning lights, elevator
course indicator on aircraf t 2 . The rheostat trim tab light, landing gear indicator lights, gravity
receives its power from the 5V AC, single-phase fuel indicator light, and fuel boost pump warning
bus. light. The circuit receives its power from the DC
Flight Instrument (AC) Lights Rheostat (TCTO 1T- bus, and on aircraf t 1 , is protected by the same
37B-587) circuit breaker that protects the primary f light
instrument lights circuit, and on aircraf t 2 , is
The f light instrument (AC) lights rheostat, adjacent protected by an individual circuit breaker.
to the switch panel, controls the lighting to the
standby compass, DME display, both altimeters and
.
NOTE
both attitude indicators. Linked to the rheostat is a
switch which provides electrical power for the warn- The f ire and overheat warning, can-
ing light dimming circuit and the indicator lights opy-not-locked, engine ice, gear posi-
dimming circuit, whenever the rheostat is turned tion indicator, and boost pump lights
on. The rheostat receives 6V AC from a step down will illuminate bright when pressed-to-
transformer. test. The fuel low level, elevator trim,
gravity feed, and gear handle warning
Primary Instrument Lights Rheostat light will illuminate dim when
pressed-to-test.
The primary instrument lights rheostat (Figure 1-6,
14), controls the intensity for the edge lighting of
. The primary f light instrument light
rheostat must be on before the dim-
the switch panel and parts of the lef t instrument ming circuit will function. An interrup-
panel and lower portion of the stationary instru- tion in DC power (such as turning the
ment panel on aircraf t 2 , course indicator on battery and generator switches OFF)
aircraft 1 , f lap position indicator, both oxygen will return the warning lights to
regulators, accelerometer, and all the engine and bright.
pressure instruments. Power comes from the DC
bus. UTILITY LIGHT
Flight and Engine Instruments (DC) Lights Rheostat Two utility lights (Figure 1-3, 4, 14) provide a
(TCTO 1T-37B-587) portable light source for each pilot. They can be
used as either a source of white or red light, and are
The f light and engine instruments (DC) lights rheo- adjustable as either a spot or a f loodlight.
stat, located af t of the f light instrument (AC) lights
Rheostat, controls the lighting to all edge lighted CANOPY
panels to include both oxygen control panels, all
cockpit engine, f light and pressure instrumenta- A clear plastic canopy covers the entire cockpit area.
tion, except for those listed in the paragraph above. During taxiing operation, the canopy may be lef t
The rheostat receives power from the DC bus. open but must be down and locked prior to takeoff.
The canopy can be jettisoned in f light or while the
Secondary Instrument Lights Rheostat aircraft is on the ground.
1-51
T.O. 1T-37B-1
During canopy jettisoning, gas pressure automati- the ground. The switch receives power directly from
cally unlocks the down locks. To jettison the canopy, the battery when the battery switch is off. The
pull the external canopy jettison T-handle (Figure switch receives power from the DC bus through the
1-31, 2) located on the lef t wall, af t of the pilot’s battery when the battery switch is on and the DC
oxygen regulator. The canopy is also jettisoned dur- bus is energized by the generators.
ing the ejection sequence.
NOTE
WARNING The microswitch on the right main
landing gear affects the operation of
the canopy only when the external can-
If the canopy is jettisoned by use of the opy circuit switch is in the internal
hand grips and triggers, the seat will position.
eject approximately 1/3 of a second
after the canopy.
Travel limit switches within the canopy actuator The canopy downlock handles (Figure 1-3, 1, 15) are
automatically disengages the actuator motor when interconnected to permit manually locking and
travel to the full open or closed position is reached. unlocking the canopy from either the pilot’s or
The switch is deactivated by a microswitch on the instructor’s seat. Moving either handle fully for-
canopy downlock handles whenever they are moved ward locks the canopy. Before the canopy can be
from the full af t position, and by a microswitch on opened or closed normally, the canopy downlock
the right main landing gear whenever the gear is off handles must be moved fully af t.
1-52
T.O. 1T-37B-1
AUXILIARY POWER UNIT (APU) CANOPY SWITCH 5. Release the declutch T-handle to hold canopy
open.
The APU canopy switch in the lef t nose compart-
ment of the aircraf t allows the canopy to be opened
or closed using an auxiliary power unit. WARNING
NOTE
Due to the weight of the canopy, two
This system is normally a mainte- crew members are normally required
nance function. to open and close the canopy manually.
1-53
T.O. 1T-37B-1
Figure 1-31.
1-54
T.O. 1T-37B-1
NOTE
WARNING
If ac power is lost, the automatic tem-
. The refrigeration turbine bearing may
perature control system will be inoper-
ative, and the manual HOT or COLD
fail in f light. This is usually recog- position must be selected to maintain a
nized by noise, vibrations, and smoke desired cockpit temperature.
in the cockpit. Selecting VENT will
alleviate the condition.
. In the event of refrigeration turbine
Cockpit Air Temperature Control Rheostat
bearing failure, undetectable toxic The rheostat (Figure 1-33, 4) controls cockpit air
fumes may be present which could only when the cockpit air temperature switch is in
incapacitate the pilot. Do not delay the AUTOMATIC and ac power is available.
Change 1 1-55
T.O. 1T-37B-1
1-56
T.O. 1T-37B-1
1-57
T.O. 1T-37B-1
Figure 1-33.
1-58
T.O. 1T-37B-1
.
the cockpit. Pulling the knob out increases defrost- NOTE
ing. Heat for defrosting will not be available unless As the aircraf t ascends to high
the cockpit air lever is in AIR COND. altitudes where the temperature is
normally quite low, the oxygen
NORMAL OPERATION OF COCKPIT cylinders become chilled. This may
result in a rapid decrease in pressure.
AIRCONDITIONING SYSTEM A rapid fall in oxygen pressure while
the aircraf t is in level f light or while it
1. Cockpit air lever AIR COND. is descending, is not ordinarily due to
falling temperature, of course. When
2. Cockpit air temperature control switch this happens, leakage or loss of oxygen
AUTOMATIC. must be suspected.
CAUTION
1-59
T.O. 1T-37B-1
Figure 1-34.
.
NOTE A prism (Figure 1-35, 6) is installed to present the
Whenever an oxygen regulator is not pilot and instructor the f low indicator at eye level.
used, the diluter lever shall be in 100% This enables the pilots to see the f low indicator
and the supply lever positioned to without lowering their heads.
1-60
T.O. 1T-37B-1
Figure 1-35.
1-61
T.O. 1T-37B-1
NOTE
Oxygen quantity requirements will be I - INDICATOR - With the diluter lever in 100%
established by the using command. OXYGEN, check blinker for normal operation.
Figure 1-36.
1-62
T.O. 1T-37B-1
EJECTION SEATS
. Before lowering seat, check area for
objects that would prevent the hand-
grips from lowering with seat, result-
Ejection seats (Figure 1-37) are installed in the ing in arming of the seat.
aircraft. The ejection seats will catapult the occu-
pants clear of the aircraf t at any speed, altitude or . After the handgrips have been raised,
attitude. Each seat accommodates a back-type para- purposely or otherwise, no attempt
chute, and is provided with an inertial reel-type should be made to place the handgrips
shoulder harness, an automatic opening safety belt, back down. The handgrips are held in
and a seat-man separator. Each seat is manually the up position by means of a mechani-
adjusted up or down by actuating a seat adjustment cal lock. In the event of damaged f iring
lever (Figure 1-37, 6). Each seat has an emergency devices, any movement of the hand-
disconnect unit on the lower right side, containing a grips or trigger might jettison the seat
communication lead and the oxygen hose and a or cause injury.
quick disconnect plate on the lef t side containing
the canopy initiator hose. both automatically dis-
connect at the time of seat ejection. All seats have a EJECTION SEAT HANDGRIPS
canopy piercer on top of the seat to break the
canopy for through-the-canopy ejection capability. When the handgrips (Figure 1-37, 3) are raised to
the full up position, they lock there exposing the
seat ejection triggers and locking the shoulder har-
ness. Both handgrips are interconnected and will
WARNING raise together.
1-63
T.O. 1T-37B-1
Figure 1-37.
1-64
T.O. 1T-37B-1
Manual Operation
prior to ejection, regardless of altitude.
Manually opening the safety belt prior
Manual operation is accomplished by pushing the
to ejection creates a hazardous condi-
lock-out lever, then pulling the tongue unlocking
tion since immediate seat-man separa-
lever. This action will disengage the belt link
tion would occur thus exposing the
tongue.
body to excessive decelerative forces.
This could result in the parachute pack
being blown open and injuries caused
by a high opening shock of the para- WARNING
chute. The seat-man mass will deceler-
ate at a more acceptable rate. Manual Manual operation of the automatic lap
separation also negates automatic fea- belt during ejection will override the
tures of the parachute.
. If the automatic opening safety belt is
automatic opening feature upon seat
separation.
opened manually, the automatic para-
chute release will not be actuated Refer to Figure 1-38 for detailed illustration.
1-65
T.O. 1T-37B-1
Figure 1-38.
1-66
T.O. 1T-37B-1
TO LOCK THE SAFETY BELT, PROCEED AS device is set according to instructions contained in
FOLLOWS: applicable technical publications and as aircraf t
f light areas dictate.
1. Insert the belt link tongue successively
through the right and lef t shoulder harness loops The chain of events in the release mechanism is
and the slot in the gold/silver key above the f lange. activated by the parachute arming lanyard which is
attached to the automatic opening safety belt by a
metal parachute arming lanyard anchor for auto-
WARNING matic operation. An orange knob is attached to the
parachute arming lanyard for manual operation.
Upon separation from the seat, the parachute arm-
The parachute arming lanyard must ing lanyard remains attached to the safety belt,
be routed outside the parachute har- activating the release mechanism. When activated
ness and not fouled in any equipment above the preset altitude, the parachute will remain
to permit clean separation from the closed until the preset altitude is reached then
seat. open. When the release mechanism is activated
below the preset altitude, the parachute will open
NOTE after the number of seconds delay set on the timer.
The parachute is equipped with a parachute ripcord
The gold/silver key must be slipped handle for opening the parachute manually.
over the belt link tongue last and
pressed into the manual release
assembly base in order to lock the WARNING
latch.
For automatic parachute deployment:
2. While holding the tongue unlocking lever 1. The automatic safety belt initiator pin
open, insert the belt link tongue fully into the must be removed.
buckle; release the tongue unlocking lever and the
lock-out lever to lock the belt halves together. 2. The parachute arming lanyard
anchor must be fastened to the safety
3. Manual Release Assembly - Locked and belt.
checked.
3. The safety belt must open
TO MANUALLY UNLOCK SAFETY BELT, PRO- automatically.
CEED AS FOLLOWS:
If any one of the above conditions are
1. Push open the lock-out lever, then pull open not met, the parachute arming knob
the tongue unlocking lever to release the belt link must be pulled for automatic para-
tongue. chute deployment.
2. Gold key and shoulder harness loops slip off
.
NOTE
the belt link tongue.
The automatic opening parachute can
be opened manually at any time by
pulling the parachute ripcord handle.
WARNING
. Either the parachute ripcord handle or
the parachute arming knob must be
If belt is released manually during pulled to open the parachute. Use the
ejection, automatic parachute opening ripcord handle below 14,000 feet and
will not occur upon seat separation. the parachute arming knob above
14, 000 feet.
AUTOMATIC OPENING PARACHUTES
ONE AND ZERO SYSTEM
The ejection seats are designed to utilize a back-
type automatic opening parachute. Automatic In order to provide an improved low altitude escape
release from the seat following ejection and auto- capability, a system incorporating a 1-second safety
matic opening of the parachute results in quicker belt delay and a 0-second parachute delay (ONE
deployment of the parachute. In order to accomplish AND ZERO system) is provided for ejection seat
automatic opening, the parachute is equipped with escape. This system (Figure 1-39) makes use of a
an automatic ripcord release mechanism. An ane- detachable zero delay lanyard attached to the para-
roid device and timer are incorporated in the chute arming knob. When the hook on the other end
release mechanism to pull the ripcord when the of the zero delay lanyard is attached to the para-
preset altitude is reached. The parachute timer is chute ripcord handle, the automatic timer is
preset for the number of seconds delay. The aneroid bypassed and upon separation from the seat af ter
1-67
T.O. 1T-37B-1
ejection, the parachute ripcord handle is pulled 3. Disconnect af ter passing through 10,000 feet
immediately without any delay. A stowage ring is pressure altitude when this altitude will be
provided to stow the hook when it is not attached to exceeded for prolonged periods.
the parachute ripcord handle.
4. Connect prior to initial approach f ix for pene-
tration descent or prior to 10,000 feet pressure
WARNING altitude during enroute descent.
NOTE
The emergency minimum ejection alti- If operating above terrain over 8,000
tudes specif ied for 1-second safety belt feet high, the 0-delay lanyard should
and 0-second parachute setting apply be connected any time the aircraf t is
when the zero delay lanyard is within 2,000 feet of the terrain.
attached to the parachute ripcord han-
dle and the parachute arming lanyard
anchor is attached to the automatic EMERGENCY EQUIPMENT SURVIVAL
opening safety belt. KIT
In some aircraf t, a survival kit is used in lieu of the
seat cushion. The kit contains such items as f lares,
Refer to section III for additional information and radio, f irst aid kit, whistle, insect repellent, and
seat ejection procedures. space blanket.
Figure 1-39.
1-68
T.O. 1T-37B-1
Figure 1-40.
1-69/(1-70 blank)
T.O. 1T-37B-1
SECTION II
NORMAL PROCEDURES
2-1
T.O. 1T-37B-1
2-2
T.O. 1T-37B-1
Figure 2-1.
2-3
T.O. 1T-37B-1
2-4
T.O. 1T-37B-1
check with a qualif ied maintenance 3. Survival Kit Attached and Adjusted
technician before accepting the aircraf t. (if applicable).
CAUTION WARNING
NOTE
. After adjusting seat to proper height,
ensure engagement of the seat catches
The outer edges of the canopy bow may by simultaneously pressing forward on
be very sharp. Use caution when the seat adjustment lever and jiggling
entering and exiting the aircraf t. the seat vertically until the catches are
fully engaged.
1. Control lock STOWED.
2. Required publications ON BOARD. 6. Rudder pedals ADJUST.
2-5
T.O. 1T-37B-1
7. Flight controls CHECK for free and 24. ARU-42A CAGED and LOCKED.
correct movement.
25. Fuel boost pump switch OFF.
8. Speed brake switch IN.
26. Inverter switch OFF.
27. Generator switches ON.
CAUTION
28. Pitot heat switch OFF.
13. Heading indicator slaving switch 31. Interphone control panel switches
IN. SET (as desired).
14. ARU-44A CAGED and LOCKED. 32. Auxiliary power CONNECTED (if
required).
15. Vertical velocity READS ZERO.
33. Battery ON (if auxiliary power is
16. Clock SET. not used).
17. Fuel shutoff T-handles PUSH-ON.
18. Fuel system switch EMERGENCY. CAUTION
2-6
T.O. 1T-37B-1
40. Landing gear warning lights and horn 50. Fuel low level warning light
CHECK OPERATION. PRESS-TO-TEST.
Press warning light test switch - lights 51. Gravity fuel light CHECK ON.
should come on in both handles. With the
warning light switch depressed, place each 52. Fuel quantity CHECK WING AND
throttle in idle, one at a time. The horn TOTAL fuel.
should sound.
NOTE
41. Landing gear position indicator lights
CHECK ON. To determine the correct amount of
fuel in the right- and lef t-wing tanks,
42. Fuel boost pump warning light place the fuel gaging selector switch in
CHECK ON. the RIGHT and LEFT position until
43. Elevator trim CHECK the fuel quantity needle stabilizes.
OPERATION AND NEUTRAL (green
light on). 53. Attitude indicators UNCAGE AND
ADJUST.
44. Aileron trim CHECK OPERATION
AND NEUTRAL (check visually). Uncage by pulling out and rotating caging
knob counterclockwise and releasing
45. Canopy-not-locked warning light gently. Adjust miniature aircraf t to
CHECK ON. coincide with horizon bar.
46. Canopy CHECK OPERATION.
NOTE
47. Engine ice warning light PRESS-
TO-TEST. The indicator should be energized for
approximately 60 seconds prior to
48. Engine f ire detect circuit TEST. uncaging.
49. Engine overheat detect circuit
TEST. *54. Loose items STOWED.
2-7
T.O. 1T-37B-1
.
directed into the intake prior to the
attempted start may facilitate a Do not leave starter switch in the GND
successful engine start. position for more than 20 seconds if
there is no indication of combustion
1. Danger Areas (Figure 2-2) CLEAR (EGT Rise). Before attempting
(Fore, Af t, Sides). another start, wait one minute to allow
excess fuel to drain from engines.
2. Fuel boost pump ON.
Check with ground personnel to
3. Fuel boost pump warning light confirm there is no accumulated fuel.
OFF.
. If the engine will not start af ter three
NOTE attempts, wait ten minutes before
If the fuel boost pump warning light initiating any further starts.
fails to go out, do not start engines and
note in Form 781. . If inadvertent release of the starter
switch occurs, abort the start. Do not
reengage the starter switch until the
4. Left engine start:
RPM reaches zero. Engaging the
a. Left starter and ignition GND starter switch with other than zero
ON and hold. RPM could result in damage to the
starter/generator unit. Before
attempting another start, check with
CAUTION ground personnel to conf irm there is
Figure 2-2.
2-8
T.O. 1T-37B-1
b. Left throttle IDLE at 8% RPM. . Pilots will not reset the voltage
regulator reset button following engine
start on either engine. If reset button
CAUTION is popped, a malfunction exists in the
CAUTION
NOTE
Use instructor’s throttle for starting so
that cut-off feature is available if After engine starter switch is released
shutdown is necessary. and checked OFF, advance throttle
until generator cuts in at
approximately 38% to 42% RPM and
check loadmeter for rise. If loadmeter
c. Left ignition RELEASE at rapid shows no rise, increase RPM up to
EGT rise. 60%. If still no loadmeter indication,
shut down both engines and write-up
d. Left starter RELEASE at 25% in Form 781.
RPM.
9. Loadmeter CHECK.
CAUTION
during start, shutdown engine, obtain 12. Left engine Reduce to IDLE.
APU and attempt second start. If EGT
exceeds 780oC during any start, shut 13. Right engine instruments CHECK.
engine down immediately and abort
the aircraf t. Note in Form 781. 14. Right loadmeter CHECK.
2-9
T.O. 1T-37B-1
Figure 2-3.
2-10
T.O. 1T-37B-1
.
NOTE
16. Chocks REMOVED.
Verify operation of spoilers, f laps,
speed brake, and thrust attenuators
with the ground crew. TAXIING
. RPM may have to be increased above Observe the following precautions for taxiing.
idle to ensure a positive loadmeter
indication for operation of the VOR/
ILS and DME systems. CAUTION
WARNING
BEFORE TAKEOFF
.
1. Flight controls CHECK FOR
When removing the seat safety pin, UNRESTRICTED MOVEMENT.
use lef t hand to guard the handgrips
until the streamer has cleared the NOTE
seat. Disengage nosewheel steering prior to
. During ground operation, if seat
checking the rudder.
adjustments become necessary, install
the seat safety pin before moving the *2. Zero delay and parachute arming
seat adjustment lever. lanyards CONNECTED.
. If seat adjustment is necessary in *3. Helmet visors AS REQUIRED.
f light, check that no obstruction is
below either handgrip to ensure the 4. Takeoff data REVIEW.
handgrips will not move as the seat is
lowered. Make no attempt to hold 5. Position lights STROBE & POS LT.
down the handgrips while adjusting 6. Landing/Taxi lights AS
the seat. REQUIRED.
2-11
T.O. 1T-37B-1
LINEUP
NOTE
1. IFF AS REQUIRED. At high RPM settings under humid
2. Attitude indicators CHECK. atmospheric conditions, it is normal to
observe vapor coming out of the air
3. Throttles MILITARY. scoop on the nose section.
4. Engine instruments CHECK.
NORMAL TAKEOFF
5. Heading indicators CHECK within
5 degrees of runway heading. Refer to Appendix A for takeoff charts showing
6. Loadmeters CHECK. distances required at varying gross weights, tem-
peratures, f ield elevations, wind and runway condi-
NOTE tions. Af ter completion of the lineup check, release
brakes and establish a straight takeoff roll.
Nickel cadmium batteries may be
charged at a much greater rate Directional control should be maintained by use of
without damage than can the nosewheel steering until rudder becomes effective
conventional lead-acid batteries. at approximately 65 KIAS. Do not overcontro1
Engine start using battery power will when using nosewheel steering. As the elevators
normally be followed by extremely become effective at approximately 65 KIAS, raise
high loadmeter readings. High the nose smoothly to takeoff attitude and allow the
loadmeter readings may persist for as aircraft to f ly off the ground.
2-12 Change 1
T.O. 1T-37B-1
WARNING
The maximum recommended cross- Release brakes and maintain directional control by
wind component during takeoff and the use of nosewheel steering, ailerons, and rudder.
2-13
T.O. 1T-37B-1
DESCENT
WARNING
Refer to Appendix I for data concerning descents
from various altitudes. Any speed brake and power
settings may be used may be used during descent,
. Avoid wake turbulence. The T-37 is
providing the airspeed limitations in section V are particularly susceptible to wake
not exceeded. turbulence. The vortex-produced
rolling moment can exceed the aileron
1. Heading and attitude system authority of the aircraf t. Allow a
ADJUST AS REQUIRED. minimum of two minutes before
landing behind any larger type
2. Defroster and cockpit temperature
aircraft or helicopter and a minimum
AS REQUIRED.
of three minutes behind any aircraf t
Rapid descents may cause fogging inside designated as HEAVY in Flip General
the canopy. Therefore, it is necessary that Planning. Attempt to remain above
the canopy and windshield be kept as warm and upwind of the preceding aircraf t’s
as possible to maintain proper visibility. f light path. Wake turbulence will be
most pronounced during conditions of
3. Fuel quantity CHECK. calm or near calm surface winds.
When checking the fuel quantity, check the
total fuel, wing tank balance and fuselage
. Do not exceed 45 degrees angle of bank
in the f inal turn. Abrupt control inputs
tank quantity. and/or bank angles exceeding 45
4. Hydraulic pressure CHECK. degrees during the f inal turn may
result in an instantaneous departure
*5. Zero delay lanyard CONNECT prior from control f light with little or no
to initial approach f ix for penetration stall warning. Altitude may be
descent or prior to 10,000 feet insufficient for recovery from this
pressure altitude during enroute situation prior to ground impact.
descent.
NOTE LANDING
If operating above terrain over 8,000
feet, the zero delay lanyard should be
connected prior to the aircraf t CAUTION
reaching 2,000 feet above the terrain.
If nosewheel shimmy is encountered
*6. Altimeter RESET AS REQUIRED. during the landing roll, continue to
*7. Helmet visor(s) AS REQUIRED. apply forward stick pressure to place
more weight on the nose gear.
BEFORE LANDING
NORMAL LANDING
Refer to Figure 2-4 for typical overhead landing
pattern and recommended procedure. Refer to The typical overhead landing pattern is depicted in
Appendix I for recommended approach and Figure 2-4. If crosswinds are not signif icant, main-
touchdown speeds for varying gross weights, wind tain the landing attitude af ter touchdown. This
conditions and conf igurations. The pattern should will require increasing back stick pressure as air-
be planned so that a minimum of 50% RPM will be speed dissipates. Leave f laps down and speed
2-14
T.O. 1T-37B-1
brake and thrust attenuators extended to take the nosewheel steering until sufficient
advantage of increased drag and reduced thrust. weight is placed on the nose gear. Also,
Lower the nosewheel to the runway prior to mini- avoid abrupt use of nosewheel steering
mum nosewheel touchdown speed and retract the during the high speed portion of the
speed brake if not needed to help stop the aircraf t landing roll.
on the remaining length of runway.
If gusty wind conditions are encountered, use half NOTE
f laps in the pattern and increase f inal approach To avoid excessive swerve, neutralize
airspeed to 110 KIAS. The speed brake should be the rudder prior to engaging
used to improve airspeed and glide path control and nosewheel steering.
should be extended in the same sequence as for a
normal overhead pattern.
BRAKING PROCEDURE
NO FLAP LANDING
Wheel brake effectiveness increases as forward
The procedures for landing with no f laps are simi- speed decreases. Use wheel brakes only as required
lar to those for landing with 100% f laps, except that to decelerate the aircraf t to normal taxi speed on
a longer f inal approach (3/4 to 1 mile) should be the remaining runway. If maximum braking is
planned. Maintain 110 KIAS in the f inal turn and required, lower the nosewheel to the runway, check
on f inal. If above 1400 pounds total fuel, f ly 120 speed brake extended and raise the f laps. This will
KIAS in the f inal turn. If gusty wind conditions are decrease lif t and put more weight on the main
encountered, maintain 120 KIAS in the f inal turn wheels for increased friction. Use a single smooth
and on f inal. Expect an extended f lare and longer application of brakes with constantly increasing
landing roll. pedal pressure. Braking action decreases if a wheel
is locked and the tire is in an excessive skid. If a
CROSSWIND LANDING skid results, brake pressure must be released and
NOTE then reapplied to achieve normal braking action.
Braking effectiveness can be increased by pulling
Refer to Appendix page A2-5 for the back on the stick just short of raising the
maximum allowable crosswind compo- nosewheel.
nent during takeoff and landing.
2-15
T.O. 1T-37B-1
Figure 2-4.
2-16
T.O. 1T-37B-1
LANDING ON SLIPPERY RUNWAYS counteract each bounce with opposite stick move-
ment; the combined reaction time of pilot and air-
Use recommended pattern and touchdown speeds craft is such that this control movement will aggra-
since excessive landing speeds will result in a vate the porpoising action. Repositioning and
longer stopping distance. Touchdowns should be holding the controls (restricting movement) will
planned close to the approach end of the runway. dampen out the oscillation.
Maintain the landing attitude as much as practical
and leave the speed brake extended. Af ter lowering The addition of power will increase control effective-
nose to the runway, use brakes lightly, applying ness by increasing airspeed and permit the aircraf t
pedal pressure evenly and slowly. If brakes are to become safely airborne.
applied hard and suddenly, a skid will result. Main-
tain directional control primarily with nosewheel
steering. Differential braking may be used to aid in WARNING
directional control unless it results in skidding. If
skidding occurs, reduce or release brake pedal pres-
sure and use nosewheel steering for directional If a go-around is initiated af ter
control. Landing roll distances will be considerably porpoising, do not raise the landing
increased. gear. Structural damage can occur
during porpoising and may prevent the
NOTE landing gear from being lowered on the
following landing attempt.
Hydroplaning of the T-37 main landing
gear tires occurs at approximately 92
Knots. To minimize the effects of
hydroplaning, aircrews should con- CAUTION
sider factors such as tire condition,
touchdown speeds, and runway condi-
tion when operating on a wet runway. If attempting a single engine landing
and porpoising occurs upon touch-
down, do not increase power on good
PORPOISING engine; the unequal thrust will make
directional control difficult. Position
and hold controls to establish normal
CAUTION landing attitude. Do not attempt to
counteract each bounce with opposite
Avoid landing on the nosewheel f irst stick movement.
as porpoising and subsequent struc-
tural damage to the landing gear and NOTE
airframe may occur.
Directional control may be difficult to
Porpoising is a condition encountered during land- maintain if uneven engine acceleration
ing, wherein the aircraf t bounces back and forth occurs when throttles are advanced or
between the nosewheel and the main gear. This when a crosswind exists.
condition is caused by a landing attitude at touch-
down which brings the nose-wheel in contact with GO-AROUND/MISSED APPROACH
the runway before the main gear touchdown. It
most likely will occur when landing is attempted Make the decision to go-around or execute a missed
with an incorrect landing attitude and at an exces- approach in a timely manner. If touchdown is
sive airspeed. unavoidable, do not try to hold the aircraf t off the
runway; continue to f ly the aircraf t to touchdown.
If immediate corrective action is not initiated, the If a touchdown is made, lower the nose slightly and
porpoise will progress to a violent, unstable pitch accelerate to takeoff airspeed, then establish take-
oscillation. The repeated heavy impacts of the off attitude and allow the aircraf t to f ly off the
aircraft on the runway ultimately will result in runway.
structural damage to the landing gear and air-
frame. Therefore, a proper landing attitude imme- 1. Throttles MILITARY.
diately prior to touchdown is imperative to preclude
the occurrence of a porpoise. 2. Speed brake IN.
If you begin to porpoise, immediately position the 3. Gear UP at 100 KIAS (minimum)
controls to establish a nose high attitude sufficient when def initely airborne.
to prevent the nose wheel from contacting the run- 4. Landing lights OFF/TAXI.
way. Maintain this attitude and simultaneously
advance throttles to MILITARY. Do not attempt to 5. Flaps UP at 110 KIAS (minimum).
2-17
T.O. 1T-37B-1
2-18
T.O. 1T-37B-1
Refer to section VII for canopy positions and the use b. Accumulator pressure:
of dust shields for various climatic conditions.
600 (±25) PSI.
AFTER ENGINE SHUT DOWN (BEFORE LEAVING 6. Oxygen requirements.
AIRCRAFT)
a. Low pressure system: 425 (±25)
1. Install DME dust plug. PSI.
2. Canopy. b. Type: MIL-O-27210.
2-19
T.O. 1T-37B-1
2-20
T.O. 1T-37B-1
SECTION III
EMERGENCY PROCEDURES
TABLE OF CONTENTS Page Page
3-1
T.O. 1T-37B-1
3-2
T.O. 1T-37B-1
Figure 3-1.
3-3
T.O. 1T-37B-1
If it is necessary to retract the landing gear while If both engines fail at low altitude or immediately
the aircraf t is on the ground, depress and hold the after becoming airborne and altitude precludes
override switch, then raise the gear handle (Figure aborting, air starting or ejecting, land straight
3-2). ahead, turning only as necessary to avoid
obstructions.
Figure 3-2.
3-4
T.O. 1T-37B-1
.
yaw and out-of-trim effect; however, f light controls NOTE
provide adequate directional control during single Retracting the landing gear will
engine operation. Rudder trim may not be adequate increase the rate-of-climb
to relieve all rudder force required to maintain approximately 150 feet per minute.
wings-level constant-heading f light.
. Single engine climb speed for best
angle of climb - 125 Knots.
WARNING . Single engine climb speed for best
rate-of-climb is 160 Knots at sea level.
. The aircraf t will not accelerate or
(Minus 1 Knot per 1000 feet.)
climb during single engine operation
until the f laps are retracted to 50% or ONE ENGINE FAILURE, FIRE OR OVERHEAT DURING
less and the speed brake is retracted TAKEOFF (AFTER AIRBORNE)
(Figure 3-3).
. Flaps may be raised to 50% at any
If an engine fails immediately af ter takeoff, the
decision to continue depends upon airspeed, alti-
f lying airspeed with very little loss of tude, and length of runway remaining. If the deci-
lift and a large reduction in drag. Any sion is made to abort, check landing gear down, land
time a single engine situation is the aircraf t, and follow ABORT procedures.
encountered (engine failure on takeoff)
or anticipated (engine f ire or overheat Adequate performance and controllability exists to
on takeoff) with full f laps extended, accelerate during single-engine operation between
f laps should be raised to 50% 90 and 100 Knots. If the decision is made to
immediately. If the speedbrake is continue, raise the gear and f laps as soon as possi-
extended, it must be immediately ble af ter reaching a safe altitude and airspeed.
retracted. Rate-of-climb with one engine inoperative will be
. Flaps should not be lowered to 50%
slower, depending on such conditions as air density,
gross weight, and conf iguration.
once f lying airspeed has been attained.
Lowering 50% f laps decreases stall
speed, but a signif icant increase in
thrust is required (Figure 3-3). WARNING
. It is possible for the thrust attenuators
When operating at high gross weights
to fail in the extended position
and/or high density altitudes, contin-
whether or not hydraulic and/or
ued takeoff on one engine may be
electrical power is available. Initially,
impossible.
this malfunction may be difficult to
detect. However, you will notice a
significant lack of aircraf t acceleration If takeoff, continued:
as power is applied, especially during 1. FLAPS 50%.
traffic pattern operations. You can
expect to lose approximately 39% to 2. GEAR UP.
44% thrust under standard day
conditions. This loss is less severe 3. FLAPS UP (100 Knots MINIMUM).
than that experienced during single Maintain a climb and accelerate to 125 Knots.
engine failure and is well within the If an engine f ire or overheat exists, proceed
safe f light capability of the aircraf t. If with Fire or Overheat Procedures.
you suspect thrust attenuator failure
and it is too late to abort, ensure the 4. Attempt airstart at safe altitude if
throttles are at MILITARY, the speed warranted.
brake is IN and continue to take off If an airstart attempt is unwarranted:
using the procedures for ONE
ENGINE FAILURE, FIRE OR 5. Throttle (Affected Engine) CUT-OFF.
3-5
T.O. 1T-37B-1
Figure 3-3.
CAUTION WARNING
NOTE NOTE
A compressor whine may occur at any If double engine failure occurs at low
altitude when the throttles are altitude, the aircraf t should be zoomed
advanced rapidly. (if airspeed permits) to better position
the aircraf t for ejection.
ONE ENGINE FAILURE/SHUTDOWN DURING FLIGHT
If an engine fails in f light, try to determine cause of 1. Glide 125 Knots.
failure before attempting to restart the engine and
continue as follows: 2. Throttles CUT-OFF.
1. Throttle (Affected Engine) CUT-OFF. 3. Speed brake, gear, and f laps UP.
2. Speed brake, gear and f laps UP.
4. Airstart ATTEMPT (if warranted).
3. Airstart ATTEMPT (if warranted). If
airstart attempt is unsuccessful or If an airstart is unwarranted, refer to ejection or
inadvisable, refer to Appendix I for boldface procedures for two engine failure (low
single engine performance data. altitude).
3-6
T.O. 1T-37B-1
ENGINE FIRE AND OVERHEAT . Should the steady red light go out, the
engine should normally be shut down
A steady red light in the center of either fuel shutoff in accordance with boldface unless
T-handle indicates a f ire condition forward of the unusual circumstances and the
fireseal in the corresponding engine. A f lashing red absence of f ire indications dictate the
light in the center of either fuel shutoff T-handle engine be kept running.
indicates an overheat or f ire condition af t of the
fireseal in the corresponding engine.
2. Fuel Shutoff T-Handle PULL-OFF.
.
NOTE
Fire or overheat is usually accompa-
nied by one or more of the following WARNING
indications: Fluctuating fuel f low,
excessive exhaust gas temperature,
visual indications such as smoke in the After the fuel shutoff T-handle is
cockpit or smoke trailing behind the pulled, an immediate drop in fuel f low
aircraft, erratic engine operation or to 100 pph (minimum reading) is an
roughness. If the aircraf t is being indication the fuel shutoff valve has
f lown solo, the mirror on the right side operated. Failure to get indications
can be used as an aid in detecting that the fuel shutoff valve has closed
smoke from the right engine. Any time could indicate a continuing source of
the warning lights illuminate, attempt fuel to feed a f ire even af ter the engine
to verify the condition by other indica- is shut down with the throttle.
tions before abandoning the aircraf t.
. Internal structural failure of the
3. Throttle CUT-OFF.
engine may produce noise and heavy
vibrations in addition to f ire and over-
heat indications.
WARNING
Change 1 3-7
T.O. 1T-37B-1
5. Cockpit air lever AS REQUIRED. located during this process, turn defective unit OFF
unless it is critical for f light. Land as soon as
possible.
CAUTION
SMOKE AND FUME ELIMINATION
With high outside air temperature an
engine overtemperature can occur if
air conditioning is used when one WARNING
engine is f lamed out and the other
engine is at military power. . All odors not identif iable by f light
crew shall be considered toxic.
ELECTRICAL FIRE Immediately initiate SMOKE AND
FUME ELIMINATION procedures
1. BATTERY AND GENERATORS OFF and land as soon as conditions permit.
Do not take off when unidentif ied
If conditions warrant isolating faulty odors are detected.
equipment:
. If you do not feel positive pressure or if
you suspect the aircraf t’s oxygen
WARNING system is contaminated, consider
using the emergency oxygen cylinder.
If you suspect the aircraf t’s oxygen
If f light must be continued with system is contaminated, you should
battery and generators off, avoid less disconnect the aircraf t oxygen hose
than 1 G f light as the fuel boost pump after activating the emergency
will be inoperative and engine cylinder. One possible source of oxygen
f lameout may occur due to cavitation contamination is a cockpit
of the engine driven fuel pump. Under compartment bleed air leak that can
these conditions, engine restart will be burn a hole in the aircraf t’s low-
impossible. pressure, f lexible oxygen hoses
positioned next to and behind the
pilot’s seat. The heated up hose will
CAUTION produce a burning plastic smell which
.
contaminates the air supply to the
If recovering with complete electrical pilot. To prevent possible exposure of
failure, use the landing gear pure oxygen to a heated bleed air
emergency extension system to ensure source, position the oxygen supply
the gear is down. lever to OFF.
. Consider recovering electric-out in
VFR conditions.
CAUTION
.
NOTE
Smoke may be encountered in the
The interruption and reapplication of cockpit af ter negative G f lights due to
dc power will start the J-2 heading oil loss from the engines. A landing
system fast slave cycle. Use caution should be made as soon as conditions
when applying this procedure, permit in order to check the oil level
particularly in actual weather and identify the source of the smoke.
conditions.
. If battery and generators must be lef t In the event smoke or fumes enter the cockpit
off and instrument f lying must be during f light, proceed as follows:
continued, switch to spare inverter.
. Consider recovering electric-out in
1. Oxygen 100 percent.
2. Cockpit air lever VENT.
VFR conditions.
3. Check for f ire.
2. All dc accessories OFF.
If smoke and/or fumes continue, proceed as follows:
3. Monitor loadmeters while turning battery and
generators ON. Turn only essential dc electrical 4. Canopy jettison T-handle PULL (if
accessories ON, one at a time. If the faulty system is necessary).
3-8 Change 1
T.O. 1T-37B-1
It may be necessary to jettison the canopy if the be controlled with the speed brake or by shutting
smoke and fumes are severe and extended f light is down the affected engine. Shutting down the engine
required. can be accomplished by using the FUEL SHUTOFF
T-HANDLE.
THROTTLE CABLE FAILURE
With a throttle cable failure, the engine power
(RPM) cannot be reduced or advanced. Airspeed can
.
NOTE
Throttle(s) must be out of cutoff to
If f lame out resulted from throttle
accomplish an airstart.
linkage slip, it may be necessary to
advance the throttle beyond idle to
effect a restart.
. A start may not occur immediately.
EJECTION VS FORCED LANDING
RPM may drop as low as 12% before Normally, ejection is the best course of action if both
signs of a start are observed. engines f lameout (windmilling or frozen) or positive
control of the aircraf t cannot be maintained.
10. Starter and ignition GND-ON and Because of the many variables encountered, the
hold simultaneously. If RPM is above final decision to attempt a f lameout landing or to
30%, allow the engine to windmill below eject must remain with the pilot. It is impossible to
30% before attempting restart. establish a predetermined set of rules and instruc-
tions which would provide a ready-made decision
11. Exhaust gas temperature MONITOR. applicable to all emergencies of this nature. The
The f irst indication of a start is a rise in basic conditions listed below, combined with the
the exhaust gas temperature. pilot’s analysis of the condition of the aircraf t type
of emergency and his prof iciency, are of prime
12. Starter and ignition Release at 30% importance in determining whether to attempt a
RPM. f lameout landing or to eject.
3-9
T.O. 1T-37B-1
Figure 3-4.
3-10
T.O. 1T-37B-1
Figure 3-5.
3-11
T.O. 1T-37B-1
.
NOTE
Emergency landings shall be made
with any landing gear extended. This WARNING
.
also applies to overshooting or under-
shooting prepared runways when In no case allow airspeed to decrease
touchdowns cannot be avoided.
. below 90 Knots.
For a simulated forced landing, lower
speed brake and adjust throttles to
. Do not reset wing f laps if signif icant
structural damage is located in the
65% RPM. When landing gear is low- wings.
ered, readjust throttles to 55% RPM.
1. Notify appropriate ground agency of
3. Throttles CUT-OFF intentions.
4. Fuel Shutoff T-handles PULL-OFF 2. Climb to 10,000 feet above terrain (if practi-
cal) at a controllable airspeed.
5. Zero delay lanyard CONNECTED
3. Simulate a landing approach and determine
6. Helmet visor(s) DOWN
airspeed at which aircraf t becomes difficult to con-
7. Shoulder harness LOCK trol (minimum controllable airspeed).
8. Battery and generators OFF NOTE
If aircraf t becomes difficult to control
or approaches a stall, lower the nose
WARNING and increase power for recovery.
3-12
T.O. 1T-37B-1
CAUTION
CAUTION
If nose compartment door opens at
high airspeed, severe buffeting and Do not touch canopy downlock handle
structural damage may occur. The air- until landing roll is complete.
craft speed should be reduced as rap-
idly as possible without pulling Gs as
an increased angle of attack will cause NOTE
the door to open wider.
During f light, the internal canopy
control switch is inoperative. Af ter
2. Avoid any abrupt change in pitch attitude. landing is complete, the external
3. Fly a straight-in, full-f lap approach maintain- canopy circuit switch must be
ing 20 to 30 Knots above normal f inal approach positioned to INTERNAL to open the
speed. canopy by normal means.
NOTE
2. External canopy circuit switch
EXTERNAL If the nose has pitched up to a steep
attitude, add power and roll the
Access to this switch in f light is through the aircraft into a banked attitude to bring
zippered opening for the canopy declutch T- the aircraf t back to level f light.
handle.
3-13
T.O. 1T-37B-1
3. If trim continues to runaway af ter At high altitudes, set up a speed and conf iguration
retrimming, pull both trim circuit to obtain maximum glide distance.
breakers when near neutral.
NOTE WARNING
.
If the aircraf t cannot be trimmed back
to neutral (trim tab remains at the
Minimum ejection altitudes are depen-
front or back stop) pull both trim
dent upon dive angle, airspeed, and
circuit breakers to prevent potential
bank angle. Recommended minimums
trim tab f luctuation.
are 10,000 feet AGL if out of control
and 2,000 feet AGL in straight and
4. Land as soon as conditions permit using level controlled f light.
a straight-in approach.
. Attempt to slow the aircraf t as much
ERRATIC TRIM TAB FLUCTUATION as practical prior to ejecting by trading
airspeed for altitude. If the aircraf t is
If the trim tab f luctuates from stop to stop, accom- not controllable, ejection must be
plish the procedure for runaway trim and attempt accomplished at whatever airspeed
to turn off battery and generator switches at a exists.
position as near neutral trim as possible. Af ter the
aircraft is under control, pull the trim circuit break- . Do not delay ejection below 2,000 feet
ers and turn battery and generator switches back above the terrain in futile attempts to
on. Land as soon as conditions permit using a start the engine or for other reasons
straight-in approach. that may commit you to an unsafe
ejection. Accident statistics clearly
show a progressive decrease in suc-
EJECTION cessful ejections as altitude decreases
below 2,000 feet above the terrain.
.
The ejection seat escape system is designed to pro-
vide escape during level f light from 100 feet to The automatic safety belt must not be
maximum f light altitude and from 120 to 425 opened manually before ejection,
Knots. However, many variables can reduce your regardless of altitude. If the safety belt
chances for survival and most are cumulative. They is opened manually, the automatic
include altitude, airspeed, pitch and dive angles, opening feature of the parachute is
sink rate, G loads, human reaction time, etc. (See eliminated and seat separation may be
Figure 3-6). too rapid at high speeds.
In most situations, ejection at higher altitudes
(approximately 10,000 feet AGL) at reduced air- LOW ALTITUDE EJECTION
speeds compensates for these variables and allows During any low altitude ejection, the chances for
more time for ejection difficulties. successful ejection can be greatly increased by
Your chances for survival are better if you eject zooming the aircraf t (if airspeed permits) to estab-
above 2,000 feet AGL while f lying straight and level lish a positive ejection vector. Eject while the air-
at a low airspeed. When the aircraf t is controllable craft is in a wings level climb. This will result in a
at higher altitudes, trade excess airspeed and more nearly vertical trajectory for the seat and crew
excess altitude for time to accomplish before ejec- member thus providing more altitude and time for
tion procedures. seat separation and parachute deployment.
Under level f light conditions, eject at least 2,000 Emergency Minimum Ejection Altitudes
feet AGL whenever possible. The following is based on straight and level f light at
If you anticipate ejection at more than 2,000 feet 120 Knots or above.
AGL in a controlled condition, disconnect the zero-
delay lanyard to reduce chances of seat-chute-man
involvement. Once the decision is made to eject, do WARNING
not attempt to connect the zero-delay lanyard. The
time lost in connecting is greater than any advan-
A minimum airspeed of 120 Knots is
tages which may be gained.
extremely critical during emergency
Under uncontrollable conditions, eject at least low-altitude ejections to ensure rapid
10,000 feet AGL whenever possible. If the aircraf t parachute opening.
becomes uncontrollable below 10,000 feet AGL,
eject immediately, since any delay reduces your 1. With F-1B timer (1-second parachute)
chances for successful ejection. 200 feet
3-14
T.O. 1T-37B-1
Figure 3-6.
3-15
T.O. 1T-37B-1
2. With zero delay lanyard connected to 5. Turn aircraf t toward uninhabited area.
parachute ripcord handle (0-second
6. Actuate emergency oxygen cylinder (high alti-
parachute) 100 feet
tude if installed).
7. Attain proper airspeed, altitude, and attitude.
WARNING
NOTE
The emergency minimum ejection If zooming the aircraf t, apply trim to
altitudes are given only to show that prevent pitch down when the control
low altitude ejection can be stick is released for ejection.
accomplished in case of an emergency
which would require immediate
8. Disconnect oxygen hose and radio cord.
ejection. It must not be used as a basis
for delaying ejection when above 2,000
feet. EJECTION
1. HANDGRIPS RAISE
BAILOUT IF SEAT FAILS TO EJECT
If seat fails to eject when the triggers are squeezed,
a manual bailout will be required. Proceed as WARNING
follows:
1. Reduce airspeed as much as practical. Sit erect, head f irmly against
headrest, feet back.
2. Release safety belt, shoulder harness, radio,
and oxygen connections.
3. Jettison canopy. 2. TRIGGERS SQUEEZE
3-16
T.O. 1T-37B-1
3-17
T.O. 1T-37B-1
3-18
T.O. 1T-37B-1
3-19
T.O. 1T-37B-1
If porpoising occurs upon touchdown, Hydraulic system failure will be indicated by a loss
do not increase power on good engine; of pressure on the hydraulic pressure indicator. If
the unequal thrust will make direc- you detect hydraulic system failure during f light,
tional control difficult. Position and land as soon as conditions permit.
hold controls to establish normal land-
ing attitude. Do not attempt to NOTE
counteract each bounce with opposite
The following systems will be lost:
stick movement.
Flaps, thrust attenuators, nose wheel
steering, normal gear extension, spoil-
ers, and speed brake.
SINGLE ENGINE GO-AROUND
1. Plan to land no-f lap from a straight-in
approach.
WARNING
2. Lower landing gear using landing gear emer-
. The chances for a successful single
gency extension procedures.
engine go-around are greatly increased 3. Stop straight ahead on the runway.
3-20
T.O. 1T-37B-1
.
NOTE system inoperable.
You may recycle the gear as many
times as necessary. Your decision to
. Do not attempt to return the T-handle
to the ORIGINAL position af ter
either continue or abandon recycling actuating the emergency system. This
will be based on fuel remaining, will cause the air pressure to bleed off
weather conditions, etc.
. If the landing gear handle will not .
from the down side of the gear.
Do not recycle the landing gear af ter
raise when you attempt to recycle the actuating the emergency system since
gear, you may need to use the landing rupture of the hydraulic reservoir and
gear emergency override switch. in-f light f ire could result.
If one or both main landing gear fail to fully extend LANDING WITH A GEAR MALFUNCTION
after recycling, raise all gear and plan to land gear
up in the center of the runway. Refer to procedures If one or more landing gear remains up or unlocked,
for LANDING WITH A GEAR MALFUNCTION. if the nosewheel torque link fails or if all three gears
are retracted, plan on making a straight-in
No Hydraulic Pressure Available approach and proceed as follows:
3-21
T.O. 1T-37B-1
8. Battery OFF (Af ter aircraf t stops). . When landing with any gear
malfunction, anticipate the possibility
of departing the runway.
WARNING
. Torque link failure may cause the nose
gear to rotate 90 degrees lef t/right. It
To afford protection against explosion,
is unlikely that the nose gear can be
heat or f ire, the canopy should be
returned to center by yawing the
retained.
aircraft or other methods.
.
directional control.
If nose gear torque link failure occurs,
. If the nosewheel cannot be centered,
the likelihood of maintaining
severe nosewheel shimmy is possible.
directional control may be increased if
Hold the nosewheel off the runway as
the aircraf t is landed gear up. If the
long as practical. When the nose gear
decision to land gear up is made, use
is lowered onto the runway, nose gear
the landing gear override switch to
damage will be minimized by applying
raise the landing gear. Multiple
forward stick pressure to place more
attempts at raising the landing gear
weight on the nose gear.
. If a main gear malfunction occurs,
may be necessary.
Figure 3-8.
3-22
T.O. 1T-37B-1
UNSYMMETRICAL FLAP CONDITION may be used for short radius turns on to taxi ways
or other suitable areas if runway is too short. As a
Attempt to correct an unsymmetrical f lap condition last resort, in the event of imminent contact with
by reversing the wing f lap lever. If it is not possible obstructions, use the emergency gear retraction
to eliminate an unsymmetrical f lap condition, use procedure.
rudder and ailerons as necessary to maintain air-
craft control. Land from a straight-in approach
maintaining a minimum of 110 Knots on f inal. WARNING
NOTE
If the fuel boost pump warning light illuminates
Each brake master cylinder is inde- during normal f light or fuselage tank fuel depletion
pendent. In case of wheel brake fail- is suspected, accomplish the following:
ure (during dual f light) check both sets
of brake pedals.
1. Fuel system EMERGENCY.
3-23
T.O. 1T-37B-1
A signif icant fuel leak between the fuel f low trans- CAUTION
mitter and engine driven fuel pumps may be
observed by indications on the fuel f low indicators.
If an abnormally high f low rate (200 pounds differ- A signif icant drop indicates a leak in
ence between gages and/or above the normally the fuel supply line between the fuel
expected f low for pressure altitude and power set- f low transmitter and engine driven
ting) is observed on one of the fuel f low indicators, fuel pumps.
accomplish the following:
3-24
T.O. 1T-37B-1
3. If the condition reoccurs, place the fuel system . Neither the lights nor any of the radios will
in EMERGENCY and abort the mission. operate.
. Speed brake, spoilers, thrust attenuators, and
nosewheel steering cannot be operated.
WARNING
. Normal gear sequencing will not be available.
. Under normal conditions, full control
Placing the gear handle down will extend the
gear and gear doors simultaneously.
of the aircraf t can be maintained
under any imbalance condition. Antici-
pate a wing heavy condition at traffic CAUTION
pattern airspeeds. However, a fuel
imbalance accompanied by a full
unsymmetric f lap condition may result Should you experience complete elec-
in insufficient aileron control at f inal trical failure, use the landing gear
approach airspeeds. When landing emergency extension system to ensure
with a fuel imbalance greater than 160 the gear is down.
.
pounds, f ly a straight-in approach. If
f laps are used, lowering them in incre- Fuel system will automatically be on emergency
ments of 20 to 30 percent will reduce gravity feed system and the fuel boost pump will
the effects of an unsymmetrical f lap be inoperative.
condition, should it occur.
. If the fuel quantity in either wing tank
does not decrease, fuel may be trapped WARNING
in the wing cells. Note the amount of
fuel in that tank and subtract it from
the total fuel on board to determine If f light must be continued with bat-
usable fuel remaining. tery and generators off, avoid less than
1 G f light as the fuel boost pump will
be inoperative and engine f lameout
may occur due to cavitation of the
NOTE
engine driven fuel pump. Under these
A slight amount of yaw (i,e., improper conditions, engine restart will be
rudder trim) may cause or aggravate a impossible.
fuel imbalance when operating the fuel
system in normal or emergency. A
small amount of rudder trim into the . Trim tabs will remain as set prior to electrical
heavy wing may alleviate this failure. Land as soon as conditions permit.
condition.
WARNING
COMPLETE ELECTRICAL FAILURE
If complete electrical failure occurs: If both generators fail and battery power is still
. All electrical indicators and warning systems
available, turn off all nonessential electrical equip-
ment to conserve battery and land as soon as condi-
will be inoperative. tions permit.
Change 1 3-25
T.O. 1T-37B-1
Inverter failure can be detected by observing the If loadmeters return to normal, battery is
instruments receiving ac power (see Figure 1-12). If faulty. Leave battery switch OFF and land as
the attitude indicator, heading indicator, fuel quan- soon as conditions permit.
tity gage or fuel f lowmeters cease to function, place If loadmeters remain high:
the inverter switch to SPARE.
3. Generators OFF.
WARNING
WARNING
On aircraf t equipped with the MXU-
553 Flight History Recorder System, If f light must be continued with
the load must be reduced prior to battery and generators off, avoid less
switching to SPARE inverter. This can than 1 G f light as the fuel boost pump
be accomplished by pulling the utility will be inoperative and engine
lights circuit breaker which will deac- f lameout may occur due to cavitation
tivate both the utility lights and the of the engine driven fuel pump. Under
recorder. The circuit breaker is located these conditions, engine restart will be
on the right instrument circuit breaker impossible.
panel (Figure 1-11).
.
NOTE
HIGH LOADMETER READING The interruption and reapplication of
dc power will start the J-2 heading
Continued operation at idle or battery engine starts system fast slave cycle. Use caution
may result in loadmeter reading above 0.5. If one or when applying this procedure,
both loadmeters show a reading above 0.8 during particularly in actual weather
conditions.
.
first 10 minutes of f light or 0.5 thereaf ter, proceed
as follows: If battery and generators must be lef t
off and instrument f lying must be
continued, switch to spare inverter.
CAUTION
4. All dc accessories OFF.
Any electrical accessory malfunction
indicates a need to check the loadme- 5. Monitor loadmeters while turning
ters. Abnormal readings are usually battery and generators ON. Turn only
caused by a faulty voltage regulator or essential dc electrical accessories ON,
a faulty battery. Continued operation one at a time. If the faulty system is
with a high loadmeter may result in located during this process, turn
battery failure, burning or explosion defective unit OFF unless it is critical
and extensive damage to other electri- for f light. Land as soon as conditions
cal components. Immediate checklist permit.
compliance may prevent further dam-
age which could result in complete ZERO/NEGATIVE LOADMETER READING
electrical failure/electrical f ire. If a loadmeter indicates a zero reading, proceed as
follows:
If only one loadmeter is high: 1. Corresponding generator OFF.
1. Generator (high loadmeter) OFF. 2. Land as soon as conditions permit.
3-26 Change 1
T.O. 1T-37B-1
The time interval from the moment of oil starvation 2. Diluter lever 100 PERCENT
to complete failure depends on such factors as: OXYGEN.
condition of the bearings prior to oil starvation,
operating temperature of bearings, and bearing 3. Emergency lever EMERGENCY.
loads. If a complete loss of lubricating oil is exper-
ienced, a possibility exists for several minutes of
engine operation at power settings near idle. At 4. Connections CHECK SECURITY.
power settings above idle, a bearing failure will
probably occur within 1 to 3 minutes af ter complete
loss of oil. WARNING
NOTE
Unmodified J69-T-25 only. 5. Breathe at a rate and depth slightly less
than normal until symptoms disappear.
Engine oil pressure above 45 psi will
result in oil loss through the rear
bearing steel and smoke may be 6. Descend below 10,000 feet and land as
evident in the exhaust. At pressures soon as conditions permit.
above 65 psi, oil loss becomes excessive
and depletion may shortly result. NOTE
Oxygen supply is rapidly reduced
when either or both crew members
OXYGEN SYSTEM EMERGENCY OPERATION
demand 100 percent oxygen or when
In the event either pilot detects the symptoms of the emergency lever is in the
hypoxia or hyperventilation, proceed as follows: EMERGENCY position or held in the
TEST MASK position.
1. Supply lever ON.
SECTION IV
CREW DUTIES
Crew duties are not applicable in this aircraf t.
4-1/(4-2 blank)
T.O. 1T-37B-1
SECTION V
OPERATING LIMITATIONS
TABLE OF CONTENTS Page Page
5-1
T.O. 1T-37B-1
5-2
T.O. 1T-37B-1
5-3
T.O. 1T-37B-1
5-4
T.O. 1T-37B-1
Figure 5-2.
5-5/(5-6 blank)
T.O. 1T-37B-1
SECTION VI
FLIGHT CHARACTERISTICS
TABLE OF CONTENTS Page Page
6-1
T.O. 1T-37B-1
Figure 6-1.
SPIN CHARACTERISTICS Spin entry is not violent, but will vary depending on
gross weight and type of entry. Low gross weight,
low pitch attitude, lef t spins, and accelerated
The T-37 has four spin modes: erect normal (decel- entries will make entries faster and more oscilla-
erated), erect accelerated, inverted decelerated, and tory. The more oscillatory entries take longer to
inverted accelerated. develop and stabilize.
6-2
T.O. 1T-37B-1
If the stick is held full af t and the rudder is held at SPIN PREVENTION
full def lection, the f irst turn of the spin is more like
a roll with the nose dropping below the horizon in When an inadvertent spin is suspected, initiate the
the f irst half and rising above the horizon in the spin prevention. Simultaneously use stick forces as
last half. Succeeding turns will cause the oscilla- necessary to break the stall, apply rudder as neces-
tions to progressively damp out and the nose will sary to eliminate the yaw, and check the throttles in
tend to remain below the horizon. At very low fuel idle. Use ailerons to stop the roll only af ter the stall
remaining, the spin tends to be initially f lat and the is broken and then return the aircraf t to level
nose may remain above the horizon for as many as f light. If full prevention controls (rudder and eleva-
three turns. tor) have been applied and if the nose remains
below the horizon and the rotation stabilizes at an
When all oscillations are damped, the nose will increased rate, the spin has accelerated too much
stabilize at -40 to -45 degrees pitch attitude. The for spin prevention procedures to be effective. Con-
altitude loss is approximately 550 feet per turn, sequently, a spin recovery will be necessary.
completing a turn in about three seconds. The
aircraft will spin at different rates depending on
NOTE
the amount of fuel on board. The heavier the
aircraft, the slower the spin rate and vice versa. To avoid inadvertent engine shutdown
during either an intentional or unin-
ERECT ACCELERATED SPINS tentional spin prevent, the pilot should
remove his/her hand from the throttles
The accelerated spin is caused by spinning with the after the power has been checked in
elevator control in some position other then full idle. The pilot may resume control of
back stick. The highest stabilized rotation rate the throttles af ter the spinning stops
occurs with the stick full forward and with full and the dive recovery has been
rudder opposite to the direction of rotation. When initiated.
starting from an erect normal spin, this condition is
difficult to attain, as the controls must be moved
abnormally slowly, requiring a minimum of four The degree of control def lection necessary to pre-
seconds to move the controls from stop to stop. If vent the spin depends on how far the spin has
controls are moved too rapidly, the aircraf t will developed and how much it has accelerated. In
recover. some cases, full control def lection may be required.
Do not use abrupt control movements, but do use
The accelerated spin is characterized by lowering of the controls positively. As the controls are applied,
the nose and increasing rate of rotation. As the spin the rate of rotation may increase until the controls
progresses from normal to the accelerated condi- become effective. Applying stick forces as necessary
tion, lateral accelerations will be felt and the air- to eliminate all stall indications is imperative since
craft will whip as the rate of rotation increases. A any degree of stall will reduce the possibility of a
new stabilized rotation rate is reached shortly af ter successful spin prevention.
the accelerated control position is established.
6-3
T.O. 1T-37B-1
SPIN RECOVERIES
6-4
T.O. 1T-37B-1
6-5
T.O. 1T-37B-1
6-6
T.O. 1T-37B-1
6-7
T.O. 1T-37B-1
6-8
T.O. 1T-37B-1
6-9/(6-10 blank)
T.O. 1T-37B-1
SECTION VII
ALL-WEATHER OPERATION
Complete the normal TAXI and BEFORE TAKE- Refer to section I for radio and navigation equip-
OFF check as prescribed in section II and rotate the ment installed in the aircraf t.
7-1
T.O. 1T-37B-1
7-2
T.O. 1T-37B-1
Figure 7-1.
7-3
T.O. 1T-37B-1
Figure 7-2.
7-4
T.O. 1T-37B-1
Figure 7-3.
7-5
T.O. 1T-37B-1
Figure 7-4.
7-6
T.O. 1T-37B-1
PRECISION FINAL APPROACH (ILS, PAR) with gear and f laps. Prior to the FAF/descent point,
extend the landing lights. On base or f inal, lower
An ILS or PAR approach may be f lown as depicted the landing gear and f laps to 50 percent and main-
in Figure 7-4. Maneuvering prior to the actual tain 110 KIAS. Speed brake may be extended and
approach will normally be at 160 KIAS. However, f laps lowered to 100 percent when landing is
other airspeeds may be used if necessary for traffic ensured to prevent landing long.
sequencing or expediency. For the approach, main-
tain a minimum of 120 KIAS until establishing the
final approach conf iguration (approximately 7 to 8 NOTE
miles from touchdown). Prior to glide path intercep- Airspeeds and f lap settings when
tion, lower the landing gear, landing lights, and 50 landing in gusty winds or with a cross-
percent f laps. Maintain 110 KIAS on f inal. Speed wind are specif ied in section III.
brake may be used on the glide path if desired.
.
NOTE
Airspeeds and f lap settings when
landing in gusty winds or with a cross-
ICE AND RAIN
wind are specif ied in section II.
. Major commands may authorize alter-
WARNING
nate airspeeds and conf igurations.
.
NOTE
Cruising in areas of known or suspected icing condi-
Airspeeds and f laps settings when
tions is not recommended. Ice will normally adhere
landing in gusty winds or with a cross-
to the windshield, wing leading edges, empennage,
wind are specif ied in section II.
. Major commands may authorize the
and air inlet areas. Altitude should be changed
immediately upon the f irst sign of ice accumulation.
use of alternate f inal approach con- Ice accumulation on the empennage will cause the
figurations and airspeeds. elevators to freeze to the horizontal stabilizer. The
windshield defroster is not effective in preventing
the formation of ice or removing ice from the wind-
When f lying a single-engine circling approach, shield. The resultant drag associated with aircraf t
maintain a minimum of 120 KIAS until conf iguring icing acts to reduce the airspeed and to increase the
Change 1 7-7
T.O. 1T-37B-1
power requirements with a consequent reduction of night, use white lighting to minimize blinding effect
range. of lightning.
NOTE
WARNING
Make every effort to avoid looking up
. When f lying in icing conditions, be
from the instrument panel at lightning
f lashes. The blinding effect of light-
constantly alert for the elevators freez- ning can be reduced by lowering the
ing to the horizontal stabilizer. Consid- seat.
erable force is required to break the
elevators loose. Leave the area of icing
as soon as possible. 2. Airspeed - A penetration airspeed of 180
. Ice accumulations will greatly increase
KIAS should be established. Trim the aircraf t for
level f light at this speed. Severe turbulence may
the stalling speed; therefore, extreme
cause large and rapid variations in indicated air-
caution must be exercised when land-
ing under such conditions. speed. Do not chase the airspeed.
3. Attitude - The key to proper f light technique
through turbulence is attitude. Both pitch and bank
NOTE should be controlled by reference to the attitude
Ice breaking loose from the nose area indicator. Do not change trim af ter the proper
will strike the tail; the impact will be attitude has been established. Extreme gusts will
alarming, but normally will cause no cause large attitude changes. Use smooth and mod-
damage. erate aileron and elevator control inputs to reestab-
lish the desired attitude. To avoid overstressing the
aircraft, do not make large or abrupt attitude
If icing conditions are encountered, change altitude changes.
as soon as possible by climbing or descending.
4. Thrust - Establish and maintain the thrust
RAIN setting consistent with the desired penetration air-
speed and altitude.
Flight in heavy to severe rain showers need not be a
voided except to maintain radar contact. Prior to 5. Altitude - Severe vertical gusts may cause
entering an area of precipitation, close the outside appreciable altitude deviations. Allow altitude to
air ventilating ducts and turn pitot heat on. vary . Sacrif ice altitude to maintain desired atti-
tude. Do not chase the altimeter.
TURBULENCE AND THUNDERSTORMS
NIGHT FLYING
WARNING During normal VFR f light, unf iltered lights should
be used sparingly. Ref lections in the canopy may be
Flights through thunderstorms or reduced by lowering the intensity of all cockpit
other areas of extreme turbulence lights.
should be avoided due to possibility of
engine f lameout, structural failure or NOTE
damage due to hail, lightning, and vio-
lent up/down draf ts. Maximum use of . During night/intermittent IMC, ref lec-
weather forecast facilities and ground tions from the anticollision lights or
radar to avoid thunderstorms or other strobe lights on clouds or precipitation
areas of extreme turbulence is essen- may create a distraction to the pilot
tial. Avoid f lying in instrument mete- and induce spatial disorientation. If so,
orological conditions in areas where the anticollision lights or strobe lights
thunderstorms are known to be should be turned off until clear of the
present. area of reduced visibility.
7-8
T.O. 1T-37B-1
NOTE
The success of low temperature operation depends
primarily upon the preparations made during the When starting engines in cold weather
post f light inspection, in anticipation of the require- (temperature 40 degrees Farenheit or
ments for operation on the following day. In order to less), heated air directed into the
expedite pref light inspection and ensure satisfac- intake prior to the attempted start
tory operation for the next f light, normal operating may facilitate a successful engine
procedures outlined in section II should be adhered start.
to with the following additions and exceptions.
Start the engines using the normal starting proce-
BEFORE ENTERING THE AIRCRAFT dure outlined in section II. Using an APU for start,
will prevent a large battery discharge. Oil pressure
may be high af ter starting cold engines. This is not
Remove all protective covers and dust plugs and dangerous unless the pressure remains high. Do not
check that the entire aircraf t is free from frost, takeoff with oil pressure above 65 psi.
snow, and ice. Depending upon the weight of snow
and ice accumulated, takeoff distances and climb WARM-UP AND GROUND CHECK
out performance can be seriously affected. The
roughness and distribution of the ice and snow
Turn on cabin heat and windshield defrosting sys-
could vary stall speeds and characteristics to an
tem, as required, immediately af ter starting
extremely dangerous degree. In view of the unpre-
engines. Check the speed brake thrust attentuators,
dictable and unsafe effects of such a practice, the ice
and trim tabs for proper operation. Check the wing
and snow must be removed before f light is
f laps and f lap indicator for operation. If questiona-
attempted. Brush off all light snow and frost.
ble readings result, recycle the f laps three to four
Remove ice by a direct f low of air from a portable
times as a check on the indicator action.
ground heater.
WARNING
WARNING
CAUTION
If during operation of the canopy, it is found that
the raising or lowering puts undue strain on the Because of low ambient temperatures,
canopy motor or hinges, heat should be applied to the thrust of all engine speeds is
ensure normal operation. Be sure that the fuel tank noticeably greater than normal. This
vents, fuel f ilter, and drain cocks are free from ice should be remembered during all
and drain condensate. Check that the static air, ground operations, and f irmly
pitot tube, and transducer vane are free of ice. If ice anchored wheel chocks used for all
within the engine is suspected, check the engine for engine runups.
freedom of rotation. If engines are not free, external
heat must be applied to forward engine section to
melt the ice. Check shock struts and actuating TAXIING INSTRUCTIONS
cylinders for dirt and ice.
Avoid taxiing in deep snow. Use only essential
ON ENTERING THE AIRCRAFT electrical equipment to preserve battery life while
taxiing at low engine speeds. Increase space
between aircraf t while taxiing to provide safe stop-
Check f light controls for proper operation and ping distance and to prevent icing of aircraf t sur-
ensure that canopy can be closed and locked. To faces by melted snow and ice in the jet blast of
conserve the battery, use external power to operate preceding aircraf t. Taxi speed should be reduced
all electrical and radio equipment. when taxiing on slippery surfaces to avoid skidding.
7-9
T.O. 1T-37B-1
7-10
T.O. 1T-37B-1
APPENDIX A
The appendix is divided into eight parts. These parts are presented in proper sequence for pref light
planning. Discussions and sample problems are given in each part.
PERFORMANCE DATA
Part 1 - Introduction .............................................. A1-1
Part 2 - Takeoff ...................................................... A2-1
Part 3 - Climb ......................................................... A3-1
Part 4 - Range ........................................................ A4-1
Part 5 - Endurance................................................. A5-1
Part 6 - Descent...................................................... A6-1
Part 7 - Landing ..................................................... A7-1
Part 8 - Mission Planning...................................... A8-1
PART 1 INTRODUCTION
TABLE OF CONTENTS Page Page
A1-1
SYMBOLS DEFINITIONS
SPEED CONVERSION CHART TAS True airspeed, equivalent airspeed
The speed conversion chart (Figure A1-3) is used to corrected for atmosphere density:
convert CAS directly to TAS. The compressibility TAS = EAS x
effect has been included in this chart.
OAT Outside air temperature.
SYMBOLS AND DEFINITIONS GS Ground speed, true airspeed
SYMBOLS DEFINITIONS corrected for the wind component
IAS Indicated airspeed, airspeed velocity: GS = TAS + Vw.
indicator uncorrected. Where this
hd Density altitude, that value
symbol (IAS) is used on the
obtained from the density altitude
performance charts, mechanical
chart, Figure A1-5, at which air
error in the instrument is assumed
density at the observed pressure
to be zero.
altitude equals air density as
Vi Airspeed position error correction. defined by the International Civil
Aviation Organization.
CAS Calibrated airspeed, indicated
airspeed corrected for position σ Sigma-ratio of ambient air density
error: CAS = IAS + Vi. to standard day sea level air
density.
VC Airspeed compressibility correction.
Vw Wind velocity
EAS Equivalent airspeed, calibrated
airspeed for compressibility: EAS =
CAS - VC.
A1-2 Change 1
T.O. 1T-37B-1
Speed of
Altitude Density Temperature Sound Pressure
Feet Ratio P/Po Deg C Deg F Ratio a/ao In of Hg Ratio P/Po
Figure A1-1.
A1-3
T.O. 1T-37B-1
Figure A1-2.
A1-4
T.O. 1T-37B-1
Figure A1-3.
A1-5
T.O. 1T-37B-1
Figure A1-4.
A1-6
T.O. 1T-37B-1
Figure A1-5.
A1-7/(A1-8 blank)
T.O. 1T-37B-1
PART 2 TAKEOFF
TABLE OF CONTENTS Page Page
Takeoff and Landing Crosswind Chart ............ A2-1 Critical Field Length ......................................... A2-2
Takeoff Speeds ................................................... A2-1 Refusal Speeds ................................................... A2-2
Normal Takeoff Distance................................... A2-2 Velocity During Takeoff Ground Run .............. A2-3
A2-1
T.O. 1T-37B-1
1. Enter the chart at gross weight = 6300 pounds 3. Continue upward to pressure altitude = 2000
(A). feet, (D), then right to gross weight = 6500 pounds,
(E).
2. Proceed upward to intersect the stall guide
line, then lef t to read stall speed = 73 KIAS (B). 4. Drop down to wind base line (F), then parallel
to headwind guide lines to wind = 15 Knots (G).
3. Return to gross weight = 6300 pounds and
continue upward to the initial stall warning guide 5. Drop down to slope base line (H), then parallel
line, then lef t to read initial stall warning speed = to uphill guide lines to slope = 1% grade (I), then
79 KIAS (C). drop down to read ground run = 1760 feet (J).
6. Compute ground run with 98% RPM: 1760
feet x 1.15 = 2024 feet
NORMAL TAKEOFF DISTANCE
7. From point J drop down to obstacle height =
The normal takeoff distance chart (Figure A2-3) is 50 feet (K), then proceed lef t to read total distance
used to determine the ground run and total distance over obstacle = 2700 feet (L).
required to clear obstacles up to 200 feet high. The 8. Compute total distance over obstacle with
ground run is def ined as the distances along the 98% RPM: 2700 feet x 1.15 = 3105 feet
runway from the start of the takeoff run to the point
where the aircraf t leaves the ground. The total CRITICAL FIELD LENGTH
distance to clear an obstacle is the distance along
the runway from the start of the takeoff run to the The critical f ield length chart (Figure A2-4) gives
point where the obstacle height is reached. the length of runway required to accelerate to the
critical engine failure speed on two engines with
military power and then, in case of engine failure,
Distance may be determined for various conditions
either continue the takeoff single engine or abort
of atmosphere, gross weight, wind, runway slope,
the takeoff and stop. Critical engine failure speed is
and obstacle height. The distances are based on
defined as the speed at which engine failure per-
50% f laps, military power, the takeoff speed shown
mits acceleration to takeoff speed on the remaining
in Figure A2-2, and 105 KIAS over the obstacle with
engine in the same distance that the aircraf t may
gear up and 50% f laps. The distance required when
be decelerated to a stop.
using 98% RPM may be found by adding 15% to the
distance obtained from the chart. The chart assumes a 3-second delay for reaction
time and the use of normal braking with idle RPM.
If crosswind conditions require a higher takeoff If 98% RPM is to be used for takeoff, the critical
speed, instructions for computing takeoff distance field length is increased by 10%.
are covered under velocity during takeoff ground EXAMPLE:
run, Figure A2-7.
Conditions: Same as NORMAL TAKEOFF
EXAMPLE: DISTANCE example.
Conditions: Find: Critical f ield length
Power Setting 98% RPM SOLUTION: (Figure A2-4)
Temperature 27oC
1. Enter chart at temperature = 27oC (A) and
Pressure Altitude 2000 feet proceed upward to pressure altitude = 2000 feet (B),
Gross Weight 6500 pounds then right to gross weight - 6500 pounds (C).
Headwind Component 15 Knots
Active runway: 2. Drop vertically to dry runway guide line (D).
Slope 1% uphill 3. Proceed to the right to wind base line (E), then
Length 5000 feet parallel to headwind guide lines to wind = 15 Knots
Surface condition Dry (F), and then continue right to read critical f ield
length = 3400 feet (G).
Find: Takeoff ground run distance and total dis- 4. Compute critical f ield length with 98% RPM:
tance to clear a 50-foot obstacle. 3400 feet x 1.10 = 3740 feet
SOLUTION: (Figure A2-2)
1. Enter chart at temperature = 27oC (A) and
proceed right to intersect the temperature conver-
sion guide line (B).
2. Proceed upward and read temperature = 81oF
(C).
A2-2
T.O. 1T-37B-1
A2-3
T.O. 1T-37B-1
A2-4
T.O. 1T-37B-1
Figure A2-1.
A2-5
T.O. 1T-37B-1
Figure A2-2.
A2-6
T.O. 1T-37B-1
Figure A2-3.
A2-7
T.O. 1T-37B-1
Figure A2-4.
A2-8
T.O. 1T-37B-1
Figure A2-5.
A2-9
T.O. 1T-37B-1
Figure A2-6.
A2-10
T.O. 1T-37B-1
Figure A2-7.
A2-11/(A2-12 blank)
T.O. 1T-37B-1
PART 3 CLIMB
TABLE OF CONTENTS Page Page
A3-1
T.O. 1T-37B-1
6. Determine horizontal distance traveled in the correct chart and enter the chart by selecting an
climb from 2500 to 25,000 f t airspeed (KIAS) on the vertical scale on the upper
Distance to climb from sea level to right side. Proceed lef t to the gross weight (1000
25,000 f t = 51.0 NM lbs), and drop a vertical line from this intersection.
Distance to climb from sea level to 2500 f t
Enter the chart again with current temperature
= 3 NM
(oC) on the vertical scale on the upper lef t side.
Horizontal distance traveled in climb: 51.0 Proceed horizontally to the pressure altitude (1000
- 3 = 48.0 NM ft) and drop vertically to the aircraf t gross weight
The climb speed schedule to be followed is taken (1000 lbs). From this intersection, move right to the
from Figure A3-1. vertical baseline. Follow the contour of the curves
until reaching the vertical line from above. Read
CLIMB GRADIENT CHARTS across to the rate of climb (f t/min).
There are two charts for climb gradient, one for two EXAMPLE:
engines at military power and one for single engine
at military power (dead engine windmilling). Select Given:
the correct chart and enter at the lef t with current Two engines operating at military power
temperature (oC). Proceed horizontally to the pres- Pressure altitude = 2000 f t
sure altitutde (1000 f t) and drop vertically to the Aircraft gross weight = 5500 lbs
aircraft gross weight (1000 lbs). Follow horizontally Temperature = 11oC
to the climb gradient (f t/NM) on the lef t edge. Selected airspeed = 90 KIAS
EXAMPLE: Determine the climb rate
Given: Solution:
Two engines operating at military power Select the correct chart (Figures A3-6 and A3-7).
Pressure altitude = 2000 f t Enter the chart on the right with the selected air-
Aircraft gross weight = 5500 lbs speed of 90 KIAS. Proceed lef t to the line represent-
Temperature = 11oC ing 5500 lbs. Draw a vertical line through this
Determine the climb gradient intersection. Enter again with the temperature of
11oC and proceed right to the line representing
Solution: pressure altitude of 2000 f t. Drop down to the line
Select the correct chart (Figures A3-4 and A3-5) and representing 5500 lbs and proceed right to the base-
enter the chart with 11oC. Follow across to the line line. Follow the contour lines until reaching the
representing 2000 f t PA, and drop down to the line vertical line from before. From this intersection,
representing 5500 lbs. Finally, move across to read read across to 1820 f t/min.
the climb gradient of 1180 f t/NM.
ACCELERATION CHARTS
RATE OF CLIMB CHARTS
The acceleration charts provide the distance
There are two charts for rate of climb, one for two required to accelerate from 100 to 125 KTAS, when
engines at military power and one for single engine the climb gradient chart becomes applicable for
at military power (dead engine windmilling). Select single engine climb.
A3-2
T.O. 1T-37B-1
Figure A3-1.
A3-3
T.O. 1T-37B-1
Figure A3-2.
A3-4
T.O. 1T-37B-1
Figure A3-3.
A3-5
T.O. 1T-37B-1
Figure A3-4.
A3-6
T.O. 1T-37B-1
Figure A3-5.
Change 1 A3-7
T.O. 1T-37B-1
Figure A3-6.
A3-8
T.O. 1T-37B-1
Figure A3-7.
Change 1 A3-9
T.O. 1T-37B-1
A3-10 Change 1
T.O. 1T-37B-1
Change 1 A3-11
T.O. 1T-37B-1
A3-12 Change 1
T.O. 1T-37B-1
Figure A3-8.
Change 1 A3-13
T.O. 1T-37B-1
Figure A3-9.
A3-14 Change 1
T.O. 1T-37B-1
Figure A3-10.
PART 4 RANGE
TABLE OF CONTENTS Page Page
Mach Number-Calibrated Airspeed Constant Altitude Cruise (95% RPM) .............. A4-3
Conversion......................................................... A4-1 Air Nautical Miles Per Pound of Fuel .............. A4-3
Constant Altitude Cruise (99% Maxi-
mum Range)...................................................... A4-1
A4-1
T.O. 1T-37B-1
Read at intersection of constructed lines Drop vertically go guide line (M), then
(OOPP) and (QQRR) move horizontally to nautical air miles
Time = 42 minutes (SS) and fuel f low per pound = 0.362 NM/lb (N)
= 856 lb/hr (TT). Continue to move right to true airspeed
= 273 Knots (O)
4. Re-enter chart for time and airspeed: Move vertically to fuel f low scale, read fuel
At time = 42 minutes (QQ) f low = 754 lb/hr (P)
Construct horizontal line (QQRR) Continue up to time = 77 minutes (Q)
Read at intersection of constructed lines Move to the lef t to fuel required scale and
(GGHH) and (QQRR) read fuel required = 968 lb (R)
Distance = 200 NM
5. The estimated and computed fuel quanti-
EXAMPLE: ties closely approximate each other; there-
Conditions: fore, the computation is not repeated.
Initial gross weight: 5950 lb
Cruise altitude: 25,000 f t CONSTANT ALTITUDE CRUISE 95%
Cruise temperature: -35oC
Cruise distance: 300 NM RPM)
Wind: Average 40 Knot tailwind
The 95% RPM cruise charts (Figures A4-4 and A4-
Find: Fuel used, cruise speed, time elapsed. 5) represent the maximum cruise speed that can be
used with any given set of conditions and should be
SOLUTION: (Figure A4-3)
restricted to f lights where time is an important
1. Estimate fuel used: 900 lb factor. From these charts the pilot can determine
2. Determine average gross weight: cruise performance at a particular pressure alti-
Initial gross 5950 lb tude, temperature, wind velocity, and average gross
weight: weight. The charts provide data for air and ground
Estimated 900 lb speeds, time, nautical miles per pound of fuel, fuel
fuel used: f low, and fuel required.
Estimated 5950-900 = 5050 lb
final weight: USE
Average gross 5950+5050 = 5500 lb
weight: 2 The 95% RPM cruise charts are used in the same
3. Enter chart for time and groundspeed: manner as the 99% maximum range charts. For
At average gross weight = 5500 lb (A) sample problems, refer to CONSTANT ALTITUDE
Move horizontally to altitude CRUISE (99% MAXIMUM RANGE).
= 25,000 f t (B)
Drop vertically to guide line (C), then move AIR NAUTICAL MILES PER POUND OF
to the lef t to mach number scale and
read mach number = 0.456 (D) FUEL
(Read cruise speed = 185 KCAS from
Figure A4-1) These charts (Figures A4-6 and A4-7) provide cruise
Move to the right to temperature base control data for various speeds and gross weights
line (E) from sea level to 25,000 feet altitude, as well as
Follow the guide lines to temperature recommended cruise speeds for obtaining maximum
= -35oC (F) range with headwind, for 99% maximum range and
Move horizontally to wind velocity for maximum endurance. Also included are data for
= 40 Knot headwind (G) cruise at 95% RPM, and for reading true airspeed
and fuel f low for any conditions of gross weight,
Drop vertically to ground speed
altitude, mach number, and ambient temperature.
= 233 Knots (H)
Charts for both two-engine and single-engine opera-
True airspeed = GS - VW(wind velocity) tion are included.
= 233 - (-40) = 273 Knots
Move up to distance = 300 NM (I) The air nautical miles per pound of fuel charts are
Move to the lef t to time = 77 minutes (J) included to provide the pilot with a means of plan-
ning f lights whenever the standard constant alti-
4. Enter chart for fuel f low and fuel required: tude cruise charts (Figures A4-2 through A4-5) can-
At average gross weight = 5500 lb (K) not be used. This would be if it is desired to cruise at
Move horizontally to altitude speeds other than those given in the constant alti-
= 25,000 f t (L) tude cruise charts.
A4-2
T.O. 1T-37B-1
It should be emphasized that the air miles per Move horizontally to transfer scale and
pound of fuel will remain constant at the mach read transfer scale = 15.10 (E)
number and calibrated airspeed shown in the Enter chart:
charts, regardless of the prevailing temperature, At transfer scale = 15.10 (E)
although the percent RPM required, true airspeed,
and fuel f low will vary with atmospheric conditions. Move to altitude = 15,000 f t (F)
It is then recommended that, when planning a Drop vertically to NM/lb scale and read
mission with the air nautical miles per pound of fuel NM/lb = 0.265 (G)
charts, calibrated airspeed be used as the cruise Construct vertical line (GH)
control for obtaining the desired range. Return to chart
Drop vertically from (D) to mach number
USE scale and read mach number -0.440 (I)
(Read cruise speed = 220 KCAS from
Air nautical miles per pound of fuel, true airspeed, Figure A4-1)
and fuel f low are found directly by entering the Continue down to temperature = -20oC (J)
charts with average gross weight, cruise altitude,
Move horizontally to true airspeed scale
the desired type of cruise control and temperature.
and read true airspeed = 270 Knots (K)
To f ind fuel required to cruise a given distance or
length of time, an estimated average gross weight Enter chart:
for the cruise segment is used, and fuel required At true airspeed = 270 Knots (K)
determined from the resulting fuel f low and elapsed Construct horizontal line (KL)
time. If this value of fuel required results in an At the intersection of constructed lines
average gross weight appreciably different from the (GH) and (KL) read fuel f low
estimated weight, the computation is then reworked 1020 lb/hr (M)
using the new gross weight. 4. Compute ground speed:
It should be noted that the line labeled MAXIMUM Ground speed = TAS - Headwind and
RANGE is also the base line for the family of guide tailwind component
lines in this portion of the chart. This base line is = 270 - 60 = 210 Knots
always intercepted f irst before proceeding parallel Compute time to f ly 200 NM
to the guide lines to the desired cruise mach num- time = distance - ground speed = 0.952
ber. (See example, steps 3.A through 3.D) Compute fuel used in cruise:
Fuel used = Fuel f low x time
EXAMPLE: = 1020 lb/hr x 0.952 hr = 971 lb
Conditions: 5. Revise estimated average gross weight:
Initial gross weight: 6100 lb Initial gross 6100 lb
Cruise altitude: 15,000 f t weight:
Cruise temperature: -20oC Computed 971 lb
Wind: Average 60 Knot tailwind fuel used:
Final gross 6100-971 = 5129 lb
Find: Cruise speed for maximum range and fuel weight:
required to f ly 200 NM Average gross 6100+5729 = 5615 lb
weight: 2
SOLUTION: (Figure A4-7)
1. Estimate fuel used: 1200 lb 6. Entering the chart at 5616 pounds cross
2. Determine estimated average gross weight: weight, it is evident that this would result
Initial gross 6100 lb in essentially the same solutions as above;
weight: therefore, the problem is not reworked.
Cruise fuel: 1200 lb
Final gross 6100-1200 = 4900 lb DIVERSION RANGE SUMMARY
weight: TABLES
Average gross 6100+4900 = 5500 lb
The two-engine and single-engine diversion range
weight: 2 summary tables, Figure A4-8, shows the range
3. Enter chart: available and time required for a return to base or
At gross weight = 5500 lb (A) diversion to an alternate with a given quantity of
Move up to cruise altitude = 15,000 f t (B) fuel remaining.
Move across horizontally to base line (C) Two return prof iles are presented: (1) continue
Move parallel to guide lines to 60 Knots cruise at the initial altitude until the over the
Headwind (D) (Use linear interpolation destination f ield with penetration descent to sea
between base line and recommended level, or (2) climb to the optimum altitude and
cruise -100 Knots headwind line) cruise until over the f ield, with a penetration
A4-3
T.O. 1T-37B-1
descent to sea level. The optimum altitude is the Fuel remaining: 750 lb
cruise altitude which gives the best range for the
profile selected. Range performance for 500, 750, Find: Optimum cruise altitude, range available,
and 1000 pounds remaining fuel are presented. time required, speed, fuel f low.
These fuel quantities include a 250-pound allow- SOLUTION: (Figure A4-9)
ance at sea level for approach and landing at the
destination, but no other reserves or allowances. 1. Enter the table at 750 lb fuel.
The tables also include recommended cruise speed 2. Select column for 15,000 f t initial altitude.
and fuel f low; fuel, time, and distance for an on- 3. Read optimum altitude = 25,000 f t.
course maximum range descent from cruise 4. On line for optimum altitude cruise prof ile
altitude. read NM = 139 and minutes
EXAMPLE: = 38.6
5. In cruise section of table for the optimum
Conditions: altitude of 25,000 f t read KCAS = 185,
Two engines 15,000 f t KTAS = 273, and fuel f low = 750 lb per
Initial altitude: 15,000 f t hour.
A4-4
T.O. 1T-37B-1
Figure A4-1.
A4-5
T.O. 1T-37B-1
Figure A4-2.
A4-6
T.O. 1T-37B-1
Figure A4-3.
A4-7
T.O. 1T-37B-1
Figure A4-4.
A4-8
T.O. 1T-37B-1
Figure A4-5.
A4-9
T.O. 1T-37B-1
Figure A4-6.
A4-10
T.O. 1T-37B-1
A4-11
T.O. 1T-37B-1
A4-12
T.O. 1T-37B-1
Change 1 A4-13
T.O. 1T-37B-1
A4-14 Change 1
T.O. 1T-37B-1
NM 98 111 127 139 150 158 Climb to opt alt and cruise to
MIN 30.4 33.5 36.2 38.6 40.4 41.8 base; descend over base; normal
penetration conf iguration
NM 122 146 168 188 216 248 Cruise at initial alt to base;
MIN 29.5 37.0 43.4 48.8 55.2 61.5 descend over base; normal
penetration conf iguration
NM 186 200 215 228 239 248 Climb to opt alt and cruise to
MIN 52.0 52.4 55.2 53.1 60.0 61.5 base; descend over base; normal
penetration conf iguration
Change 1 A4-15
T.O. 1T-37B-1
NM 182 199 210 223 236 Climb to opt alt and cruise to
MIN 64 68 81 75 80 base; descend over base; normal
penetration conf iguration
A4-16
T.O. 1T-37B-1
PART 5 ENDURANCE
TABLE OF CONTENTS Page
A5-1
T.O. 1T-37B-1
Figure A5-1.
A5-2
T.O. 1T-37B-1
A5-3
T.O. 1T-37B-1
Figure A5-2.
A5-4 Change 1
T.O. 1T-37B-1
PART 6 DESCENT
TABLE OF CONTENTS Page
Descent.......................................... A6-1
Find: Speed, rate of descent, time to descend, fuel
DESCENT used, and horizontal distance traveled.
Three types of descent are shown in the descent
charts (Figures A6-1 through A6-3). SOLUTION: (Figure A6-2)
1. The maximum range descent is made with 1. Enter chart at 20,000 feet (A) and proceed
idle RPM, speed break retracted, and 200 KCAS. right to read 293 KCAS (B). Continue right to rate
of descent guide line (C) and drop down to read rate
2. The rapid descent is made with idle RPM, of descent = 22,000 feet per minute (D).
speed brake extended, and limit CAS and should be
used only when it is necessary to descent in the 2. At the intersection of line ac and the conf igur-
minimum possible time. ation drag index guide line (E) drop down to time to
descent guide line (F) and proceed lef t to read time
3. The penetration descent is made with 65% to descent = 43 seconds (G).
RPM and 200 KCAS. The speed brake may be either
extended or retracted. 3. From F, proceed right to the fuel used guide
line (H) and drop down to read fuel used = 5 pounds
EXAMPLE I: (I).
A maximum range descent from 20,000 feet to sea 4. Return to point F and drop down to read
level is planned. horizontal distance traveled = 3.2 NM (J).
A6-1
T.O. 1T-37B-1
Figure A6-1.
A6-2
T.O. 1T-37B-1
Figure A6-2.
A6-3
T.O. 1T-37B-1
Figure A6-3.
A6-4
T.O. 1T-37B-1
PART 7 LANDING
TABLE OF CONTENTS Page Page
A7-1
T.O. 1T-37B-1
Landing Distance chart without any further Find: Ground roll and total distance if the latest
corrections. reported RCR = 12.
RCR values provide an approximation 1. Enter chart at dry runway ground roll =
of the required stopping distance. If 1800 feet (A).
hydroplaning occurs, it is not possible
to predict the actual stopping distance.
2. Proceed upward to RCR = 12 (B), then
NOTE left to read corrected ground roll = 3100
feet (C).
If no RCR is available, use 12 for wet
runways and 5 for icy runways.
3. Compute air distance: 3150 feet - 1800
EXAMPLE: feet = 1350 feet.
From the previous example, the dry runway ground
roll was 1800 feet and the total distance was 3150 4. Compute corrected total distance: 1350
feet. feet + 3100 feet = 4450 feet.
A7-2
T.O. 1T-37B-1
Figure A7-1.
A7-3
T.O. 1T-37B-1
Figure A7-2.
A7-4
T.O. 1T-37B-1
Figure A7-3.
A7-5/(A7-6 blank)
T.O. 1T-37B-1
The takeoff and landing data card is included in the The refusal speed (KIAS) is the maximum speed at
f light crew checklist. The takeoff and landing infor- which the aircraf t can be stopped in the remaining
mation for the planned mission should be entered runway length.
on the data card and used as a ready reference for
ONE ENGINE FOR BEST ANGLE OR CLIMB
review prior to takeoff and landing. A complete
sample problem of a mission, to familiarize the pilot The speed that will result in the maximum angle of
with use of the charts and procedures to f ill out the climb for single engine conditions is 125 KIAS
takeoff and landing data card, is shown at the end (clean).
of this section. The takeoff and landing data card
definitions are as follows: LANDING DATA
CONDITIONS GROSS WEIGHT
A8-1
T.O. 1T-37B-1
2. The weather report over the intended route LANDING IMMEDIATELY AFTER TAKEOFF
includes a wind of 25 Knots from 360 degrees and
the temperature at 20,000 feet is -10 degrees 1. Landing roll (from
Celcius. Temperature deviation during climb is -10 Figures A7-2 and A7-3) ..................... 2970 f t
degrees Celcius hotter than standard. Winds for LANDING DATA (DESTINATION)
climb and descent are light and variable.
In order to determine the landing gross weight,
3. The home f ield conditions are: elevation 500 complete the airborne portion of the mission as this
feet, pressure altitude 600 feet, runway air temper- point and add landing data as the last step.
ature 30 degrees Celius, wind 265 degrees magnetic
at 22 Knots, active runway 22 which is 4000 feet 1. Gross weight..................................... 4990 lbs
long, surface wet, and RCR = 12.
2. Minimum nosewheel
4. The destination f ield conditions are: elevation touchdown speed (from
1000 feet, pressure altitude 1200 feet, runway air Figure A2-1) ..................................... 70 KIAS
temperature 25oC, wind 290o magnetic at 12 Knots,
active runway is 26 which is 5000 feet long, and 3. Landing roll (from
RCR = 8. Figures A7-2 and A7-3....................... 2900 f t
The airborne portion of the mission is planned as
PLANNING THE MISSION
follows:
The f irst step is to f ill out the takeoff and landing WESTBOUND LEG
data card contained in T.O. 1T-37B-1CL-1.
The westbound leg consists of a climb from 500 feet
above f ield elevation to cruise altitude and then
CONDITIONS cruise at speeds for 99% maximum range to the
turning point. Air NM per pound of fuel chart will
1. Gross weight
be used for cruise data.
(Full fuel and crew of two) .............. 6576 lbs
1. Climb from 1000 to 20,000 feet
2. Runway air temperature
(Weather data) ....................................... 30oC a. Gross weight at start
of climb (allow 145
3. Field pressure altitude ........................ 600 f t lbs for ground operation
and takeoff). Engine
4. Effective wind headwind start gross weight
component (from Figure - ground allowance
A2-1)................................................. 15 Knots (6575-145)................................... 6430 lb
Crosswind component (from
Figure A2-1) .................................... 15 Knots b. Fuel used (Figure A3-2
(275-13)......................................... 262 lb
5. Runway slope ............................................ 0%
c. Time required (Figure
A3-3) (10-1/2) ......................... 9 1/2 min
TAKEOFF DATA
1. Critical f ield length d. Horizontal distance ....................36 NM
(from Figure A2-4) ............................. 3510 f t covered (Figure A3-3)
(34-1)
2. Takeoff run
(from Figure A2-3) ............................. 1450 f t 2. Cruise at 20,000 feet
A8-2
T.O. 1T-37B-1
A8-3
T.O. 1T-37B-1
A8-4
T.O. 1T-37B-1
INDEX
A A (Cont)
* Denotes Illustration
Index 1
T.O. 1T-37B-1
INDEX - Continued
C (Cont) C (Cont)
* Denotes Illustration
Index 2
T.O. 1T-37B-1
INDEX - Continued
C (Cont) E (Cont)
* Denotes Illustration
Index 3
T.O. 1T-37B-1
INDEX - Continued
E (Cont) E (Cont)
* Denotes Illustration
Index 4
T.O. 1T-37B-1
INDEX - Continued
F (Cont) G (Cont)
Control Lock ......................................... 1-20*, 1-32 Go-Around/Missed Approach .................... 2-17, 2-18
Control Stick Grip ............................... 1-17*, 1-29, Single Engine ...................................................3-20
1-31 Gravity Feed Light ................................... 1-13, 1-17,
Control Trim Tabs..............................................6-6 1-18
Flight Controls ...................................................6-6 Ground Clearance, Minimum Turn-
Primary Controls................................................6-6 ing Radius and .................................................2-3*
Rudder Pedals ........................................ 1-29, 1-31 Gross Weight..........................................................1-1
Rudder Trim Tab Switch .................................1-32
Flight Strength, Operating .................................5-2* H
Float Switch Malfunction or Fuel
Boost Pump Warning During Handgrips, Ejection Seat ..................................1-37*
Flight.................................................................3-23 Handle, Canopy Jettison T- ..................... 1-51, 1-52,
Forced Landing, Ejection vs..................................3-9 1-63
Forced Landing, Typical ..................................3-5* Handles, Wing Flap.............................................1-31
Forward View, Cockpit........................................1-2* Heading Indicator, J-2.........................................1-36
Fuel Supply System................................... 1-9*, 1-12 Heat, Pitot Switch ...............................................1-32
Boost Pump.......................................................1-12 High Fuel Flow ....................................................3-24
Boost Pump Switch ..........................................1-12 Holding ...................................................................7-1
Boost Pump Warning Light.............................1-12 Hose Hookup, Oxygen System................ 1-36*, 1-61
Boost Pump Warning During Hydraulic Power Supply System ........... 1-14*, 1-23,
Flight or Float Switch Mal- 1-29
function..........................................................3-23 Hydraulic System Pressure Indi-
Control System ......................................... 1-5*, 1-1 cator ...............................................................1-23
Engine-Driven Fuel Pumps ................... 1-1, 1-8 Hydraulic Supply System Failure ......................3-20
Fuel Control ....................................................1-8
Flow Fluctuation Limitations ...........................5-4 I
Flow Indicators.................................................1-12
Gaging Selector Switch....................................1-13
Ice and Rain ...........................................................7-7
Gravity Feed Light...........................................1-13
Ice Warning System, Engine ................................1-9
High Fuel Flow.................................................3-24
Ignition System......................................................1-9
Imbalance..........................................................3-24
Ignition Switches................................................1-9
Low Level Warning Light................................1-13
Illuminated Fuel Boost Pump
Management .....................................................1-13 Warning Light During Flight..........................3-23
Quantity Data ................................................1-11* ILS, Precision Final Approach..............................7-7
Quantity Indicator ...........................................1-13 Imbalance, Fuel ...................................................1-13
Quantity Indicator, Test Switch .....................1-13 Injury Risk, Ejection............................................3-6*
Shutoff T-Handles................................. 1-13, 1-38, Instruments............................................... 1-23, 1-33,
1-12 1-37, 1-46,
Servicing Chart ..............................................1-10* 1-50
Switch................................................................1-13 Aims ........................................................ 1-33, 1-35
Fuels .....................................................................1-69 Accelerometer ......................................... 1-35, 1-50
Alternate ...........................................................1-70 Altimeter.............................................. 1-21*, 1-35,
Emergency ........................................................1-70 1-37, 1-50
Primary .............................................................1-69 Operating Characteristics............................1-34
Fuses, AC .............................................................1-23 Operation.......................................................1-35
Pre-Flight Check...........................................1-35
G Attitude Indicator
ARU-42A (T.O. 1T-37B-561) ........................1-36
Gaging Selector Switch, Fuel..............................1-13 ARU-44A .......................................................1-35
General Arrangement, Aircraf t ..........................1-1* J-2 ..................................................................1-36
Generator Failure ................................................3-25 Clock..................................................................1-37
Generator Switches .............................................1-22 Course Indicator.................................. 1-28*, 1-46,
Glide Distance, Maximum...................................3-4* 1-50
* Denotes Illustration
Index 5
T.O. 1T-37B-1
INDEX - Continued
I (Cont) I (Cont)
* Denotes Illustration
Index 6
T.O. 1T-37B-1
INDEX - Continued
L (Cont) M (Cont)
* Denotes Illustration
Index 7
T.O. 1T-37B-1
INDEX - Continued
O (Cont) S
* Denotes Illustration
Index 8
T.O. 1T-37B-1
INDEX - Continued
S (Cont) T (Cont)
* Denotes Illustration
Index 9/(Index 10 blank)